Control method and device of driving motor, vehicle and storage medium

Abstract

The invention discloses a control method and device of a driving motor, a vehicle and a storage medium. The method comprises the steps that vehicle parameters, a target rotating speed range, a first demand torque and a first activation result sent by a vehicle control unit are received; obtaining a sending result of the chassis controller; obtaining a second activation result according to the vehicle parameters and the first activation result; if the second activation result represents that the dynamic torque intervention function is allowed to be activated, the target demand torque is determined according to the size relation between the actual rotating speed of the driving motor and the target rotating speed range, the first demand torque and the sending result; according to the actual rotating speed and the first required torque, an active vibration reduction function of the driving motor in the target state corresponding to the sending result is called to perform active intervention on the motor torque, and an active vibration reduction intervention torque of the driving motor is obtained; and determining a target torque according to the target demand torque and the active vibration reduction intervention torque, and transmitting the target torque to a driving motor to execute torque control.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle control, and in particular, to a control method, device, vehicle and storage medium for a drive motor. Background Art

[0002] From the perspectives of power performance and economy, when a vehicle (such as a pure electric vehicle or a hybrid vehicle with a power battery) is in working conditions such as accelerating, coasting and decelerating, the wheel-end torque is often large. Especially when passing through a speed bump, a potholed road surface or a low-adhesion road surface, the ground adhesion will change. If the driving force is not accurately adjusted at this time, it is easy to cause a large difference between the wheel speed of the driving wheel and the vehicle speed of the whole vehicle, and further lead to problems such as the whole vehicle surging forward and pulling, resulting in uneven driving. Summary of the Invention

[0003] One of the purposes of the present application is to provide a control method, device, vehicle and storage medium for a drive motor, so as to solve the problem of uneven driving of the whole vehicle, such as surging forward and pulling, when the vehicle passes through a speed bump, a potholed road surface or a low-adhesion road surface in the related art.

[0004] In order to achieve the above purpose, the technical solution of the embodiment of the present application is realized as follows: The technical solution of the embodiment of the present application is realized as follows: In a first aspect, the present application provides a control method for a drive motor, which is applied to a motor controller of a vehicle. The method includes: Receiving vehicle parameters, a target speed range of the drive motor, a first required torque of the vehicle controller, and a first activation result indicating whether the vehicle controller activates the dynamic enabling condition under the target working condition sent by the vehicle controller; wherein, the first required torque is obtained based on the vehicle parameters; Obtaining a sending result indicating whether the chassis controller sends a torque increasing or decreasing request; According to the vehicle parameters and the first activation result, obtaining a second activation result indicating whether to allow activating the dynamic torque intervention function; If the second activation result indicates that the dynamic torque intervention function is allowed to be activated, determining the target required torque of the drive motor according to the magnitude relationship between the actual speed of the drive motor obtained and the target speed range, the first required torque and the sending result; According to the actual speed and the first required torque, calling the active vibration damping function of the drive motor in the target state corresponding to the sending result to actively intervene in the motor torque, and obtaining the active vibration damping intervention torque of the drive motor; According to the target required torque and the active vibration damping intervention torque, determining the target torque of the drive motor, and transmitting the target torque to the drive motor to perform torque control.

[0005] According to the above technical means, first, by comprehensively judging various input signals provided by the vehicle controller and the chassis controller, and combining the current vehicle operating state and the response characteristics of the power system, refined control of the output torque of the drive motor is achieved. On the one hand, by introducing a dynamic torque intervention mechanism, the target required torque of the drive motor is adjusted in real time during vehicle driving, effectively coping with abnormal fluctuations in wheel-end speed caused by changes in road adhesion, thereby improving driving smoothness; on the other hand, by calling different active vibration damping function mapping relationships under different working conditions, differential compensation intervention for the motor torque is realized, further optimizing vehicle driving stability and reducing the vehicle jitter problem caused by motor speed fluctuations.

[0006] Second, the present application provides a control device for a drive motor, and the device includes: A receiving module, configured to receive vehicle parameters, a target speed range of the drive motor, a first required torque of the vehicle controller, and a first activation result indicating whether the vehicle controller activates the dynamic enabling condition under the target working condition sent by the vehicle controller; wherein, the first required torque is obtained based on the vehicle parameters; An obtaining module, configured to obtain a sending result indicating whether the chassis controller sends a torque increasing / decreasing request; A processing module, configured to obtain a second activation result indicating whether to allow activation of the dynamic torque intervention function according to the vehicle parameters and the first activation result; A determining module, configured to, if the second activation result indicates that the dynamic torque intervention function is allowed to be activated, determine the target required torque of the drive motor according to the magnitude relationship between the actual speed of the drive motor obtained and the target speed range, the first required torque, and the sending result; The processing module is further configured to, according to the actual speed and the first required torque, call the active vibration damping function of the drive motor in the target state corresponding to the sending result to perform active intervention on the motor torque, and obtain the active vibration damping intervention torque of the drive motor; The determining module is further configured to determine the target torque of the drive motor according to the target required torque and the active vibration damping intervention torque; A sending module, configured to transmit the target torque to the drive motor to perform torque control.

[0007] Third, the present application provides a vehicle, and the vehicle includes: a motor controller, a vehicle controller, a chassis controller, and a drive motor, wherein, The vehicle controller is configured to send vehicle parameters, a target speed range of the drive motor, a first required torque of the vehicle controller, and a first activation result indicating whether the vehicle controller activates the dynamic enabling condition under the target working condition to the motor controller; wherein, the first required torque is obtained based on the vehicle parameters; The chassis controller is configured to send a torque increasing / decreasing request to the motor controller; The motor controller is configured to obtain a second activation result indicating whether to allow the activation of the dynamic torque intervention function according to vehicle parameters and a first activation result. If the second activation result indicates that the activation of the dynamic torque intervention function is allowed, determine the target demand torque of the drive motor according to the magnitude relationship between the actual rotational speed of the obtained drive motor and the target speed range, the first demand torque, and the sending result of whether the chassis controller sends a torque increase / decrease request. According to the actual rotational speed and the first demand torque, call the active vibration damping function of the drive motor in the target state corresponding to the sending result to actively intervene in the motor torque, and obtain the active vibration damping intervention torque of the drive motor. Determine the target torque of the drive motor according to the target demand torque and the active vibration damping intervention torque, and transmit the target torque to the drive motor to perform torque control.

[0008] In a fourth aspect, the present application provides a computer-readable storage medium storing one or more computer programs, and the one or more computer programs can be executed by one or more processors to implement some or all of the steps in the control method of the drive motor as described in any item of the first aspect.

[0009] In a fifth aspect, the present application provides a computer program product including a computer program or instruction, and when the computer program or instruction is executed by a processor, it implements some or all of the steps in the control method of the drive motor as described in any item of the first aspect.

[0010] Beneficial technical effects of the embodiments of the present application: For scenarios such as speed bumps, low-adhesion road surfaces simulated in a test field, and actual low-adhesion road surfaces in winter, compared with traditional control schemes, the embodiments of the present application can suppress motor speed fluctuations in advance by real-time controlling the rotational speed and torque of the drive motor, suppress vehicle skidding in scenarios such as speed bumps, low-adhesion road surfaces simulated in a test field, and actual low-adhesion road surfaces in winter. At the same time, the maximum fluctuation amplitude and fluctuation times of the motor speed and wheel speed are significantly reduced, the vehicle stability is improved, and the overall driving experience of the vehicle is significantly enhanced. Description of the Drawings

[0011] The drawings herein are incorporated into the specification and form a part of the specification. These drawings illustrate embodiments consistent with the present application and are used together with the specification to explain the technical solutions of the present application.

[0012] Figure 1 It is a schematic structural diagram of an optional vehicle provided by an embodiment of the present application; Figure 2 It is a schematic flowchart of an optional control method of a drive motor provided by an embodiment of the present application Figure 1 ; Figure 3A schematic diagram of a target speed range and target torque in an optional acceleration condition provided by an embodiment of the present application; Figure 4 A schematic diagram of a target speed range and target torque in an optional deceleration condition provided by an embodiment of the present application; Figure 5 A flowchart of a control method for a driving motor provided by an embodiment of the present application Figure 2 ; Figure 6 A schematic diagram of various parameters when the active torque intervention function is turned off provided by an embodiment of the present application; Figure 7 A schematic diagram of various parameters when the active torque intervention function is turned on provided by an embodiment of the present application; Figure 8 A schematic structural diagram of a control device for a driving motor provided by an embodiment of the present application. Detailed implementation manners

[0013] In order to make the objectives, technical solutions, and advantages of the present application clearer, the technical solutions of the present application will be further elaborated in detail below with reference to the accompanying drawings and embodiments. The described embodiments should not be regarded as limitations to the present application. All other embodiments obtained by those of ordinary skill in the art without creative efforts fall within the scope of protection of the present application.

[0014] In the following description, reference is made to "some embodiments", which describe a subset of all possible embodiments. However, it can be understood that "some embodiments" can be the same subset or different subsets of all possible embodiments, and can be combined with each other without conflict. The terms "first / second / third" involved are only used to distinguish similar objects and do not represent a specific order for the objects. It can be understood that "first / second / third" can be interchanged with a specific order or sequence when allowed, so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein.

[0015] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those of ordinary skill in the technical field to which this application belongs. The terms used herein are only for the purpose of describing this application and are not intended to limit this application.

[0016] Figure 1 An optional vehicle shown, the control method for the driving motor provided by the embodiments of the present application can be applied to a vehicle as shown in Figure 1 shown, for realizing controlling the driving motor to output a reasonable target torque and avoiding abnormal vibration of the whole vehicle. As Figure 1As shown in the figure, the control device 11 of the drive motor, the motor controller 12, the vehicle controller 13, the chassis controller 14, and the drive motor 15 are included in the vehicle 100. Among them, the control device 11 of the drive motor is deployed in the motor controller 12. The motor controller 12 is used to control the drive motor to output torque. The motor controller 12 can be connected to the vehicle controller 13 and the chassis controller 14 respectively through the CAN bus.

[0017] It should be noted that the control device 11 of the drive motor, the motor controller 12, the vehicle controller 13, the chassis controller 14, and the drive motor 15 are all deployed in the same vehicle, which is a pure electric drive vehicle or a hybrid vehicle.

[0018] Among them, the vehicle controller 13 can be used to perform torque arbitration based on vehicle parameters, determine the first required torque, determine the target speed range of the drive motor, and the first activation result of whether to activate the dynamic enabling condition under the target working condition, and send it to the motor controller 12.

[0019] Among them, the chassis controller 14 can be used to monitor the drive wheel speed signal, determine whether to activate the torque increasing / decreasing state, and the sending result of whether to send a torque increasing / decreasing request to the motor controller 12.

[0020] Among them, the motor controller 12 can be used to receive the first required torque, the first activation result, and vehicle parameters sent by the vehicle controller 13, and obtain the sending result of whether the chassis controller 14 sends a torque increasing / decreasing request. According to the vehicle parameters and the first activation result, obtain the second activation result of whether to allow the activation of the dynamic torque intervention function; if the second activation result indicates that the dynamic torque intervention function is allowed to be activated, determine the target required torque of the drive motor according to the magnitude relationship between the actual speed of the drive motor obtained and the target speed range, the first required torque, and the sending result; according to the actual speed and the first required torque, call the active vibration damping function of the drive motor in the target state corresponding to the sending result to actively intervene in the motor torque, and obtain the active vibration damping intervention torque of the drive motor; according to the target required torque and the active vibration damping intervention torque, determine the target torque of the drive motor.

[0021] Among them, the drive motor 15 can be used to output the target torque under the control of the motor controller 12 to provide power for the vehicle.

[0022] Figure 2 It is a schematic flow chart of an optional control method for a drive motor provided by an embodiment of the present application, which is applied to Figure 1 the motor controller 12 or the control device 11 of the drive motor of the vehicle shown in the figure. Hereinafter, taking the control method of the drive motor applied to the motor controller 12 as an example, the above control method of the drive motor will be described. The method may include the following steps: Step 201: Receive the vehicle parameters, the target speed range of the drive motor, the first required torque of the vehicle controller, and the first activation result of whether the vehicle controller activates the dynamic enabling condition under the target working condition sent by the vehicle controller.

[0023] The first required torque is obtained based on the vehicle parameters.

[0024] In the embodiments of the present application, the vehicle parameters include the state of the Electronic Stability Program (ESP) and the vehicle gear position. Of course, the vehicle parameters may also include, but are not limited to, one or more of the vehicle speed, the opening of the accelerator pedal, the opening of the brake pedal, the wheel-end torque, the driving mode, the vehicle mass, and the rolling radius.

[0025] The Electronic Stability Program is an active safety system for improving the driving stability and controllability of the vehicle. This system monitors the driving state of the vehicle in real time (such as the steering angle, wheel speed difference, etc.), and applies braking force to individual drive wheels or adjusts the engine output as needed to prevent the vehicle from losing control or skidding. The state of ESP includes the on state and the off state.

[0026] The vehicle gear position includes the forward gear, the reverse gear, the neutral gear, and the parking gear. The vehicle gear position can indicate the working state of the vehicle transmission, and is used to adjust the power transmission ratio to meet different driving requirements such as starting, reversing, and cruising.

[0027] The vehicle speed can be the driving speed of the vehicle.

[0028] The opening of the accelerator pedal can be the depth of the driver stepping on the throttle, which can be 0% - 100%, reflecting the intensity of power demand and directly affecting the torque output of the engine / motor.

[0029] The opening of the brake pedal can be the depth of the driver stepping on the brake, which can be 0% - 100%, triggering the braking function. In new energy vehicle models, it can be linked with the energy recovery system.

[0030] The wheel-end torque can be the magnitude of the torque output by the vehicle to the drive wheels. The wheel-end torque is affected by the gear position, the transmission ratio, and the output of the power source, and determines the vehicle's acceleration and climbing ability.

[0031] The driving mode can be the working mode of the vehicle. The driving mode includes, but is not limited to, the economy mode, the sport mode, and the snow mode.

[0032] The vehicle mass can be the total mass of the vehicle (including the empty vehicle, passengers, and load), which affects the power demand, energy consumption, braking distance, and suspension tuning.

[0033] In the embodiments of the present application, the target speed range can be a reasonable speed interval predicted and set by the vehicle control unit according to the current target operating condition, used to evaluate the relationship between the actual speed of the drive motor and the target speed range. This relationship includes but is not limited to the actual speed being within the target speed range, the actual speed being greater than the upper limit of the target speed range, or the actual speed being less than the lower limit of the target speed range. Further, according to this relationship, the active torque intervention logic corresponding to this relationship is triggered. It should be noted that the target speed ranges corresponding to different target operating conditions are different. Exemplarily, Figure 3 is the actual speed and target speed range of the drive motor under the acceleration condition of the vehicle, Figure 4 is the actual speed and target speed range of the drive motor under the deceleration condition of the vehicle.

[0034] In the embodiments of the present application, the target operating conditions include acceleration conditions, deceleration conditions, and constant-speed conditions. Among them, the constant-speed condition can be a stable condition, and the acceleration condition and deceleration condition can be non-stable conditions. The non-stable condition is a condition where abnormal torque fluctuations exist at the wheel end, including conditions such as the vehicle passing over a speed bump, starting at a fixed point on a slope, slipping on a low-adhesion road surface, and sudden braking (hard braking), etc., which cause sudden increases or decreases in the wheel-end load.

[0035] In the embodiments of the present application, the dynamic enabling condition can be a function switch signal for the vehicle control unit to determine whether to allow the motor controller to enter a certain specific control logic (such as torque intervention in the acceleration or deceleration state) according to the current vehicle parameters (such as gear position, vehicle speed, accelerator pedal opening, wheel-end torque, etc.). This signal is used to determine whether to enable the subsequent active torque intervention function.

[0036] In the embodiments of the present application, the first activation result can include: the vehicle control unit activates the dynamic enabling condition under the target operating condition and the vehicle control unit does not activate the dynamic enabling condition under the target operating condition.

[0037] In the embodiments of the present application, the first demanded torque can be a torque request provided by the vehicle control unit and expected to be executed by the drive motor. The first demanded torque usually reflects the driver's operation intention and the system's basic control logic.

[0038] In the embodiments of the present application, the first demanded torque can be determined based on vehicle parameters. The vehicle parameters include vehicle gear position, vehicle speed, accelerator pedal opening, and wheel-end torque, etc. The vehicle control unit determines the target speed range and the first demanded torque of the drive motor according to the vehicle parameters. Of course, the vehicle parameters also include the ESP status, and the vehicle control unit sends the vehicle parameters, target speed range, and first demanded torque.

[0039] Further, based on the vehicle parameters, the vehicle controller determines the current target operating condition of the vehicle to obtain a first activation result on whether to activate the dynamic enabling condition under the target operating condition. Exemplarily, if the target operating condition is an acceleration condition or a constant-speed forward condition, the vehicle controller activates the function enabling condition for the acceleration state or the constant-speed forward condition. If the target operating condition is a deceleration condition or a constant-speed reverse condition, the vehicle controller activates the function enabling condition for the deceleration state or the constant-speed reverse condition.

[0040] Step 202: Obtain the sending result of whether the chassis controller sends a torque increasing / decreasing request.

[0041] It can be understood that during the vehicle driving process, the chassis controller (such as the vehicle stability control system and the traction control system) determines whether it is necessary to adjust the output torque of the drive motor by detecting information such as wheel slip, vehicle body attitude, road adhesion, wheel speed change rate, and slip rate. Exemplarily, when the vehicle passes over a speed bump, a potholed road surface, or a low-adhesion road surface, the chassis controller may detect a large wheel speed fluctuation, and thus send a torque increasing request or a torque decreasing request to the motor controller to optimize vehicle handling, stability, and safety.

[0042] In the embodiments of the present application, the torque increasing / decreasing request may be a torque request provided by the chassis controller and intended for the drive motor to execute. The torque increasing / decreasing request carries a second required torque, and the second required torque includes additional adjustments for special road conditions or system states.

[0043] In the embodiments of the present application, the sending result may represent the result of the chassis controller activating the torque increasing / decreasing state and sending a torque increasing / decreasing request to the motor controller. Exemplarily, if the chassis controller detects front-wheel slip, it will send a torque decreasing request to reduce the driving force to prevent further slip; if the chassis controller detects a small change rate of the drive wheel speed or an abnormal vehicle acceleration, it will send a torque increasing request. Of course, the sending result may also represent the result that the chassis controller does not activate the torque increasing / decreasing state and does not send a torque increasing / decreasing request to the motor controller.

[0044] Step 203: Obtain a second activation result on whether to allow activating the dynamic torque intervention function according to the vehicle parameters and the first activation result.

[0045] In the embodiments of the present application, the second activation result may include: allowing activating the dynamic torque intervention function and prohibiting activating the dynamic torque intervention function.

[0046] In the embodiments of the present application, the motor controller obtains a second activation result on whether to allow activating the dynamic torque intervention function based on the vehicle parameters and / or the first activation result sent by the vehicle controller, including: If the electronic stability program (ESP) of the vehicle body is in the on state, the vehicle gear is in the forward gear, and the first activation result indicates that the vehicle control unit activates the dynamic enabling condition under the target working condition, a second activation result that permits the activation of the dynamic torque intervention function is obtained; if the ESP of the vehicle body is in the off state, the vehicle gear is in the reverse gear, or the first activation result indicates that the vehicle control unit does not activate the dynamic enabling condition under the target working condition, a second activation result that prohibits the activation of the dynamic torque intervention function is obtained.

[0047] In the embodiments of the present application, the states of the ESP include the on state and the off state. When the ESP is in the on state, it indicates that the driver has authorized the vehicle control system to perform more active interventions, which is beneficial to the normal operation of the dynamic torque intervention function.

[0048] In the embodiments of the present application, if the ESP is in the on state, the vehicle gear is in the forward gear, or the first activation result indicates that the vehicle control unit activates the dynamic enabling condition under the target working condition (constant speed working condition, acceleration working condition, or deceleration working condition), the motor controller permits the activation of the dynamic torque intervention function, thereby obtaining a second activation result that permits the activation of the dynamic torque intervention function; if the ESP is in the off state, the vehicle gear is in the reverse gear, or the first activation result indicates that the vehicle control unit does not activate the dynamic enabling condition under the target working condition (constant speed working condition, acceleration working condition, or deceleration working condition), at this time, the motor controller prohibits the activation of the dynamic torque intervention function, thereby obtaining a second activation result that prohibits the activation of the dynamic torque intervention function.

[0049] As can be seen from the above, by judging key parameters such as the state of the electronic stability program of the vehicle body and the vehicle gear, it is ensured that the dynamic torque intervention function is only activated under appropriate working conditions. In this way, the mis-triggering of this function in unnecessary scenarios is avoided, reducing unnecessary control interference; at the same time, the system safety is enhanced, preventing inappropriate intervention in the motor torque in an unexpected state, thereby improving the reliability and adaptability of the entire control system.

[0050] Step 204: If the second activation result indicates that the dynamic torque intervention function is permitted to be activated, determine the target required torque of the drive motor according to the magnitude relationship between the actual speed of the drive motor obtained and the target speed range, the first required torque, and the sending result.

[0051] It can be understood that when the second activation result indicates that the dynamic torque intervention function is permitted to be activated, the motor controller can collect the actual speed of the drive motor in real time through a speed sensor, and determine the magnitude relationship between the actual speed and the target speed range provided by the vehicle control unit. Based on the sending result, this magnitude relationship and the first required torque, the target required torque of the drive motor is determined.

[0052] Step 205: According to the actual rotational speed and the first required torque, call the active vibration damping function of the drive motor in the target state corresponding to the sending result to actively intervene in the motor torque, and obtain the active vibration damping intervention torque of the drive motor.

[0053] It can be understood that the active vibration damping function is a real-time intervention means based on a filtering algorithm, which is used to suppress the high-frequency disturbance in the motor torque. Specifically, the motor controller extracts the high-frequency fluctuation components in the motor rotational speed through a band-pass filter and combines the compensation coefficient obtained by looking up a table for intervention. For example, if there are high-frequency fluctuations in the current motor rotational speed, the compensation coefficient is large, so as to generate a large intervention torque to smooth the motor output and improve driving smoothness. In addition, if the chassis controller sends a torque increase or decrease request, the active vibration damping function will switch to the compensation logic in the special state to avoid interfering with the execution of the chassis controller request.

[0054] It can be understood that different sending results correspond to the active vibration damping functions of the drive motor in different states. Among them, the drive motors in different states include the drive motor in the normal state and the drive motor in the special state, that is, the target state includes the normal state and the special state; among them, the normal state can be understood as that the drive motor normally responds to the first required torque sent by the vehicle controller, and the chassis controller does not send a torque increase or decrease request; the special state can be understood as that the chassis controller activates the torque increase or decrease state, and the motor controller preferentially responds to the torque increase or decrease request of the chassis controller.

[0055] In the embodiment of the present application, if the sending result indicates that the chassis controller does not send a torque increase or decrease request, at this time, the motor controller actively intervenes in the motor torque based on the actual rotational speed and the first required torque, and calls the active vibration damping function of the drive motor in the normal state corresponding to the sending result to obtain the active vibration damping intervention torque of the drive motor; if the sending result indicates that the chassis controller sends a torque increase or decrease request, at this time, the motor controller actively intervenes in the motor torque based on the actual rotational speed and the first required torque, and calls the active vibration damping function of the drive motor in the special state corresponding to the sending result to obtain the active vibration damping intervention torque of the drive motor.

[0056] Step 206: Determine the target torque of the drive motor according to the target required torque and the active vibration damping intervention torque, and transmit the target torque to the drive motor to perform torque control.

[0057] In the embodiment of the present application, after the motor controller obtains the target required torque and the active vibration damping intervention torque, based on the target required torque and the active vibration damping intervention torque, it determines the target torque of the drive motor. Exemplarily, Figure 3 are the current actual torque and the target torque of the drive motor under the acceleration condition of the vehicle, Figure 4The current actual torque and target torque of the drive motor under deceleration conditions of the vehicle. Subsequently, the motor controller performs slope limiting processing on the target torque and transmits the processed target torque to the drive motor to execute torque control. In this way, it is achieved through slope control technology, that is, gradually adjusting the motor output torque to avoid greater jitter or discomfort caused by sudden changes and ensuring that the torque change process is stable and controllable.

[0058] In some embodiments, step 206 determines the target torque of the drive motor according to the target demand torque and the active vibration damping intervention torque, including: performing a second fusion process on the active vibration damping intervention torque and the target demand torque to obtain an intermediate torque; determining the target torque from the intermediate torque and the output torque limit value of the drive motor according to the magnitude relationship between the actual speed and the target speed range.

[0059] In the embodiments of the present application, the second fusion process is a signal fusion algorithm-based process for performing weighted summation or superposition processing on the active vibration damping intervention torque and the target demand torque at different time intervals, so as to obtain an intermediate torque value that takes into account both driving comfort and power responsiveness. This fusion process usually combines parameters such as the current vehicle condition (such as acceleration, deceleration, or constant speed), road surface condition, and motor speed fluctuation, and dynamically adjusts the weight coefficients of the two torque signals by looking up a table. For example, during normal driving, the weight of the target demand torque is relatively high; while when passing over a speed bump or on a low-adhesion road surface, the weight of the active vibration damping intervention torque increases to preferentially suppress jitter.

[0060] In the embodiments of the present application, the output torque limit value is used to limit torque reverse processing, and the output torque limit value can be 0.

[0061] It can be understood that, according to the magnitude relationship between the actual rotational speed and the target rotational speed range, the target torque is determined based on the intermediate torque, including: if the actual rotational speed of the drive motor is within the target rotational speed range, anti-torque reversal processing is performed on the intermediate torque, that is, if the first required torque and / or the second required torque is positive, an arbitration is performed to take the larger value between the intermediate torque and the output torque limit value of the drive motor, so as to obtain the target torque; if the first required torque and / or the second required torque is negative, an arbitration is performed to take the smaller value between the intermediate torque and the output torque limit value of the drive motor, so as to obtain the target torque. If the actual rotational speed of the drive motor is greater than the upper limit of the target rotational speed of the target rotational speed range, an arbitration is performed to take the larger value between the intermediate torque and the output torque limit value of the drive motor, so as to obtain the target torque. If the actual rotational speed of the drive motor is less than the lower limit of the target rotational speed of the target rotational speed range, an arbitration is performed to take the smaller value between the intermediate torque and the output torque limit value of the drive motor, so as to obtain the target torque. In this way, by dynamically fusing the active vibration damping intervention torque and the target demand torque, and combining the relationship between the actual rotational speed of the motor and the target rotational speed range, the final target torque is intelligently selected. In this way, the power distribution problem under complex road conditions can be more flexibly addressed, thereby effectively suppressing vehicle jitter, and further significantly improving driving smoothness and riding comfort.

[0062] In some embodiments, the determination process of the target rotational speed range of the drive motor in step 201 can be implemented through the following steps: Step A1: Obtain the vehicle's overall vehicle acceleration, and predict the vehicle's next-cycle vehicle speed based on the vehicle's current-cycle vehicle speed and the overall vehicle acceleration to obtain the predicted vehicle speed.

[0063] In the embodiments of the present application, the vehicle speed of the vehicle can be sampled at a preset sampling period. For example, the preset sampling period is 10 milliseconds (ms), of course, it can also be 15 ms, and of course, it can also be other values. In this regard, the present application does not make specific limitations. It should be noted that generally, the unit of the vehicle's current-cycle vehicle speed is kilometers per hour (km / h), and it needs to be converted to meters per second (m / s) for subsequent calculations with the same unit.

[0064] In the embodiments of the present application, the vehicle acceleration can be calculated based on the driver's wheel-end required torque and the vehicle driving resistance. The vehicle acceleration can be obtained through the following process: First, the vehicle controller calculates the driver's wheel-end required torque according to the opening degree of the accelerator pedal, the opening degree of the brake pedal, and cruise (as well as other functions), and performs boundary restrictions (differential protection, motor capacity boundary restriction, battery capacity boundary restriction). After torque slope control, the driver's required torque is obtained; Second, based on the vehicle coasting resistance, ramp resistance correction, and braking resistance correction, the vehicle driving resistance is obtained. Finally, based on the driver's wheel-end required torque and the vehicle driving resistance, the vehicle acceleration is obtained through the following formula (1). It should be noted that the vehicle acceleration in the acceleration condition is different from that in the deceleration condition.

[0065] Vehicle acceleration = (Driver's wheel-end required torque / Rolling radius - Calculation of vehicle driving resistance) / Vehicle mass (1) In the embodiments of the present application, after the vehicle controller obtains the vehicle acceleration of the vehicle, according to the current cycle vehicle speed, vehicle acceleration, and preset sampling period of the vehicle, the vehicle speed in the next cycle is predicted to obtain the predicted vehicle speed corresponding to the next sampling period.

[0066] In practical applications, for example, when the vehicle passes over a speed bump, due to the change in road adhesion, the vehicle speed will fluctuate briefly. At this time, by obtaining the vehicle acceleration and the current vehicle speed in real time, it is possible to anticipate in advance the possible vehicle speed changes in the next cycle, thereby avoiding the problem of rough driving caused by sudden changes in wheel speed.

[0067] Step A2: Based on the current cycle vehicle speed, obtain the maximum predicted vehicle speed and the minimum predicted vehicle speed of the vehicle in the next cycle through the vehicle speed mapping table.

[0068] In the embodiments of the present application, the vehicle speed mapping table is established in advance based on the preset sampling period. The predicted vehicle speed range in the next sampling period corresponding to the current cycle vehicle speed, and the predicted vehicle speed range includes the maximum predicted vehicle speed and the minimum predicted vehicle speed.

[0069] In the embodiments of the present application, after the vehicle controller determines the current cycle vehicle speed, it obtains the vehicle speed mapping table corresponding to the preset sampling period of the current cycle vehicle speed, and queries the maximum predicted vehicle speed and the minimum predicted vehicle speed in the next sampling period corresponding to the current cycle vehicle speed in this vehicle speed mapping table. In this way, by using this mapping table, historical experience and boundary constraints can be introduced in the prediction process, preventing the predicted value from deviating from the reasonable range, helping to improve the accuracy of subsequent correction and arbitration logic, and avoiding control deviation caused by unreasonable prediction.

[0070] It should be noted that there is no sequence between step A1 and step A2, that is, step A1 can be executed before step A2, can be executed after step A2, or can be executed synchronously with step A2.

[0071] Step A3: Correct the predicted vehicle speed according to the opening of the accelerator pedal, the wheel end torque, and the current cycle vehicle speed to obtain a first corrected predicted vehicle speed, and arbitrate and take the larger value between the first corrected predicted vehicle speed and the minimum predicted vehicle speed to obtain the upper limit of the target vehicle speed for the next cycle; Step A4: Correct the predicted vehicle speed according to the opening of the brake pedal, the wheel end torque, and the current cycle vehicle speed to obtain a second corrected predicted vehicle speed, and arbitrate and take the smaller value between the second corrected predicted vehicle speed and the maximum predicted vehicle speed to obtain the lower limit of the target vehicle speed for the next cycle.

[0072] In the embodiment of the present application, after obtaining the predicted vehicle speed, the vehicle controller adjusts the predicted vehicle speed according to the opening of the accelerator pedal, the wheel end torque, and the current cycle vehicle speed to obtain a first corrected predicted vehicle speed. Then, compare the first corrected predicted vehicle speed with the minimum predicted vehicle speed, and take the larger value as the upper limit of the target vehicle speed for the next cycle; in this way, it is ensured that even in the case of a large prediction deviation, a reasonable upper limit can still be maintained, providing a reference for the subsequent motor speed control. According to the opening of the brake pedal, the wheel end torque, and the current cycle vehicle speed, adjust the predicted vehicle speed to obtain a second corrected predicted vehicle speed. Then, compare the second corrected predicted vehicle speed with the maximum predicted vehicle speed, and take the smaller value as the lower limit of the target vehicle speed for the next cycle. In this way, it is ensured that the vehicle will not misjudge the actual driving state due to over-prediction, thus ensuring the safety and stability of the control strategy.

[0073] Step A5: Based on the upper limit of the target vehicle speed and the lower limit of the target vehicle speed, use the motor speed calculation formula to respectively determine the upper limit of the target speed and the lower limit of the target speed corresponding to the drive motor, so as to obtain the target speed range of the drive motor.

[0074] In the embodiment of the present application, the motor speed calculation formula can be expressed by the following formula (2).

[0075] Target speed = (target vehicle speed / rolling radius) × (60 / (2 × Pi)) × gear ratio (2) Where Pi is the ratio of the circumference of a circle to its diameter.

[0076] In the embodiment of the present application, the vehicle controller takes the upper limit of the target vehicle speed as the target vehicle speed based on the upper limit of the target vehicle speed, and uses the above formula (2) to obtain the first target speed of the drive motor, that is, the upper limit of the target speed. Based on the lower limit of the target vehicle speed, takes the lower limit of the target vehicle speed as the target vehicle speed, and uses the above formula (2) to obtain the second target speed of the drive motor, that is, the lower limit of the target speed. Furthermore, based on the lower limit of the target speed and the upper limit of the target speed, determine the target speed range of the drive motor.

[0077] As can be seen from the above, in the embodiment of the present application, the vehicle speed in the next cycle is predicted based on the vehicle acceleration and the current vehicle speed, dynamically corrected in combination with the accelerator pedal, the brake pedal and the wheel-end torque, the vehicle speed boundary is determined through the first vehicle speed mapping table, and finally the target speed range is determined by using the motor speed formula. In this way, accurate modeling of the vehicle driving state can be achieved, thereby improving the driving smoothness of the hybrid vehicle under complex road conditions, and further significantly reducing the jitter feeling felt by the user when passing through speed bumps, potholed roads or low-adhesion roads, and improving the overall driving experience.

[0078] In some embodiments, the determination process of the first activation result in step 201 can be achieved through the following steps.

[0079] Step B1: If the vehicle gear is in the forward gear, the vehicle speed is within the first vehicle speed range, the opening of the accelerator pedal is within the first opening range, the wheel-end torque is within the first torque range, the driving mode is not in the target mode, and the electronic stability program of the vehicle body is in the on state, it is determined that the motor controller meets the first torque intervention activation state, and it is determined that the motor controller is not currently in the second torque intervention activation state, and the vehicle control unit activates the function enabling condition for the acceleration state or the constant speed state, so as to obtain the first activation result of the function enabling condition for the acceleration state or the constant speed state of the vehicle control unit.

[0080] In the embodiment of the present application, when the vehicle gear is in the forward gear, the vehicle speed is within the first vehicle speed range (such as 5 - 90 km / h), the opening of the accelerator pedal is within the first opening range (such as 5% - 90%), the wheel-end torque is within the first torque range (such as 200 Newton meters (N·m) - 2000 N·m), the driving mode is not in the target mode (such as mud, sand), and the electronic stability program of the vehicle body is in the on state, it is determined that the motor controller meets the first torque intervention activation state, and it is determined that the motor controller is not currently in the second torque intervention activation state to avoid conflicts, and the vehicle control unit activates the function enabling condition for the acceleration state or the constant speed state, so as to obtain the first activation result of the function enabling condition for the acceleration state or the constant speed state of the vehicle control unit. In this way, by comprehensively judging multiple key vehicle operation parameters, a basis is provided for the execution of the subsequent dynamic torque intervention function. By real-time monitoring of parameters such as the gear, vehicle speed, accelerator pedal opening, and wheel-end torque, it can be accurately identified that the vehicle is in a state suitable for acceleration or constant speed control, which helps to improve the accuracy and timeliness of the control system response, thereby improving the smoothness of the vehicle driving and the driving comfort.

[0081] Step B2: If the vehicle gear is in the forward gear, the vehicle speed is within the first vehicle speed range, the opening of the accelerator pedal is less than the first opening threshold, the wheel-end torque is less than the second preset torque, the opening of the brake pedal is less than the second opening threshold, the driving mode is not in the target mode, and the electronic stability program of the vehicle body is in the on state, it is determined that the motor controller meets the second torque intervention activation state, and it is determined that the motor controller is not currently in the first torque intervention activation state. The vehicle control unit activates the function enabling condition for the deceleration state or the constant speed state, and obtains the first activation result of the function enabling condition for the vehicle control unit to activate the deceleration state or the constant speed state.

[0082] In the embodiment of the present application, if the vehicle gear is in the forward gear, the vehicle speed is within the first vehicle speed range (such as 5 - 90 km / h), the opening of the accelerator pedal is less than the first opening threshold (such as 5%), the wheel-end torque is less than the second preset torque (such as -100 N·m), the opening of the brake pedal is less than the second opening threshold (such as 50%), the driving mode is not in the target mode (such as mud, sand), and the electronic stability program of the vehicle body is in the on state, it is determined that the motor controller meets the second torque intervention activation state, and it is determined that the motor controller is not currently in the first torque intervention activation state to avoid conflicts. The vehicle control unit activates the function enabling condition for the deceleration state or the constant speed state, and obtains the first activation result of the function enabling condition for the vehicle control unit to activate the deceleration state or the constant speed state. In this way, by introducing more dimensional judgment conditions such as the opening of the brake pedal and lower wheel-end torque, the vehicle control unit can more accurately distinguish whether the vehicle is in a state suitable for deceleration or maintaining a constant speed. This refined control strategy helps to achieve smoother power output under different driving conditions, thereby reducing the possible jerks or vibrations during driving.

[0083] Step B3: If it is determined that the motor controller does not meet the first torque intervention activation state and does not meet the second torque intervention activation state, the vehicle control unit turns off the function enabling condition for the acceleration state, the deceleration state, or the constant speed state, and obtains the first activation result of the function enabling condition for the vehicle control unit not to activate the acceleration state, the deceleration state, or the constant speed state.

[0084] In the embodiment of the present application, when the vehicle control unit determines that the motor controller does not meet either the first torque intervention activation state or the second torque intervention activation state, it indicates that the current vehicle state is not suitable for any type of dynamic torque intervention operation. At this time, the vehicle control unit will turn off the function enabling condition for the acceleration state, the deceleration state, or the constant speed state, thereby obtaining the first activation result of the function enabling condition for the vehicle control unit not to activate these states. In this way, unnecessary intervention behaviors are avoided from affecting the normal operation of the vehicle, thereby improving the overall driving experience.

[0085] As can be seen from the above, in the embodiments of the present application, when the vehicle is in a specific driving condition, based on multiple parameters such as gear position, vehicle speed, accelerator pedal, wheel-end torque, brake pedal, and driving mode, it is comprehensively determined whether the first or second torque intervention activation state is satisfied, so as to decide whether to activate the function enabling conditions for the acceleration, deceleration, or constant-speed state. In this way, precise control of the drive motor torque can be achieved, thereby effectively suppressing the vehicle jitter and driving roughness problems, and further improving the driving comfort and user satisfaction.

[0086] In some embodiments, in step 204, according to the magnitude relationship between the actual speed of the drive motor obtained and the target speed range, and the first required torque and the sending result, determining the target required torque of the drive motor includes steps 241 - 242.

[0087] Step 241, if the sending result indicates that the chassis controller does not send a torque increasing / decreasing request, determine the target required torque according to the magnitude relationship between the actual speed and the target speed range and the first required torque.

[0088] In the embodiments of the present application, if the sending result indicates that the chassis controller does not send a torque increasing / decreasing request, the motor controller can select the determination logic of the required torque corresponding to the magnitude relationship between the actual speed and the target speed range according to the first required torque, and obtain the target required torque.

[0089] Step 242, if the sending result indicates that the chassis controller sends a torque increasing / decreasing request, determine the target required torque according to the magnitude relationship between the actual speed and the target speed range, the first required torque, and / or the second required torque carried by the torque increasing / decreasing request.

[0090] In the embodiments of the present application, if the sending result indicates that the chassis controller sends a torque increasing / decreasing request, the motor controller can select the determination logic of the required torque corresponding to the magnitude relationship between the actual speed and the target speed range according to the first required torque and / or the second required torque carried by the torque increasing / decreasing request, and obtain the target required torque. Exemplarily, if the actual speed is within the target speed range, the motor controller can preferentially respond to the torque increasing / decreasing request of the chassis controller and determine the target required torque based on the second required torque. If the actual speed is not within the target speed range, the motor controller can determine the target required torque according to the first required torque of the vehicle controller and the second required torque of the chassis controller.

[0091] As can be seen from the above, by distinguishing whether the chassis controller issues a torque increase or decrease request, different logics are respectively used to determine the target required torque. In this way, by using different torque calculation logics according to whether the chassis controller sends a torque increase or decrease request, various complex working conditions can be flexibly adapted, thereby improving the accuracy and response speed of the motor output, and further effectively suppressing the vehicle body jitter and enhancing the driving experience.

[0092] In some embodiments, in step 241, determining the target required torque according to the magnitude relationship between the actual speed and the target speed range and the first required torque includes steps 2411 - 2412.

[0093] Step 2411, if the actual speed is within the target speed range, determine the first required torque as the target required torque.

[0094] In the embodiment of the present application, if the actual speed of the drive motor is within the target speed range, it indicates that the actual speed fluctuation of the drive motor is small and does not exceed the target speed range of the drive motor sent by the vehicle controller. At the same time, the sending result indicates that the chassis controller does not send a torque increase or decrease request. At this time, the first required torque of the vehicle controller can be determined as the target required torque finally output by the drive motor to ensure timely and smooth power response. This processing method avoids unnecessary control actions and improves the system efficiency.

[0095] Step 2412, if the actual speed is not within the target speed range, and the first activation result indicates that the vehicle controller activates the dynamic enabling condition under the target working condition, activate the active torque intervention corresponding to the dynamic enabling condition under the target working condition, and calculate the speed closed-loop torque of the drive motor under the target working condition through speed closed-loop; based on the speed closed-loop torque and the first required torque, determine the target required torque.

[0096] In the embodiment of the present application, when the actual speed of the drive motor exceeds the target speed range, it indicates that there is an abnormal working condition currently, such as passing through a speed bump, a potholed road surface or a low-adhesion road surface, etc. The sending result indicates that the chassis controller does not send a torque increase or decrease request, and when the vehicle controller has activated the dynamic enabling condition under the target working condition, it indicates that the vehicle may be experiencing special scenarios such as road adhesion change, speed bump or low-adhesion road surface. At this time, the motor controller activates the active torque intervention mode under the corresponding target working condition, and calculates the speed closed-loop torque of the drive motor under the target working condition through the speed closed-loop control algorithm. Further, based on the magnitude relationship between the actual speed and the target speed range, the speed closed-loop torque is arbitrated with the first required torque of the vehicle controller, and finally a reasonable target required torque of the drive motor is determined to suppress the wheel speed fluctuation and improve the driving smoothness.

[0097] It can be understood that if the actual speed is greater than the upper limit of the target speed range of the target speed, the speed-closed-loop torque is compared with the first required torque of the vehicle controller, and the smaller one is used as the target required torque of the drive motor; if the actual speed is less than the lower limit of the target speed range of the target speed, the speed-closed-loop torque is compared with the first required torque of the vehicle controller, and the larger one is used as the target required torque of the drive motor.

[0098] In some embodiments, in step 242, according to the magnitude relationship between the actual speed and the target speed range, the first required torque, and / or the second required torque carried in the torque increase / decrease request, the target required torque is determined, including steps 2421 - 2422.

[0099] Step 2421: If the actual speed is within the target speed range, the second required torque is determined as the target required torque.

[0100] In the embodiment of the present application, if the actual speed of the drive motor is within the target speed range, it indicates that the actual speed fluctuation of the drive motor is small and does not exceed the target speed range of the drive motor sent by the vehicle controller. At the same time, the sending result indicates that the chassis controller sends a torque increase / decrease request. At this time, the motor controller can give priority to responding to the torque request of the chassis controller, that is, the second required torque of the chassis controller can be determined as the target required torque finally output by the drive motor, ensuring timely and smooth power response. This processing method avoids unnecessary control actions and improves system efficiency.

[0101] Step 2422: If the actual speed is not within the target speed range, and the first activation result indicates that the vehicle controller activates the dynamic enabling condition under the target working condition, activate the active torque intervention corresponding to the dynamic enabling condition under the target working condition, and calculate the speed-closed-loop torque of the drive motor under the target working condition through speed closed-loop; based on the speed-closed-loop torque, the first required torque, and the second required torque, determine the target required torque.

[0102] In the embodiments of the present application, when the actual speed of the drive motor exceeds the target speed range, it indicates that there is an abnormal working condition currently, such as passing through a speed bump, a potholed road surface, or a low-adhesion road surface, etc. When the sending result represents that the chassis controller sends a torque increase or decrease request, and the vehicle controller has activated the dynamic enabling condition under this target working condition, it indicates that the vehicle may be experiencing special scenarios such as a change in road surface adhesion, a speed bump, or a low-adhesion road surface. At this time, the motor controller activates the active torque intervention mode under the corresponding target working condition, and calculates the speed closed-loop torque of the drive motor under this target working condition through the speed closed-loop control algorithm. Further, based on the magnitude relationship between the actual speed and the target speed range, the speed closed-loop torque, the first required torque of the vehicle controller, and the second required torque of the chassis controller are jointly involved in arbitration, and finally a reasonable target required torque for the drive motor is determined to suppress the wheel speed fluctuation and improve the driving smoothness.

[0103] In some embodiments, in step 2422, determining the target required torque based on the speed closed-loop torque, the first required torque, and the second required torque can be achieved through the following process.

[0104] If the actual speed is greater than the upper limit of the target speed in the target speed range, the speed closed-loop torque, the first required torque, and the second required torque are arbitrated to take the minimum value to obtain the target required torque; if the actual speed is less than the lower limit of the target speed in the target speed range, the speed closed-loop torque, the first required torque, and the second required torque are arbitrated to take the maximum value to obtain the target required torque.

[0105] In the embodiments of the present application, if the actual speed is greater than the upper limit of the target speed in the target speed range, it indicates that the motor is running too fast, which may cause problems such as unstable vehicle driving or mismatch between the wheel speed and the vehicle speed. At this time, the speed closed-loop torque, the first required torque of the vehicle controller, and the second required torque of the chassis controller are compared, and the minimum value is taken as the target required torque of the drive motor, thereby reducing the motor output torque and making the motor speed drop to a reasonable range. In this way, it is possible to effectively suppress the abnormal acceleration caused by the motor being too fast, avoid the occurrence of vehicle surging forward or pulling phenomena, and improve the driving smoothness.

[0106] In the embodiments of the present application, if the actual speed is less than the lower limit of the target speed in the target speed range, it indicates that the motor is running too slowly, which may affect the power response or driving stability of the vehicle. At this time, the speed closed-loop torque, the first required torque of the vehicle controller, and the second required torque of the chassis controller are compared, and the maximum value is taken as the target required torque of the drive motor, thereby increasing the motor output torque and making the motor speed rise back to a reasonable range. In this way, it is possible to prevent the problem of insufficient driving force caused by too low motor speed, especially maintaining a good power response under acceleration conditions.

[0107] In some embodiments, in step 2412 or step 2422, if the actual speed is not within the target speed range and the first activation result indicates that the vehicle controller activates the dynamic enabling condition under the target working condition, activate the active torque intervention corresponding to the dynamic enabling condition under the target working condition. The closed-loop speed calculation of the speed closed-loop torque of the drive motor under the target working condition can be achieved through the following process: If the actual speed is greater than the upper limit of the target speed in the target speed range and the first activation result indicates that the vehicle controller activates the enabling condition for the acceleration state under the acceleration working condition, activate the active torque intervention corresponding to the enabling condition for the acceleration state, and calculate the first speed closed-loop torque of the drive motor under the acceleration working condition through speed closed-loop control; if the actual speed is less than the lower limit of the target speed in the target speed range and the first activation result indicates that the vehicle controller activates the enabling condition for the deceleration state under the deceleration working condition, activate the active torque intervention corresponding to the enabling condition for the deceleration state, and calculate the second speed closed-loop torque of the drive motor under the deceleration working condition through speed closed-loop control; wherein, the target working condition includes the acceleration working condition and the deceleration working condition, and the speed closed-loop torque includes the first speed closed-loop torque and the second speed closed-loop torque. In this way, different closed-loop control strategies are adopted to process the speed deviation in different directions that is higher than the upper limit or lower than the lower limit. On the one hand, this can more accurately identify the current working condition characteristics and select the most appropriate control logic; on the other hand, it can also ensure stable torque output under various complex road conditions, thereby improving the overall control performance.

[0108] In some embodiments, the closed-loop speed calculation of the speed closed-loop torque of the drive motor under the target working condition includes steps 301 - 305.

[0109] Step 301, if the actual speed is greater than the upper limit of the target speed in the target speed range, or the actual speed is less than the lower limit of the target speed in the target speed range, convert the target speed limit value to obtain the internal target speed limit value of the drive motor, where the target speed limit value includes the upper limit of the target speed and the lower limit of the target speed.

[0110] It can be understood that in order to avoid frequent switching of the control mode of the system, thereby improving stability, the target speed limit value is converted. Exemplarily, when the actual speed is greater than the upper limit of the target speed, the upper limit of the target speed can be converted to a slightly lower internal upper limit value of the target speed, that is, the internal upper limit value of the target speed is less than the upper limit of the target speed, to prevent repeated triggering of the intervention logic due to minute fluctuations. When the actual speed is less than the lower limit of the target speed, the lower limit of the target speed can be converted to a slightly higher internal lower limit value of the target speed, that is, the internal lower limit value of the target speed is greater than the lower limit of the target speed, to prevent repeated triggering of the intervention logic due to minute fluctuations. In this way, the function can be prevented from frequently entering and exiting, thereby reducing the burden on the controller and further improving the overall control accuracy and response speed.

[0111] Step 302: Determine the first speed deviation of the drive motor based on the internal target speed limit and the actual speed.

[0112] In the embodiments of the present application, the first speed deviation is the difference between the internal target speed limit and the actual speed. This deviation reflects the degree to which the current speed deviates from the ideal value and is an important input parameter for calculating the speed closed-loop torque in the subsequent process. By quantifying this deviation, the system can more accurately adjust the motor output torque to achieve closed-loop control.

[0113] In the embodiments of the present application, if the internal target speed limit is the upper limit of the internal target speed, calculate the absolute value of the difference between the actual speed and the upper limit of the internal target speed to obtain the first speed deviation of the drive motor. If the internal target speed limit is the lower limit of the internal target speed, calculate the absolute value of the difference between the lower limit of the internal target speed and the actual speed to obtain the first speed deviation of the drive motor.

[0114] In this way, dynamic response adjustment can be achieved, thereby optimizing the motor output, further suppressing speed fluctuations, and improving driving smoothness.

[0115] Step 303: Search for the proportional term compensation coefficient matching the actual speed in the preset first mapping relationship, and search for the integral term compensation coefficient matching the actual speed in the preset second mapping relationship.

[0116] In the embodiments of the present application, the first mapping relationship and the second mapping relationship are a predefined data table or functional relationship used to map the actual speed to the corresponding proportional term compensation coefficient and integral term compensation coefficient. The role of the proportional term compensation coefficient and the integral term compensation coefficient is to weight the influence of the speed deviation according to the change trend of the current actual speed of the drive motor, making the control strategy more adaptable to the change characteristics under different working conditions.

[0117] In the embodiments of the present application, after obtaining the actual speed of the drive motor, search for the proportional term compensation coefficient and the integral term compensation coefficient matching the actual speed in the preset first mapping relationship and the second mapping relationship. In this way, based on the proportional term compensation coefficient and the integral term compensation coefficient, the adaptability of the system to different working conditions can be enhanced, thereby improving the control accuracy, and further improving the smoothness and comfort of vehicle driving.

[0118] Step 304: Multiply the proportional term compensation coefficient and the first speed deviation to obtain a first result; integrate the product of the integral term compensation coefficient and the first speed deviation to obtain a second result. Step 305: Based on the first result and the second result, obtain the speed closed-loop torque of the drive motor under the target working condition.

[0119] In the embodiments of the present application, the proportional term compensation coefficient and the first rotational speed deviation are multiplied to obtain a first result; the integral term compensation coefficient is multiplied by the first rotational speed deviation, and the product is integrated within a preset sampling period to obtain a second result, and then the first result and the second result are added together to finally obtain the rotational speed closed-loop torque under the acceleration condition or the deceleration condition. In this way, it is ensured that even in the case of large instantaneous errors, the system can maintain stable output through continuous adjustment.

[0120] As can be seen from the above, in the embodiments of the present application, after receiving the actual rotational speed data, it is first determined whether it exceeds the target rotational speed range, and an internal target rotational speed limit is generated accordingly; then the first rotational speed deviation is calculated as the control basis; then the proportional term compensation coefficient is obtained in combination with the first mapping relationship, the integral term compensation coefficient is obtained in combination with the second mapping relationship, the first rotational speed deviation is weighted based on the proportional term compensation coefficient to obtain a first result; the first rotational speed deviation is weighted based on the integral term compensation coefficient, and the result is integrated to obtain a second result. Finally, the final rotational speed closed-loop torque output is obtained based on these two results. This series of operations not only improves the robustness and response speed of the control system, but also enhances the adaptability of the system to complex working conditions, thus significantly improving the driving performance and riding experience of the vehicle.

[0121] In some embodiments, in step 301, converting the target rotational speed limit value to obtain the internal target rotational speed limit value of the drive motor includes steps 311 - 313.

[0122] Step 311, obtain a first calibration value and a second calibration value, and calculate the sum value of the first calibration value and the second calibration value.

[0123] In the embodiments of the present application, the first calibration value and the second calibration value are preset parameters for adjusting the upper and lower limits of the target rotational speed. These calibration values are usually obtained through experiments or simulations according to motor performance, vehicle driving conditions, and driving comfort requirements. The role of these calibration values is to compensate for system errors and prevent the control function from frequently entering and exiting due to frequent fluctuations in the actual rotational speed, thereby improving the stability of the control system. For example, the first calibration value can be a safety threshold, and the second calibration value can be a dynamic correction coefficient. The sum of the two is used as the offset of the target rotational speed upper limit or the target rotational speed lower limit.

[0124] It should be noted that the first calibration value and the second calibration value can be the same or different. Exemplarily, both the first calibration value and the second calibration value can be 50 revolutions per minute (rpm, r / m).

[0125] In practical applications, these calibration values are switched according to different driving modes (such as economy mode, sport mode, and snow mode) to ensure optimal driving smoothness and response speed in different scenarios. For example, in special road conditions such as low-adhesion roads or speed bumps, the system may adopt larger calibration values to enhance the effect of suppressing jitter.

[0126] Step 312: If the actual speed is greater than the upper limit of the target speed range, calculate the difference between the upper limit of the target speed and the sum value to obtain the internal upper limit of the target speed of the drive motor.

[0127] In the embodiment of the present application, the motor controller obtains the first calibration value and the second calibration value, and calculates the sum value of the first calibration value and the second calibration value. If the actual speed is greater than the upper limit of the target speed range, the motor controller calculates the difference between the upper limit of the target speed and the sum value to obtain the internal upper limit of the target speed of the drive motor.

[0128] Step 313: If the actual speed is less than the lower limit of the target speed range, calculate the sum of the lower limit of the target speed and the sum value to obtain the internal lower limit of the target speed of the drive motor; where the internal target speed limit includes the internal upper limit of the target speed and the internal lower limit of the target speed.

[0129] In the embodiment of the present application, the motor controller obtains the first calibration value and the second calibration value, and calculates the sum value of the first calibration value and the second calibration value. If the actual speed is less than the lower limit of the target speed range, the motor controller calculates the sum of the lower limit of the target speed and the sum value to obtain the internal lower limit of the target speed of the drive motor.

[0130] As can be seen from the above, in the embodiment of the present application, by refining the target speed limit and introducing calibration values for dynamic adjustment, the speed boundary of the motor can be controlled more precisely, thereby achieving smoother power output. In this way, the jitter and unevenness phenomena generated when the vehicle passes through speed bumps, potholed roads, or low-adhesion roads can be effectively suppressed, and thus the driving comfort and driving stability of the hybrid vehicle can be significantly improved.

[0131] In some embodiments, step 205 calls the active vibration damping function of the drive motor in the target state corresponding to the sending result according to the actual speed and the first required torque to actively intervene in the motor torque, and obtain the active vibration damping intervention torque of the drive motor, including steps 251 - 252.

[0132] Step 251: Call the active vibration damping function of the drive motor in the target state corresponding to the sending result, and according to the sending result, in the corresponding preset third mapping relationship, search for the vibration damping compensation coefficient that matches the first required torque and the actual speed, where the third mapping relationship is a one-to-one mapping relationship among the first required torque, the actual speed, and the vibration damping compensation coefficient.

[0133] In the embodiments of the present application, the active vibration damping function of the drive motor corresponding to the target state of the sending result can be understood as follows: if the sending result indicates that the chassis controller does not send an increase / decrease torque request, the active vibration damping function of the drive motor in the normal state corresponding to the sending result is called; if the sending result indicates that the chassis controller sends an increase / decrease torque request, the active vibration damping function of the drive motor in the special state corresponding to the sending result is called.

[0134] In the embodiments of the present application, the third mapping relationship is a preset data table or functional relationship for mapping two input parameters, the first required torque and the actual rotational speed, to an output parameter, the vibration damping compensation coefficient. This mapping relationship can be pre-calibrated based on experimental data or simulation results under different working conditions and stored in the control strategy of the controller. By quickly obtaining the vibration damping compensation coefficient through a table lookup method, the response speed and control accuracy of the system can be improved. It should be noted that for different sending results, the corresponding third mapping relationships are different.

[0135] In some embodiments, in step 251, the active vibration damping function of the drive motor corresponding to the target state of the sending result is called. According to the sending result, in the corresponding preset third mapping relationship, the vibration damping compensation coefficient matching the first required torque and the actual rotational speed is found, including steps 2511 - 2512: Step 2511, if the sending result indicates that the chassis controller does not send an increase / decrease torque request, the active vibration damping function of the drive motor in the normal state corresponding to the sending result is called, and in the fourth mapping relationship corresponding to the sending result, the vibration damping compensation coefficient matching the first required torque and the actual rotational speed is found.

[0136] In the embodiments of the present application, the normal state refers to the state where the chassis controller does not send an increase / decrease torque request during vehicle operation. In this state, the vehicle is in a conventional driving condition, such as uniform driving, normal acceleration or deceleration, and the system does not need to adjust the motor output additionally to cope with special power requirements or emergency situations. At this time, the vehicle control system executes according to the standard control strategy to ensure a smooth and comfortable operation experience.

[0137] In the embodiments of the present application, the fourth mapping relationship is a preset set of data tables for querying the vibration damping compensation coefficient. The compensation coefficients in this data table are pre-calibrated and stored based on the working conditions of the vehicle in the normal state (such as wheel-end torque, motor rotational speed). This mapping relationship takes into account the fine-tuning requirements for motor output in different driving scenarios. For example, on a low-adhesion road surface or in the case of slight bumps, a suitable vibration damping compensation coefficient is obtained through table lookup, thereby optimizing the motor output and improving driving smoothness.

[0138] In practical applications, when the chassis controller does not activate any torque increase or decrease request, the system enters the normal state and finds the corresponding vibration damping compensation coefficient from the fourth mapping relationship according to the current first required torque and actual speed. This process can ensure that the motor output can still adapt to road surface changes and maintain vehicle stability and comfort without additional power adjustment.

[0139] Step 2512: If the sending result indicates that the chassis controller sends a torque increase or decrease request, call the active vibration damping function of the drive motor in the special state corresponding to the sending result, and find the vibration damping compensation coefficient that matches the first required torque and actual speed in the fifth mapping relationship corresponding to the sending result; among them, the fourth mapping relationship is different from the fifth mapping relationship, and the third mapping relationship includes: the fourth mapping relationship and the fifth mapping relationship.

[0140] In the embodiment of the present application, the special state refers to the state in which the chassis controller has sent a torque increase or decrease request during the vehicle operation. Such requests usually occur in complex road conditions or specific driving modes. For example, when the vehicle passes through a speed bump, a potholed road surface or a road surface with a low adhesion coefficient, in order to prevent wheel slippage or forward jerking phenomenon, the system needs to temporarily adjust the motor output to maintain vehicle stability.

[0141] In the embodiment of the present application, the fifth mapping relationship is another set of data tables for querying the vibration damping compensation coefficient, and its design is different from the fourth mapping relationship, mainly aiming at the control requirements of the vehicle in the special state. Since the power distribution and response characteristics of the vehicle change in the special state, different compensation coefficients are required to meet higher dynamic response requirements. The compensation coefficients in the fifth mapping relationship usually have a larger adjustment range and more complex boundary conditions to adapt to the changing requirements under special working conditions.

[0142] In practical applications, when the chassis controller detects that a torque increase or decrease operation is required, the system switches to the special state and obtains the corresponding vibration damping compensation coefficient from the fifth mapping relationship according to the current first required torque and actual speed. This method can ensure that in complex road conditions, the motor output not only meets the driving performance requirements, but also effectively suppresses the vehicle body jitter and improves driving safety and smoothness.

[0143] As can be seen from the above, in the embodiment of the present application, by distinguishing whether the chassis controller sends a torque increase or decrease request, the active vibration damping functions in the normal state and the special state are called respectively, and the vibration damping compensation coefficient is found in combination with different mapping relationships. In this way, more precise motor torque intervention can be achieved, so as to adapt to different driving scenarios and road conditions, and thus the driving comfort and driving stability of the hybrid vehicle can be significantly improved.

[0144] Step 252: Perform band-pass filtering on the actual rotational speed to obtain the rotational speed fluctuation amount, and perform a first fusion process on the rotational speed fluctuation amount and the vibration reduction compensation coefficient to obtain the active vibration reduction intervention torque corresponding to the sending result.

[0145] In the embodiment of the present application, the band-pass filtering process is a signal processing method for the actual rotational speed signal. Its purpose is to extract the rotational speed fluctuation components within a specific frequency range and remove the influence of noise and irrelevant frequencies. For example, when the vehicle passes over a speed bump or other road surfaces, the rotational speed of the motor may be briefly disturbed. Through band-pass filtering, these short-term fluctuation amounts can be extracted while ignoring the long-term trend changes.

[0146] In the embodiment of the present application, the first fusion process refers to performing mathematical operations (such as multiplication, weighted summation, etc.) on the filtered rotational speed fluctuation amount and the vibration reduction compensation coefficient to generate the final active vibration reduction intervention torque, ensuring that the intervention torque can effectively offset the adverse effects brought by the rotational speed fluctuation in a timely manner.

[0147] In the embodiment of the present application, by performing band-pass filtering on the actual rotational speed and combining it with the vibration reduction compensation coefficient for fusion processing, unwanted rotational speed fluctuations can be effectively identified and suppressed. In this way, the dynamic response ability of motor control can be improved, thereby enhancing the driving smoothness of the vehicle under complex road conditions. Furthermore, the problem of vehicle body jitter caused by abnormal motor rotational speed can be significantly reduced, improving the user experience.

[0148] In summary, in the embodiment of the present application, by obtaining the vibration reduction compensation coefficient through the preset third mapping relationship and combining band-pass filtering and fusion processing means, the motor torque can be accurately adjusted. In this way, the rotational speed control during vehicle driving can be optimized, thereby effectively suppressing the jitter phenomenon and further improving the driving comfort and the overall performance of the vehicle.

[0149] Next, the implementation process of the embodiment of the present application in a realizable application scenario will be introduced.

[0150] Due to considerations of power performance and economy, in the working conditions of acceleration and coasting deceleration of electric vehicles, the wheel-end torque is relatively large. Especially when passing over speed bumps, potholed roads, or low-adhesion roads, the ground adhesion changes. However, due to the inaccurate adjustment of the driving force, there is a large difference between the wheel speed of the driving wheel and the vehicle speed, resulting in driving unevenness problems such as the vehicle lunging forward and pulling, causing user complaints.

[0151] The drive motor installed in an electric vehicle has the characteristics of fast torque-speed response and precision. This characteristic can be utilized to directly control the motor rotational speed under specific problem working conditions and quickly control the wheel speed of the driving wheel to a stable state to optimize the driving smoothness of the whole vehicle.

[0152] In related technologies, for the control method of an electric motor, the wheel speed fluctuation amount is used to determine whether the vehicle is in a speed bump condition, and the final coasting torque is calculated based on the coasting target torque to improve ride comfort. However, this solution is only optimized for the speed bump condition and is not applicable to various complex road conditions.

[0153] This application aims to improve the driving discomfort problems such as the vehicle lunging forward and pulling during the change of ground adhesion when a hybrid vehicle passes through speed bumps, potholed roads, and low-adhesion roads. It provides a function of controlling the torque of the drive motor of the hybrid vehicle in real time according to the road conditions, and then adjusting the motor speed to suppress the vehicle jitter, aiming to improve driving comfort.

[0154] Continue to refer to Figure 1 , an embodiment of this application provides a control system for a drive motor, including a motor controller, a vehicle controller, a chassis controller, and a drive motor. Among them, The vehicle controller determines whether the current vehicle is in an accelerating or decelerating state based on information such as vehicle speed, accelerator pedal, brake pedal, wheel end torque, and driving mode, and decides whether to issue the function enabling condition and torque adjustment range of the motor controller. The vehicle controller calculates the target speed range of the drive motor during normal vehicle driving based on information such as vehicle speed, accelerator pedal, brake pedal, vehicle driving force, and slope. The chassis controller determines the vehicle state based on information such as slip ratio, wheel speed change, and wheel speed change rate, and decides whether to issue a torque increase / decrease request (corresponding to the above torque increase / decrease request) and related flag bits to the motor controller. The motor controller determines the corresponding control state based on the actual motor speed, motor shaft end torque, gear position information (corresponding to the above vehicle gear), and the torque increase / decrease request of the chassis controller, and realizes real-time torque compensation intervention to suppress the vehicle jitter during driving.

[0155] The control method of the drive motor provided by the embodiment of this application, referring to Figure 5 shown, includes the following steps.

[0156] Step 401: When the vehicle power is on and enters the drivable mode, detect whether the states of each vehicle controller are abnormal.

[0157] Here, after the vehicle power is on and enters the drivable mode, detect whether the current states of each vehicle controller are abnormal. If there is no abnormality, it indicates that the functions of each controller are normal and there is no fault, then execute step 402. If there is an abnormality, continue to execute step 401.

[0158] Step 402: Read vehicle parameters.

[0159] Step 403: The vehicle controller determines the function enabling conditions, target speed range, and first required torque for the current working condition based on the read vehicle parameters, and sends them to the motor controller.

[0160] Here, the vehicle controller determines the function enabling conditions for the current working condition based on the vehicle parameters, which can be achieved in the following way: The vehicle controller determines whether the current vehicle is in a stationary, accelerating, or decelerating driving condition according to the gear position, accelerator pedal, brake pedal, etc., and the driving mode of the current vehicle, and determines the function enabling for the corresponding mode. Specifically, (1) When the vehicle gear is in the forward gear, the vehicle speed is within a certain range (for example, 5 - 90 km / h), the accelerator pedal is within a certain range (for example, 5% - 90%), the wheel-end torque is within a certain range (for example, 200 N·m - 2000 N·m), and the driving mode is not in a special mode (special modes specified: mud, sand), and the Electronic Stability Program (ESP) switch of the vehicle body is turned on, it is determined that the motor controller is in the first torque intervention activation state, and it is determined that the motor controller is not currently in the second torque intervention activation state. At this time, the vehicle controller activates the function enabling conditions for the accelerating state (constant speed state).

[0161] (2) When the vehicle gear is in the forward gear, the vehicle speed is within a certain range (for example, 5 - 90 km / h), the accelerator pedal is less than a certain value (for example, 5%), the wheel-end torque is less than a certain value (for example, -100 N·m), the brake pedal is less than a certain value (for example, 50%), and the driving mode is not in a special mode (special modes specified: mud, sand), and the Electronic Stability Program (ESP) switch of the vehicle body is turned on, it is determined that the motor controller is in the second torque intervention activation state, and it is determined that the motor controller is not currently in the first torque intervention activation state. At this time, the vehicle controller activates the function enabling conditions for the decelerating state (constant speed).

[0162] (3) When the relevant conditions in (1) and (2) are not met, the vehicle controller turns off the function enabling conditions for the accelerating (constant speed) and decelerating states.

[0163] Here, the vehicle controller determines the target speed range of the drive motor under the current working condition based on the vehicle parameters, which can be achieved in the following way: The vehicle controller calculates the target speed range of the drive motor according to the vehicle speed, accelerator pedal, brake pedal, etc. of the current working condition. Specifically, First, calculate the driver's wheel-end required torque. Here, the vehicle controller calculates the driver's wheel-end required torque according to the accelerator pedal, brake pedal, cruise (and other functions), performs boundary limitations (differential protection, motor capacity boundary limitation, battery capacity boundary limitation), and obtains the driver's wheel-end required torque after torque slope control.

[0164] Secondly, calculate the driving resistance of the whole vehicle. Here, the driving resistance of the whole vehicle can be obtained based on the coasting resistance of the whole vehicle + ramp resistance correction + braking resistance correction.

[0165] Then, calculate the target acceleration of the whole vehicle. Here, the target acceleration of the whole vehicle = (driver's wheel-end required torque / rolling radius - driving resistance of the whole vehicle calculation) / vehicle mass.

[0166] Again, calculate the upper limit of the target vehicle speed. Here, based on the current cycle vehicle speed of the vehicle (converted from km / h to m / s), the target acceleration of the whole vehicle, predict the target vehicle speed of the next cycle (corresponding to the above predicted vehicle speed), and correct the predicted target vehicle speed according to the accelerator pedal opening, wheel-end torque, and current vehicle speed. Based on the current vehicle speed, obtain the minimum target vehicle speed by looking up the table, and arbitrate and take the larger value between the corrected target vehicle speed and the minimum target vehicle speed to obtain the upper limit of the target vehicle speed for the next cycle.

[0167] Then, calculate the lower limit of the target vehicle speed. Here, based on the current cycle vehicle speed of the vehicle (converted from km / h to m / s), the target acceleration of the whole vehicle, predict the target vehicle speed of the next cycle (corresponding to the above predicted vehicle speed), and correct the predicted target vehicle speed according to the brake pedal opening, wheel-end torque, and current vehicle speed. Based on the current vehicle speed, obtain the maximum target vehicle speed by looking up the table, and arbitrate and take the smaller value between the corrected target vehicle speed and the maximum target vehicle speed to obtain the lower limit of the target vehicle speed for the next cycle.

[0168] Finally, calculate the target speed range of the drive motor. Here, the upper limit and lower limit of the target speed of the drive motor can be achieved through the following formula (3).

[0169] The upper limit of the target speed of the drive motor = (upper limit of the target vehicle speed / rolling radius) × (60 / (2 × Pi)) × gear ratio The lower limit of the target speed of the drive motor = (lower limit of the target vehicle speed / rolling radius) × (60 / (2 × Pi)) × gear ratio (3) Where, Pi is the pi.

[0170] Step 404: The chassis controller determines whether to send a lift torque request according to the read vehicle parameters, and determines the second required torque in the case of sending a lift torque request, and sends it to the motor controller.

[0171] Here, the lift torque request corresponds to the above-mentioned increase / decrease torque request.

[0172] Step 405: The motor controller determines whether the dynamic torque intervention function of the acceleration condition and deceleration condition of the vehicle in the current working condition is activated according to the drive motor speed, the target speed range of the drive motor calculated by the vehicle controller, the dynamic torque intervention enabling condition, and the vehicle parameters.

[0173] Here, the vehicle parameters include, but are not limited to, information such as ESP switch conditions and gear information (corresponding to the vehicle gear positions described above).

[0174] Here, when the ESP switch is turned on or the gear is in the D position, and the vehicle controller activates the function enabling condition, the motor controller allows the activation of the dynamic torque intervention function. When the ESP switch is turned off or the gear is in the R position, and the vehicle controller does not activate the function enabling condition, the motor controller prohibits the activation of the dynamic torque intervention function.

[0175] It should be noted that the parameters involved in the motor controller's judgment of whether the vehicle in the current working condition activates the dynamic torque intervention function for the acceleration and deceleration conditions, namely the drive motor speed, the target speed range of the drive motor calculated by the vehicle controller, the dynamic torque intervention enabling condition, and the vehicle parameters, can be used as parameter 4524 read by the motor controller.

[0176] In the first case, when the actual motor speed fluctuates slightly and does not exceed the upper and lower limits of the target speed range sent by the vehicle controller, that is, the target speed upper limit > actual motor speed > target speed lower limit 4501, and it is judged whether the chassis controller sends a lift-twist request 4502. When the chassis controller is not in the activated lift-twist state and does not send a lift-twist request, the normal-state motor active vibration damping function is called to actively intervene in the motor torque to obtain the intervention torque (corresponding to the active vibration damping intervention torque described above) 4503; the intervention torque is superimposed on the first demand torque of the vehicle controller 4504, and at the same time, the reverse torque prohibition process is performed on the superimposed torque (corresponding to the target torque described above) 4507, and then after the torque slope processing 4522, it is provided to the drive motor for execution 4523. After that, the current vehicle parameters can also be read.

[0177] It should be noted that the process of the motor controller calling the normal-state motor active vibration damping function to actively intervene in the motor torque to obtain the intervention torque is as follows: The motor controller performs band-pass filtering on the actual motor speed through a band-pass filter to obtain the speed fluctuation amount; further, when the chassis controller is not in the activated lift-twist state or does not send a lift-twist request, the corresponding compensation coefficient table is determined; based on the first demand torque of the vehicle controller and the current actual motor speed, the corresponding active vibration damping compensation coefficient is found in this compensation coefficient table, and this active vibration damping compensation coefficient is multiplied by the speed fluctuation amount to obtain the motor active vibration damping intervention torque.

[0178] In the second case, when the actual speed fluctuation of the motor is small and does not exceed the upper and lower limits of the target speed range defined by the vehicle controller, that is, the upper limit of the target speed > the actual speed of the motor > the lower limit of the target speed 4501, and it is judged whether the chassis controller sends a lift torque request 4502. When the chassis controller activates the lift torque state and sends a lift torque request, the motor controller preferentially responds to the torque request of the chassis controller, and at the same time calls the active vibration reduction function of the motor in the special state to actively intervene in the motor torque to obtain the intervention torque 4505. The intervention torque is superimposed on the second required torque of the chassis controller 4506, and the reverse torque prohibition process is performed on the superimposed torque (corresponding to the above-mentioned target torque) 4507, and then after the torque slope processing 4522, it is provided to the drive motor for execution 4523.

[0179] It should be noted that the implementation process of the motor controller calling the active vibration reduction function of the motor in the special state to actively intervene in the motor torque to obtain the intervention torque is as follows: the motor controller performs band-pass filtering on the actual speed of the motor through a band-pass filter to obtain the speed fluctuation amount; further, when the chassis controller activates the lift torque state or sends a lift torque request, the corresponding compensation coefficient table is determined. Here, the compensation coefficient table corresponding to the chassis controller activating the lift torque state and sending a lift torque request is different from the compensation coefficient table corresponding to the chassis controller not activating the lift torque state and not sending a lift torque request. Then, based on the first required torque of the vehicle controller and the current actual speed of the motor, the corresponding active vibration reduction compensation coefficient is found in this compensation coefficient table, and the active vibration reduction compensation coefficient is multiplied by the speed fluctuation amount to obtain the active vibration reduction intervention torque of the motor.

[0180] In the third case, when the actual speed of the motor fluctuates greatly and exceeds the upper limit boundary of the normal speed range of the vehicle controller, that is, the actual speed of the motor ≥ the upper limit of the target speed 4508, and it is judged whether the chassis controller sends a lift torque request 4509. When the chassis controller does not activate the lift torque state and does not send a lift torque request, according to the acceleration enable condition issued by the vehicle controller, the active torque intervention in the acceleration state is activated, and the motor torque under the current working condition is calculated through speed closed-loop to obtain the speed closed-loop torque. The smaller value is selected by arbitration between the speed closed-loop torque and the first required torque of the vehicle controller 4510, and the active vibration reduction intervention torque of the motor in the normal state is superimposed 4511, the larger value of the superimposed torque and 0 is taken 4514, and then after the torque slope processing 4522, it is provided to the drive motor for execution 4523.

[0181] It should be noted that the motor controller activates the active torque intervention in the acceleration state according to the acceleration enable condition sent by the vehicle controller, and calculates the motor torque under the current working condition through speed closed-loop. The implementation process of obtaining the speed closed-loop torque includes: performing closed-loop control based on the upper limit of the target speed sent by the vehicle controller and the actual speed of the motor. First, the motor controller converts the upper limit of the target speed sent by the vehicle controller into the internal motor target speed (i.e., the upper limit of the target speed - calibration value 1 - calibration value 2) to avoid frequent entry and exit of functions when the motor speed fluctuates near the upper limit of the target speed. Second, according to the internal motor target speed and the actual speed, the speed deviation is calculated through the formula speed deviation = |motor target speed - motor actual speed|. Then, based on the actual speed, the speed compensation coefficient is obtained by looking up the table. Finally, according to the speed deviation and the speed compensation coefficient, through the formula, motor target torque = speed deviation * proportional term compensation coefficient + ∫ speed deviation * integral term compensation coefficient, the motor target torque is calculated.

[0182] In the fourth case, when the actual motor speed fluctuates greatly and exceeds the upper boundary of the normal speed range of the vehicle controller, that is, the actual motor speed ≥ the upper limit of the target speed 4508, and it is judged whether the chassis controller sends a lift torque request 4509. When the chassis controller activates the lift torque state and sends a lift torque request, according to the acceleration enable condition sent by the vehicle controller, the active torque intervention in the acceleration state is activated, and the motor torque under the current working condition is calculated through speed closed-loop to obtain the speed closed-loop torque. The minimum value is arbitrated among the speed closed-loop torque, the first required torque of the vehicle controller, and the second required torque of the chassis controller 4512, and the active vibration damping intervention torque of the motor in the special state 4513 is superimposed, the maximum value of the superimposed torque and 0 is taken 4514, and then it is processed by the torque slope 4522 and provided to the drive motor for execution 4523.

[0183] In the fifth case, when the actual motor speed fluctuates greatly and exceeds the lower boundary of the normal speed range of the vehicle controller, that is, the actual motor speed ≤ the lower limit of the target speed 4515, and it is judged whether the chassis controller sends a lift torque request 4516. When the chassis controller does not activate the lift torque state and does not send a lift torque request, according to the deceleration enable condition sent by the vehicle controller, the active torque intervention in the deceleration state is activated, and the motor torque under the current working condition is calculated through speed closed-loop to obtain the speed closed-loop torque. The maximum value is arbitrated between the speed closed-loop torque and the first required torque of the vehicle controller 4517, and the active vibration damping intervention torque of the motor in the normal state 4518 is superimposed, the minimum value of the superimposed torque and 0 is taken 4521, and then it is processed by the torque slope 4522 and provided to the drive motor for execution 4523.

[0184] It should be noted that the motor controller activates the active torque intervention in the deceleration state according to the deceleration enabling condition sent by the vehicle controller, and calculates the motor torque under the current working condition through speed closed-loop. The implementation process of obtaining the speed closed-loop torque includes: performing closed-loop control based on the lower limit of the target speed sent by the vehicle controller and the actual speed of the motor. First, the motor controller converts the lower limit of the target speed sent by the vehicle controller into the internal motor target speed (i.e., the lower limit of the target speed + calibration value 1 + calibration value 2) to avoid frequent entry and exit of functions when the motor speed fluctuates near the upper limit of the target speed. Second, according to the internal motor target speed and the actual speed, calculate the speed deviation through the formula speed deviation = |motor target speed - motor actual speed|. Then, based on the actual speed, look up the speed compensation coefficient in a table. Finally, according to the speed deviation and the speed compensation coefficient, calculate the motor target torque through the formula motor target torque = speed deviation * proportional term compensation coefficient + ∫speed deviation * integral term compensation coefficient.

[0185] In the sixth case, when the actual motor speed fluctuates greatly and exceeds the lower boundary of the normal speed range of the vehicle controller, that is, the actual motor speed ≤ the lower limit of the target speed 4515, and it is judged whether the chassis controller sends a lift torque request 4516. In the case where the chassis controller activates the lift torque state and sends a lift torque request, according to the deceleration enabling condition sent by the vehicle controller, activate the active torque intervention in the deceleration state, calculate the motor torque under the current working condition through speed closed-loop, and obtain the speed closed-loop torque. Arbitrate and take the maximum value among the speed closed-loop torque, the first required torque of the vehicle controller, and the second required torque of the chassis controller 4519, superimpose the active vibration damping intervention torque of the motor in the special state 4520, take the minimum value of the superimposed torque and 0 4521, and then provide it to the drive motor for execution 4523 after torque slope processing 4522. After that, the motor controller can also read the current operating parameters of the drive motor 4524, and feedback the torque, motor mode, and intervention torque of the drive motor to the vehicle controller and the chassis controller 406.

[0186] It should be noted that the descriptions of the same steps and the same content in the above cases and other cases can be referred to the descriptions in other embodiments, and will not be repeated here.

[0187] In some embodiments, the exit of the active torque intervention function can be achieved in the following ways: Method 1: The motor controller does not currently activate the active torque intervention function. After the vehicle controller turns off the function enabling, the motor controller is prohibited from activating the active torque intervention function; Method 2: The motor controller currently activates the active torque intervention function. After the vehicle controller turns off the function enabling, the motor controller prohibits activating the active torque intervention function after completing the current active torque intervention function; Mode 3: When the actual speed of the motor enters the target speed range from outside the target speed range, the active torque intervention function of the motor controller exits. Based on the deviation between the actual torque of the motor and the target torque of the vehicle controller at the time of exit, the torque transition slope is obtained by looking up a table, and the actual torque of the current motor transitions to the target torque of the vehicle controller at the transition slope.

[0188] Exemplarily, for the embodiments of the present application, Table 1 shows the maximum fluctuations in the speed of the drive motor, the wheel speed difference, and the acceleration when the vehicle is driving on a speed bump, a potholed road surface, or a low-adhesion road surface with the active torque intervention function of the motor controller turned on and off, respectively. Figure 6 Shows the changes in the speed, acceleration, motor torque, and wheel speed difference of the drive motor when the vehicle is driving on a speed bump, a potholed road surface, or a low-adhesion road surface with the active torque intervention function of the motor controller turned off. Figure 7 Shows the changes in the speed, acceleration, motor torque, and wheel speed difference of the drive motor when the vehicle is driving on a speed bump, a potholed road surface, or a low-adhesion road surface with the active torque intervention function of the motor controller turned on.

[0189] Table 1

[0190] As can be seen from the above, for scenarios such as speed bumps, simulated low-adhesion road surfaces in the test field, and actual low-adhesion road surfaces in winter, the embodiments of the present application can, compared with the traditional control scheme, suppress the speed fluctuations of the motor in advance, prevent the vehicle from skidding in scenarios such as speed bumps, simulated low-adhesion road surfaces in the test field, and actual low-adhesion road surfaces in winter, and at the same time significantly reduce the maximum fluctuation amplitude and the number of fluctuations of the motor speed and wheel speed, improve the vehicle stability, and significantly enhance the overall driving experience of the vehicle.

[0191] The embodiments of the present application provide a control device for a drive motor. Refer to Figure 8 as shown. Figure 8 Is a schematic structural diagram of a control device for a drive motor provided by the embodiments of the present application. The control device 11 of the drive motor includes: A receiving module 601, configured to receive vehicle parameters, a target speed range of the drive motor, a first required torque of the vehicle controller, and a first activation result of whether the vehicle controller activates the dynamic enabling condition under the target working condition sent by the vehicle controller; wherein, the first required torque is obtained based on the vehicle parameters; An obtaining module 602, configured to obtain a sending result of whether the chassis controller sends a torque increasing / decreasing request; A processing module 603, configured to obtain a second activation result of whether to allow activating the dynamic torque intervention function according to the vehicle parameters and the first activation result; A determination module 604, configured to determine the target demand torque of the drive motor according to the magnitude relationship between the actual speed of the drive motor obtained and the target speed range, the first demand torque, and the sending result if the second activation result indicates that the dynamic torque intervention function is allowed to be activated; A processing module 603, further configured to actively intervene in the motor torque by invoking the active vibration damping function of the drive motor in the target state corresponding to the sending result according to the actual speed and the first demand torque, so as to obtain the active vibration damping intervention torque of the drive motor; The determination module 604 is further configured to determine the target torque of the drive motor according to the target demand torque and the active vibration damping intervention torque; A sending module 605, configured to transmit the target torque to the drive motor to perform torque control.

[0192] An embodiment of the present application provides a vehicle. Referring to Figure 1 as shown, the vehicle 100 includes: a motor controller 12, a vehicle controller 13, a chassis controller 14, and a drive motor 15, where The vehicle controller 13 is configured to send vehicle parameters, the target speed range of the drive motor, the first demand torque of the vehicle controller, and the first activation result of whether the vehicle controller activates the dynamic enabling condition under the target working condition to the motor controller; wherein, the first demand torque is obtained based on the vehicle parameters; The chassis controller 14 is configured to send a torque increasing / decreasing request to the motor controller; The motor controller 12 is configured to obtain a second activation result of whether the dynamic torque intervention function is allowed to be activated according to the vehicle parameters and the first activation result; if the second activation result indicates that the dynamic torque intervention function is allowed to be activated, determine the target demand torque of the drive motor according to the magnitude relationship between the actual speed of the drive motor obtained and the target speed range, the first demand torque, and the sending result of whether the chassis controller sends a torque increasing / decreasing request; actively intervene in the motor torque by invoking the active vibration damping function of the drive motor in the target state corresponding to the sending result according to the actual speed and the first demand torque, so as to obtain the active vibration damping intervention torque of the drive motor; determine the target torque of the drive motor according to the target demand torque and the active vibration damping intervention torque, and transmit the target torque to the drive motor 15 to perform torque control.

[0193] An embodiment of the present application provides a computer-readable storage medium, which stores one or more computer programs, and the one or more computer programs can be executed by one or more processors to implement some or all of the steps in the above method. The storage medium can be transient or non-transient.

[0194] An embodiment of the present application provides a computer program, including computer-readable code. When the computer-readable code runs in an electronic device, a processor in the electronic device executes to implement some or all of the steps in the above method.

[0195] An embodiment of the present application provides a computer program product. The computer program product includes a non-transitory computer-readable storage medium storing a computer program. When the computer program is read and executed by a computer, some or all of the steps in the above method are implemented. This computer program product can be specifically implemented in a manner of hardware, software, or a combination thereof. In some embodiments, the computer program product is specifically embodied as a computer storage medium. In other embodiments, the computer program product is specifically embodied as a software product, such as a Software Development Kit (SDK), etc.

[0196] It should be noted here that the descriptions of the above embodiments tend to emphasize the differences between the embodiments, and their similarities can be referred to each other. The descriptions of the above embodiments of the device, storage medium, computer program, and computer program product are similar to the descriptions of the above method embodiments and have beneficial effects similar to those of the method embodiments. For the technical details not disclosed in the embodiments of the device, storage medium, computer program, and computer program product of the present application, please refer to the descriptions of the method embodiments of the present application for understanding.

[0197] It should be noted here that the description of the above storage medium embodiment is similar to the description of the above method embodiment and has beneficial effects similar to those of the method embodiment. For the technical details not disclosed in the storage medium embodiment of the present application, please refer to the description of the method embodiment of the present application for understanding.

[0198] The above processor can be at least one of an Application Specific Integrated Circuit (ASIC), a Digital Signal Processor (DSP), a Digital Signal Processing Device (DSPD), a Programmable Logic Device (PLD), a Field Programmable Gate Array (FPGA), a Central Processing Unit (CPU), a controller, a microcontroller, and a microprocessor. It can be understood that other electronic devices for implementing the functions of the above processor are also possible, and the embodiments of the present application do not make specific limitations.

[0199] The above computer storage medium / memory can be a read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), ferromagnetic random access memory (FRAM), flash memory, magnetic surface memory, optical disc, or compact disc read-only memory (CD-ROM), etc.; it can also be various terminals including one or any combination of the above memories, such as mobile phones, computers, tablet devices, personal digital assistants, etc.

[0200] It should be understood that the "one embodiment" or "an embodiment" mentioned throughout the specification means that the specific features, structures or characteristics related to the embodiment are included in at least one embodiment of the present application. Therefore, the "in one embodiment" or "in an embodiment" that appears throughout the specification does not necessarily refer to the same embodiment. In addition, these specific features, structures or characteristics can be combined in one or more embodiments in any suitable manner. It should be understood that in various embodiments of the present application, the magnitude of the sequence numbers of the above steps / processes does not mean the order of execution. The order of execution of each step / process should be determined by its function and internal logic, and should not constitute any limitation to the implementation process of the embodiments of the present application. The sequence numbers of the embodiments of the present application are only for description and do not represent the advantages or disadvantages of the embodiments.

[0201] It should be noted that in this article, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements not only includes those elements, but also includes other elements not expressly listed, or further includes elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "including one..." does not exclude the existence of another identical element in the process, method, article or device including that element.

[0202] In several embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. The device embodiments described above are merely illustrative. For example, the division of the units is only a logical function division. In actual implementation, there may be other division methods. For example, multiple units or components can be combined, or can be integrated into another system, or some features can be ignored or not executed. In addition, the couplings between the components shown or discussed, or direct couplings, or communication connections can be through some interfaces. The indirect couplings or communication connections of devices or units can be electrical, mechanical, or other forms.

[0203] The units described above as separate components may or may not be physically separated. The components shown as units may or may not be physical units. They can be located in one place or distributed to multiple convolutional network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0204] In addition, in each embodiment of the present application, all the functional units can be integrated into one processing unit, or each unit can be separately regarded as one unit, or two or more units can be integrated into one unit. The above-mentioned integrated units can be implemented in the form of hardware, or in the form of a combination of hardware and software functional units.

[0205] Those of ordinary skill in the art can understand that all or part of the steps of implementing the above method embodiments can be completed by hardware related to program instructions. The foregoing program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps including the above method embodiments. The foregoing storage medium includes various media that can store program codes, such as removable storage devices, read-only memory (ROM), magnetic disks, or optical discs. Alternatively, if the above-mentioned integrated units of the present application are implemented in the form of software functional modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on such an understanding, the technical solution of the present application, in essence, or the part that contributes to the related art can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for causing a vehicle-mounted terminal (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the methods described in the various embodiments of the present application. The foregoing storage medium includes various media that can store program codes, such as removable storage devices, ROM, magnetic disks, or optical discs.

[0206] As described above, it is only the implementation mode of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present application can easily think of changes or substitutions, which should all be covered within the protection scope of the present application.

Claims

1. A control method for a driving motor, characterized in that, Motor controller applied to a vehicle, the method comprising: Receiving vehicle parameters sent by a vehicle controller, a target speed range of a drive motor, a first demanded torque of the vehicle controller, and a first activation result indicating whether the vehicle controller activates a dynamic enabling condition under a target working condition; wherein, the first demanded torque is obtained based on the vehicle parameters; Obtaining a sending result indicating whether a chassis controller sends a torque increasing / decreasing request; Obtaining a second activation result indicating whether to allow activation of a dynamic torque intervention function according to the vehicle parameters and the first activation result; If the second activation result indicates that activation of the dynamic torque intervention function is allowed, determining a target demanded torque of the drive motor according to a magnitude relationship between an actual speed of the drive motor obtained and the target speed range, the first demanded torque, and the sending result; Invoking an active vibration damping function of the drive motor in a target state corresponding to the sending result to perform active intervention on the motor torque according to the actual speed and the first demanded torque, and obtaining an active vibration damping intervention torque of the drive motor; Determining a target torque of the drive motor according to the target demanded torque and the active vibration damping intervention torque, and transmitting the target torque to the drive motor to perform torque control; 2. The method according to claim 1, characterized in that The vehicle parameters include: a state of an electronic stability program of the vehicle body and a vehicle gear, and the obtaining a second activation result indicating whether to allow activation of the dynamic torque intervention function according to the vehicle parameters and the first activation result includes: If the electronic stability program of the vehicle body is in an on state, the vehicle gear is in a forward gear, and the first activation result indicates that the vehicle controller activates the dynamic enabling condition under the target working condition, obtaining a second activation result allowing activation of the dynamic torque intervention function; If the electronic stability program of the vehicle body is in an off state, the vehicle gear is in a reverse gear, or the first activation result indicates that the vehicle controller does not activate the dynamic enabling condition under the target working condition, obtaining a second activation result prohibiting activation of the dynamic torque intervention function; 3. The method according to claim 1, wherein The determining a target demanded torque of the drive motor according to a magnitude relationship between an actual speed of the drive motor obtained and the target speed range, the first demanded torque, and the sending result includes: If the sending result indicates that the chassis controller does not send a torque increasing / decreasing request, determining the target demanded torque according to a magnitude relationship between the actual speed and the target speed range and the first demanded torque; If the sending result indicates that the chassis controller sends a torque increasing / decreasing request, determining the target demanded torque according to a magnitude relationship between the actual speed and the target speed range, the first demanded torque, and / or a second demanded torque carried by the torque increasing / decreasing request; 4. The method according to claim 3, wherein The determining the target demanded torque according to a magnitude relationship between the actual speed and the target speed range and the first demanded torque includes: If the actual speed is within the target speed range, determining the first demanded torque as the target demanded torque; If the actual speed is not within the target speed range, and the first activation result indicates that the vehicle controller activates the dynamic enabling condition under the target working condition, activate the active torque intervention corresponding to the dynamic enabling condition under the target working condition, and calculate the speed-closed-loop torque of the drive motor under the target working condition through speed closed-loop; based on the speed-closed-loop torque and the first required torque, determine the target required torque.

5. The method according to claim 3, wherein The determining the target required torque according to the magnitude relationship between the actual speed and the target speed range, the first required torque and / or the second required torque carried by the torque increase / decrease request includes: If the actual speed is within the target speed range, determine the second required torque as the target required torque; If the actual speed is not within the target speed range, and the first activation result indicates that the vehicle controller activates the dynamic enabling condition under the target working condition, activate the active torque intervention corresponding to the dynamic enabling condition under the target working condition, and calculate the speed-closed-loop torque of the drive motor under the target working condition through speed closed-loop; based on the speed-closed-loop torque, the first required torque and the second required torque, determine the target required torque.

6. The method according to claim 4 or 5, characterized in that, The if the actual speed is not within the target speed range, and the first activation result indicates that the vehicle controller activates the dynamic enabling condition under the target working condition, activate the active torque intervention corresponding to the dynamic enabling condition under the target working condition, and calculate the speed-closed-loop torque of the drive motor under the target working condition through speed closed-loop includes: If the actual speed is greater than the target speed upper limit of the target speed range, and the first activation result indicates that the vehicle controller activates the acceleration state enabling condition under the acceleration working condition, activate the active torque intervention corresponding to the acceleration state enabling condition, and calculate the first speed-closed-loop torque of the drive motor under the acceleration working condition through speed closed-loop; If the actual speed is less than the target speed lower limit of the target speed range, and the first activation result indicates that the vehicle controller activates the deceleration state enabling condition under the deceleration working condition, activate the active torque intervention corresponding to the deceleration state enabling condition, and calculate the second speed-closed-loop torque of the drive motor under the deceleration working condition through speed closed-loop; wherein, the target working condition includes the acceleration working condition and the deceleration working condition, and the speed-closed-loop torque includes the first speed-closed-loop torque and the second speed-closed-loop torque.

7. The method according to claim 6, characterized in that, The calculating the speed-closed-loop torque of the drive motor under the target working condition through speed closed-loop includes: If the actual speed is greater than the target speed upper limit of the target speed range, or the actual speed is less than the target speed lower limit of the target speed range, convert the target speed limit value to obtain the internal target speed limit value of the drive motor, wherein the target speed limit value includes the target speed upper limit and the target speed lower limit; According to the internal target speed limit value and the actual speed, determine the first speed deviation of the drive motor; Find the proportional term compensation coefficient that matches the actual speed in the preset first mapping relationship, and find the integral term compensation coefficient that matches the actual speed in the preset second mapping relationship; Multiply the proportional term compensation coefficient and the first speed deviation to obtain a first result; integrate the product of the second integral term compensation coefficient and the first speed deviation to obtain a second result; Based on the first result and the second result, obtain the speed closed-loop torque of the drive motor under the target working condition.

8. The method according to claim 7, characterized in that, The conversion of the target speed limit value to obtain the internal target speed limit value of the drive motor includes: Obtain a first calibration value and a second calibration value, and calculate the sum value of the first calibration value and the second calibration value; If the actual speed is greater than the upper limit of the target speed in the target speed range, calculate the difference between the upper limit of the target speed and the sum value to obtain the upper limit of the internal target speed of the drive motor; If the actual speed is less than the lower limit of the target speed in the target speed range, calculate the sum of the lower limit of the target speed and the sum value to obtain the lower limit of the internal target speed of the drive motor; wherein, the internal target speed limit value includes the upper limit of the internal target speed and the lower limit of the internal target speed.

9. The method according to claim 5, wherein The determination of the target demand torque based on the speed closed-loop torque, the first demand torque, and the second demand torque includes: If the actual speed is greater than the upper limit of the target speed in the target speed range, perform arbitration to take the minimum of the speed closed-loop torque, the first demand torque, and the second demand torque to obtain the target demand torque; If the actual speed is less than the lower limit of the target speed in the target speed range, perform arbitration to take the maximum of the speed closed-loop torque, the first demand torque, and the second demand torque to obtain the target demand torque.

10. The method according to any one of claims 1 to 5, characterized in that The active vibration damping function of the drive motor in the target state corresponding to the sending result is called according to the actual speed and the first demand torque to actively intervene in the motor torque to obtain the active vibration damping intervention torque of the drive motor, including: Call the active vibration damping function of the drive motor in the target state corresponding to the sending result, and according to the sending result, find the vibration damping compensation coefficient that matches the first demand torque and the actual speed in the corresponding preset third mapping relationship, wherein the third mapping relationship is a one-to-one mapping relationship among the first demand torque, the actual speed, and the vibration damping compensation coefficient; Perform band-pass filtering on the actual speed to obtain a speed fluctuation amount, and perform a first fusion process on the speed fluctuation amount and the vibration damping compensation coefficient to obtain the active vibration damping intervention torque corresponding to the sending result.

11. The method according to claim 10, characterized in that, The calling of the active vibration damping function of the drive motor in the target state corresponding to the sending result, and according to the sending result, finding the vibration damping compensation coefficient that matches the first demand torque and the actual speed in the corresponding preset third mapping relationship includes: If the sending result indicates that the chassis controller does not send an increase / decrease torque request, call the active vibration reduction function of the drive motor in the normal state corresponding to the sending result, and in the fourth mapping relationship corresponding to the sending result, search for the vibration reduction compensation coefficient that matches the first required torque and the actual rotational speed; If the sending result indicates that the chassis controller sends an increase / decrease torque request, call the active vibration reduction function of the drive motor in the special state corresponding to the sending result, and in the fifth mapping relationship corresponding to the sending result, search for the vibration reduction compensation coefficient that matches the first required torque and the actual rotational speed; wherein, the fourth mapping relationship is different from the fifth mapping relationship, and the third mapping relationship includes: the fourth mapping relationship and the fifth mapping relationship.

12. The method according to any one of claims 1 to 5, characterized in that, The determining of the target torque of the drive motor according to the target required torque and the active vibration reduction intervention torque includes: Perform a second fusion process on the active vibration reduction intervention torque and the target required torque to obtain an intermediate torque; Determine the target torque from the intermediate torque and the output torque limit value of the drive motor according to the magnitude relationship between the actual rotational speed and the target rotational speed range.

13. The method according to any one of claims 1 to 5, characterized in that The determining process of the first activation result includes: If the vehicle gear is in the forward gear, the vehicle speed is in the first vehicle speed range, the opening of the accelerator pedal is in the first opening range, the wheel end torque is in the first torque range, the driving mode is not in the target mode, and the electronic stability program of the vehicle body is in the on state, determine that the motor controller meets the first torque intervention activation state, and determine that the motor controller is not currently in the second torque intervention activation state, and the vehicle controller activates the function enabling condition for the acceleration state or the constant speed state, so as to obtain the first activation result of the function enabling condition for the acceleration state or the constant speed state of the vehicle controller; If the vehicle gear is in the forward gear, the vehicle speed is in the first vehicle speed range, the opening of the accelerator pedal is less than the first opening threshold, the wheel end torque is less than the second preset torque, the opening of the brake pedal is less than the second opening threshold, the driving mode is not in the target mode, and the electronic stability program of the vehicle body is in the on state, determine that the motor controller meets the second torque intervention activation state, and determine that the motor controller is not currently in the first torque intervention activation state, and the vehicle controller activates the function enabling condition for the deceleration state or the constant speed state to obtain the first activation result of the function enabling condition for the deceleration state or the constant speed state of the vehicle controller; If it is determined that the motor controller does not meet the first torque intervention activation state and does not meet the second torque intervention activation state, the vehicle controller turns off the function enabling conditions for the acceleration state, the deceleration state or the constant speed state to obtain the first activation result that the vehicle controller does not activate the function enabling conditions for the acceleration state, the deceleration state or the constant speed state.

14. The method according to any one of claims 1 to 5, characterized in that, The determining process of the target rotational speed range of the drive motor includes: Obtain the vehicle's overall vehicle acceleration, and predict the vehicle's next-cycle vehicle speed according to the vehicle's current-cycle vehicle speed and the overall vehicle acceleration to obtain a predicted vehicle speed; Based on the current cycle vehicle speed, obtain the maximum predicted vehicle speed and the minimum predicted vehicle speed of the vehicle in the next cycle through the vehicle speed mapping table; According to the opening of the accelerator pedal, the wheel end torque, and the current cycle vehicle speed, correct the predicted vehicle speed to obtain a first corrected predicted vehicle speed, and arbitrate and take the larger value between the first corrected predicted vehicle speed and the minimum predicted vehicle speed to obtain the upper limit of the target vehicle speed in the next cycle; According to the opening of the brake pedal, the wheel end torque, and the current cycle vehicle speed, correct the predicted vehicle speed to obtain a second corrected predicted vehicle speed, and arbitrate and take the smaller value between the second corrected predicted vehicle speed and the maximum predicted vehicle speed to obtain the lower limit of the target vehicle speed in the next cycle; Based on the upper limit of the target vehicle speed and the lower limit of the target vehicle speed, use the motor speed calculation formula to respectively determine the upper limit of the target speed and the lower limit of the target speed of the drive motor, so as to obtain the target speed range of the drive motor.

15. A control device for a driving motor, characterized in that, The device includes: A receiving module, configured to receive vehicle parameters sent by a vehicle controller, the target speed range of a drive motor, a first demand torque of the vehicle controller, and a first activation result indicating whether the vehicle controller activates a dynamic enabling condition in a target working condition; wherein, the first demand torque is obtained based on the vehicle parameters; An obtaining module, configured to obtain a sending result indicating whether a chassis controller sends a torque increasing / decreasing request; A processing module, configured to obtain a second activation result indicating whether to allow activation of a dynamic torque intervention function according to the vehicle parameters and the first activation result; A determining module, configured to, if the second activation result indicates that activation of the dynamic torque intervention function is allowed, determine a target demand torque of the drive motor according to the magnitude relationship between the actual speed of the drive motor obtained and the target speed range, the first demand torque, and the sending result; The processing module is further configured to actively intervene in the motor torque by invoking an active vibration damping function of the drive motor in a target state corresponding to the sending result according to the actual speed and the first demand torque, to obtain an active vibration damping intervention torque of the drive motor; The determining module is further configured to determine a target torque of the drive motor according to the target demand torque and the active vibration damping intervention torque; A sending module, configured to transmit the target torque to the drive motor to perform torque control.

16. A vehicle, characterized in that, The vehicle includes: a motor controller, a vehicle controller, a chassis controller, and a drive motor, wherein, The vehicle controller is configured to send vehicle parameters, the target speed range of the drive motor, a first demand torque of the vehicle controller, and a first activation result indicating whether the vehicle controller activates a dynamic enabling condition in a target working condition to the motor controller; wherein, the first demand torque is obtained based on the vehicle parameters; The chassis controller is configured to send a torque increasing / decreasing request to the motor controller; The motor controller is configured to obtain a second activation result indicating whether to allow the activation of the dynamic torque intervention function according to the vehicle parameters and the first activation result; if the second activation result indicates that the activation of the dynamic torque intervention function is allowed, determine the target demand torque of the drive motor according to the magnitude relationship between the actual speed of the obtained drive motor and the target speed range, the first demand torque, and the sending result of whether the chassis controller sends a torque increasing or decreasing request; according to the actual speed and the first demand torque, call the active vibration damping function of the drive motor in the target state corresponding to the sending result to actively intervene in the motor torque to obtain the active vibration damping intervention torque of the drive motor; determine the target torque of the drive motor according to the target demand torque and the active vibration damping intervention torque, and transmit the target torque to the drive motor to perform torque control.

17. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores one or more computer programs, and the one or more computer programs can be executed by one or more processors to implement the control method of the drive motor according to any one of claims 1 to 14.

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