Torque filtering control method and device of hybrid power vehicle, vehicle control unit and vehicle

Abstract

The invention provides a torque filtering control method and device of a hybrid power vehicle, a vehicle control unit and the vehicle. When it is detected that a rear motor rotating speed control mode is switched to a torque control mode, a torque filtering strategy is obtained according to the current actual torque of a rear motor and the target demand torque in the rear motor torque control mode; and after control according to the obtained torque filtering strategy, the motor torque is filtered from the current actual torque gradient to the target demand torque, so that the motor torque is gradually changed from the current actual torque to the target demand torque, the smoothness of vehicle driving is ensured, and the driving experience is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of hybrid vehicles, and in particular to a torque filtering control method and device for a hybrid vehicle, a vehicle controller, and a vehicle. Background Art

[0002] A hybrid vehicle is a vehicle composed of two or more drive systems that can operate simultaneously or independently, such as a hybrid vehicle composed of an engine and a motor. The rear motor of a hybrid new energy vehicle has a torque control mode and a speed control mode. In the torque control mode, the rear motor responds to the torque request of the vehicle control unit (VCU). When the rear motor of a hybrid new energy vehicle is in the speed control mode, the rear motor does not respond to the torque request of the VCU. It performs proportional-integral (PI) adjustment and outputs torque based on the target speed sent by the VCU. For example, in single-pedal mode, the rear motor speed control is used when the vehicle speed is lower than 3km / h. At this time, the rear motor outputs negative torque to stop the vehicle.

[0003] When switching from torque control mode to speed control mode, the front motor directly performs PI regulation and outputs torque, preventing vehicle jerking. When switching from speed control mode to torque control mode, the VCU's requested torque differs significantly from the rear motor's actual torque. The rear motor directly responds to the VCU's torque request, and this sudden change in torque can cause vehicle jerking. Summary of the Invention

[0004] In view of this, the embodiments of the present invention are dedicated to providing a torque filtering control method, device, vehicle controller and vehicle for a hybrid vehicle, which solve the above-mentioned technical problems.

[0005] According to one aspect of the present invention, an embodiment of the present invention provides a torque filtering control for a hybrid vehicle, including: detecting that a rear motor speed control mode switches to a torque control mode, and obtaining the current actual torque of the rear motor; obtaining a torque filtering strategy based on the current actual torque and the target required torque under the rear motor torque control mode; and controlling the rear motor torque to be gradient filtered from the current actual torque to the target required torque according to the obtained torque filtering strategy.

[0006] In an embodiment of the present application, when it is detected that the rear motor speed control mode is switched to the torque control mode, a torque filtering strategy is obtained based on the current actual torque of the rear motor and the target required torque under the rear motor torque control mode, and the torque filtering strategy at least includes a filtering gradient; according to the obtained torque filtering strategy, the rear motor torque is controlled to be gradient filtered from the current actual torque to the target required torque, so that the motor torque gradually changes from the current actual torque to the target required torque, thereby ensuring the smoothness of vehicle driving and improving the driver's driving experience.

[0007] Optionally, a torque filtering strategy is obtained based on the current actual torque and the target required torque under the rear motor torque control mode, including: obtaining the target required torque under the rear motor torque control mode; calculating the difference between the target required torque and the current actual torque; and determining the torque filtering strategy based on the difference.

[0008] In an embodiment of the present application, after obtaining the target required torque, the difference between the target required torque and the current actual torque is directly calculated, and then the torque filtering strategy is determined based on the difference. In this way, the appropriate torque filtering strategy can be accurately selected to better prevent torque mutations.

[0009] Optionally, the torque filtering strategy is determined based on the difference, including: dividing the torque interval between the target demand torque and the current actual torque into a preset number of stages based on the absolute value of the difference, applying a different filtering gradient to each stage, where the larger the absolute value, the more stage data the torque interval is divided into.

[0010] In the embodiment of the present application, by segmenting the torque interval according to the size of the difference, and each stage corresponds to a different filtering gradient, the torque control of the rear motor in the torque control mode can be clarified, which facilitates the subsequent torque smoothing control when the rear motor switches from the speed control mode to the torque control mode, and prevents the vehicle from jerking.

[0011] Optionally, the rear motor torque is controlled to be gradient filtered from the current actual torque to the target required torque according to the acquired torque filtering strategy, including: determining the gradient direction according to the size of the difference; controlling the motor torque to start from the current actual torque, and filtering the rear motor torque according to the divided stages and the filtering gradients corresponding to each stage combined with the gradient direction until the difference between the filtered output torque and the target required torque is less than a preset threshold.

[0012] In an embodiment of the present application, by controlling the rear motor torque starting from the current actual torque, the corresponding filtering gradient combined with the gradient direction is applied to filter the rear motor torque in each stage in sequence until it is filtered to the target required torque. In this way, the rear motor torque can be accurately and reasonably torque filtered to prevent the torque change gradient from being too large or too small, and to prevent torque mutations, thereby ensuring smooth driving and improving the driving experience.

[0013] Optionally, the gradient direction is determined according to the size of the difference, including: if the difference is less than 0, determining the gradient direction as a negative filtering gradient; if the difference is greater than 0, determining the gradient direction as a positive filtering gradient.

[0014] In the embodiment of the present application, determining whether the gradient direction is a positive filtering gradient or a negative filtering gradient based on the difference can facilitate considering the filtering gradient direction in the subsequent filtering process and simplify the torque filtering process.

[0015] Optionally, the rear motor torque is filtered according to the divided stages and the filter gradients corresponding to each stage combined with the gradient direction, including: determining the stage in which the current rear motor torque is located; filtering the rear motor torque along the gradient direction with the filter gradient corresponding to the stage to obtain the motor filtered output torque.

[0016] In an embodiment of the present application, the rear motor torque is controlled starting from the current actual torque, and the rear motor torque is filtered along the gradient direction for each stage with a filter ladder corresponding to the stage. This can enable the motor torque to gradually change from the current actual torque to the target required torque, thereby ensuring the smoothness of vehicle driving and improving the driving experience.

[0017] According to another aspect of the present invention, an embodiment of the present invention provides a torque filtering control device for a hybrid vehicle, including: a torque acquisition module, used to detect that the rear motor speed control mode is switched to the torque control mode, and obtain the current actual torque of the rear motor; a strategy acquisition module, used to obtain a torque filtering strategy based on the current actual torque and the target required torque under the rear motor torque control mode; a torque filtering module, used to control the rear motor torque from the current actual torque gradient filtering to the target required torque according to the acquired torque filtering strategy.

[0018] According to another aspect of the present invention, an embodiment of the present invention provides a vehicle controller, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the steps of the aforementioned method are implemented.

[0019] According to another aspect of the present invention, an embodiment of the present invention provides a hybrid vehicle, comprising a vehicle body and a controller, wherein the controller is configured to execute the steps of the aforementioned method.

[0020] According to another aspect of the present invention, an embodiment of the present invention provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed, the aforementioned method is implemented.

[0021] An embodiment of the present invention provides a torque filtering control method, device, vehicle controller and vehicle for a hybrid vehicle. When detecting that the rear motor speed control mode is switched to the torque control mode, a torque filtering strategy is obtained based on the current actual torque of the rear motor and the target required torque under the rear motor torque control mode; the rear motor torque is controlled to be gradient filtered from the current actual torque to the target required torque according to the obtained torque filtering strategy; the motor torque is gradually changed from the current actual torque to the target required torque, thereby ensuring the smoothness of vehicle driving and improving the driving experience.

[0022] The above description is only an overview of the technical solution of the present disclosure. In order to more clearly understand the technical means of the present disclosure, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present disclosure more obvious and easy to understand, the specific implementation methods of the present disclosure are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The above and other purposes, features, and advantages of the present application will become more apparent through a more detailed description of the embodiments of the present application in conjunction with the accompanying drawings. The accompanying drawings are intended to provide a further understanding of the embodiments of the present application and constitute a part of the specification. Together with the embodiments of the present application, they are used to explain the present application and do not constitute a limitation of the present application. In the drawings, the same reference numerals generally represent the same components or steps.

[0024] Figure 1 FIG2 is a schematic diagram of a power structure of a vehicle provided by an embodiment of the present application;

[0025] Figure 2 FIG2 is a flow chart of a torque filtering control method for a hybrid vehicle provided by an embodiment of the present application;

[0026] Figure 3 FIG2 is a schematic diagram of torque control of the rear motor when the speed control mode is switched to the torque control mode according to an embodiment of the present application;

[0027] Figure 4 FIG2 is a schematic structural diagram of a torque filtering control device for a hybrid vehicle provided by an embodiment of the present application;

[0028] Figure 5 Shown is a structural diagram of a vehicle controller provided in one embodiment of the present application. DETAILED DESCRIPTION

[0029] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0030] In addition, in the exemplary embodiments, since the same reference numerals denote the same components having the same structure or the same steps of the same method, if one embodiment is exemplarily described, only structures or methods different from the described embodiment are described in other exemplary embodiments.

[0031] Throughout the specification and claims, when a component is described as being “connected” to another component, the component may be “directly connected” to the other component or “electrically connected” to the other component through a third component. In addition, unless explicitly described to the contrary, the term “include” and its corresponding terms should be understood to include only the components stated and should not be understood to exclude any other components.

[0032] The vehicle's powertrain architecture is shown in Figure 1 The vehicle 100 includes a front motor 101, a coupling 102, a clutch 103, an engine 104, a front axle transmission 105, a front differential 106, a left front wheel 107, a right front wheel 108, a rear motor 109, a rear axle transmission 110, a rear differential 111, a left rear wheel 112 and a right rear wheel 113.

[0033] A front motor 101 is mounted on the front axle, providing power to the left and right front wheels 107 and 108 via a front drive shaft to propel the vehicle 110. The front motor 101 is connected to a clutch 103 via a coupling 102. The first end of the clutch 103 is connected to the engine 104, and the second end of the clutch 104 is connected to the first end of a front axle transmission 105. The second end of the front axle transmission 105 is connected to a front differential 106, which is positioned between the left and right front wheels 107 and 108. The front axle includes the front motor 101 and the engine 104. The front axle torque is the sum of the front motor torque and the engine torque.

[0034] A rear motor 109 is provided on the rear axle, and is used to provide power to a left rear wheel 112 and a right rear wheel 113 via a rear drive propeller shaft to drive the vehicle 110. The rear motor 109 is connected to a first end of a rear axle transmission 110, and a second end of the rear axle transmission 110 is connected to a rear differential 111, which is provided between the left rear wheel 112 and the right rear wheel 113. Since the rear axle includes the rear motor 109, the rear axle torque is equal to the rear motor torque.

[0035] The distributed traction control system (DTCS), located within the chassis' integrated brake controller (IBC), is primarily used in electric vehicles and hybrid vehicles powered by electric motors. It is a modified version of the traditional traction control system (TCS) and shares the same operating principles and system components: sensors, decision-makers, and actuators. Compared to traditional internal combustion engines, electric motors, due to their rapid electromagnetic induction and high torque at low speeds, provide the drive wheels with greater energy and dynamics during acceleration. This makes the drive wheels of electric vehicles more susceptible to slip on low-grip surfaces. Using wheel speed sensors, steering wheel angle sensors, and body yaw sensors, the TCS monitors the driver's driving intent, road conditions, and wheel dynamics. If a risk to vehicle stability due to drive wheel slip is detected, precise torque control is implemented to prevent the wheel slip, ensuring safe and stable driving. The longer target torque control cycle of traditional TCS exacerbates this dynamic behavior. The DTCS (Dynamic Motor Control, DMC) system encapsulates the "torque control unit" algorithm within the motor control unit (MCU) to shorten the control cycle, for example, from 100ms to 10ms. This effectively prevents the risk of vehicle instability during acceleration caused by large dynamic movements of the drive wheels. In short, both the TCS function and the more responsive DTCS system essentially reduce the motor's torque during rapid acceleration to prevent slip and maintain stability.

[0036] The DTCS function is activated by calculating the vehicle's slip ratio. Upon activation, the MCU changes its response to the torque from the Vehicle Control Unit (VCU) to the DTCS's requested torque. This DTCS torque rapidly reduces the MCU's torque. The rear motor of a hybrid new energy vehicle has both torque and speed control modes. When switching from torque control mode to speed control mode, the front motor directly performs PI regulation and outputs torque, eliminating issues such as vehicle jerking. In torque control mode, the rear motor responds to the VCU's requested torque. In speed control mode, the rear motor does not respond to the VCU's requested torque, but instead directly performs PI regulation and outputs torque based on the target speed sent by the VCU.

[0037] When switching from speed control mode to torque control mode, the rear motor directly responds to the torque request of the VCU. If the requested torque of the vehicle controller (VCU) differs significantly from the current actual torque of the rear motor, the torque will suddenly change when the rear motor directly responds to the torque request of the vehicle controller (VCU), causing the entire vehicle to jerk. Before the rear motor switches modes, filtering logic can be added to gradient filter the rear motor torque from the current actual torque to the target torque required under the torque control mode. When the rear motor torque is close to the target torque required, the actual mode of the rear motor is switched from speed control mode to torque control mode. This can prevent the torque of the rear motor from suddenly changing during the mode switching process, which may cause the vehicle to jerk, thereby ensuring the smoothness of vehicle driving and improving the driver's driving experience.

[0038] Figure 2 The figure shows a flow chart of a torque filter control method for a hybrid vehicle provided by an embodiment of the present application. The torque filter control method for a hybrid vehicle is applied to a vehicle controller; Figure 2 As shown, the torque filtering control method of the hybrid vehicle includes:

[0039] Step S11: Detecting that the rear motor speed control mode is switched to the torque control mode, obtaining the current actual torque of the rear motor.

[0040] The motor has a state machine signal that indicates its current state. The motor's states include: initial state, torque control state, speed control state, or other states. The torque control state is the torque control mode, and the speed control state is the speed control mode. The motor uses power-up and power-down control. When it starts operating, the initial state is when the voltage is low, and the torque control state is generally when the voltage is high. When the speed is low, the VCU requests a brake stop, which uses rear motor speed control. The rear motor also returns the motor's state to the VCU. For example, in single-pedal mode for a hybrid new energy vehicle, if the speed is less than 3 km / h, the VCU requests a brake stop, the motor operates, and the rear motor speed control mode is used for braking. Specifically, the rear motor outputs negative torque to stop the vehicle. The rear motor's actual mode can be determined based on its state machine signal, and then it can be detected whether the rear motor speed control mode has switched to torque control mode.

[0041] In step S11, upon detecting that the rear motor speed control mode has switched to torque control mode, the current actual torque of the rear motor is obtained using a torque sensor or other relevant sensor. If it is detected that the rear motor speed control mode has switched to torque control mode, the current actual torque of the rear motor is obtained. The current actual torque of the rear motor is the actual torque output by the rear motor before the mode switch. Since the torque output of the rear motor in vehicle speed control mode follows the torque requested by the VCU, the VCU's current requested torque can be directly obtained. Of course, the current actual torque of the rear motor can also be directly measured. For example, a torque sensor or torque tester can be used to directly measure the current actual torque of the rear motor. Common torque sensors include strain gauge, magnetoelectric, and magnetoelectric torque sensors. Transfer methods and energy conversion methods can also be used to measure the current actual torque of the rear motor. The transfer method utilizes the fact that the physical parameters of the elastic element will change to some extent when the reduction gear motor transmits torque. Based on the different physical parameters, the transfer method can be further divided into magnetoelastic, strain gauge, vibrating wire, and photoelectric methods. The energy conversion method indirectly measures torque by measuring other parameters such as thermal energy and electrical energy based on the law of conservation of energy. It can not only measure torque conveniently, but also accurately measure the motor's voltage, current, power, speed and other parameters. No additional coupling is required for torque measurement, which reduces the difficulty of on-site operation.

[0042] Step S12: obtaining a torque filtering strategy according to the current actual torque and the target required torque in the rear motor torque control mode.

[0043] In torque control mode, the rear motor responds to the torque request from the vehicle control unit (VCU). The target torque demanded by the rear motor in torque control mode is the VCU's torque request. The VCU's torque request is dependent on the driver's input and vehicle status. The VCU first determines the current torque demand based on the driver's input, for example, accelerator pedal position, gear position, and current vehicle speed. Based on these inputs, the VCU interpolates the driver's torque request using a calibrated torque map (PedalMap). To protect the motor and battery, the VCU further limits the calculated torque. The VCU also considers factors such as the motor's allowable peak torque and the battery's charge and discharge capacity to ensure the requested torque remains within a safe range. In certain situations, such as when the vehicle's electronic stability control (ESC) or anti-lock braking system (ABS) intervenes, the VCU prioritizes the torque requests of these systems to ensure vehicle safety. Finally, the vehicle controller (VCU) calculates the final target required torque.

[0044] After the vehicle controller (VCU) obtains the target torque when the rear motor is operating in the torque control mode, if the current actual torque is inconsistent with the target demand torque, it means that there is a difference between the current actual torque of the rear motor and the target demand torque. If the rear motor is controlled to switch directly from the current actual torque to the target demand torque, it may cause a torque mutation, thereby causing the vehicle to jerk. The rear motor torque needs to be filtered to prevent torque mutations. The torque filtering strategy can be obtained based on the current actual torque and the target demand torque under the rear motor torque control mode. Specifically, the torque filtering strategy can be obtained based on the difference between the current actual torque and the target demand torque. The greater the difference between the current actual torque and the target demand torque, the greater the filtering gradient within the same filtering time. On the contrary, the smaller the difference between the current actual torque and the target demand torque, the smaller the filtering gradient within the same filtering time. During the entire filtering process, a fixed filtering gradient can be applied for filtering. For example, if the current actual torque of the rear motor is -100NM and the target required torque is 100NM, the filtering gradient can be determined based on the difference of 200NM between the current actual torque of the rear motor and the target required torque and the preset filtering time. Torque filtering is performed based on the filtering gradient so that the rear motor request torque is filtered from the current actual torque to the target required torque within the preset filtering time. In some embodiments of the present application, the torque between the current actual torque and the target required torque can also be divided into multiple stages, and different gradients are applied for filtering in different stages. Especially when the positive and negative terms of the torque are switched or the torque exceeds 0, the torque change gradient is small to prevent the vehicle from jerking. In this way, in order to avoid the sudden change of torque causing the vehicle to jerk, the VCU filters the torque of the rear motor to make the change of the torque of the rear motor smoother, reduce the longitudinal instability of the vehicle, and prevent the vehicle from jerking.

[0045] Step S13: The motor torque is controlled to be gradient filtered from the current actual torque to the target required torque according to the acquired torque filtering strategy.

[0046] The torque filtering strategy at least includes the stage division from the current actual torque gradient to the target demand torque and the filtering gradient of each stage. Of course, it is also possible to directly determine the filtering gradient from the current actual torque gradient to the target demand torque without performing the stages. According to the divided stages and the corresponding filtering gradients, the rear motor torque is controlled to be filtered from the current actual torque gradient to the target demand torque. By controlling the rear motor torque to be filtered from the current actual torque gradient to the target demand torque according to the acquired torque filtering strategy, the rear motor torque can be gradually filtered from the current actual torque to the target demand torque, and the rear motor torque no longer undergoes sudden changes, which can ensure the smoothness of vehicle driving and enhance the driver's driving experience.

[0047] The torque filtering control method for a hybrid vehicle in an embodiment of the present invention obtains the current actual torque of the rear motor when detecting that the rear motor speed control mode switches to the torque control mode; obtains a torque filtering strategy based on the current actual torque and the target required torque under the rear motor torque control mode, the torque filtering strategy at least including a filtering gradient; controls the rear motor torque from the current actual torque gradient filtering to the target required torque according to the obtained torque filtering strategy, so that the motor torque gradually changes from the current actual torque to the target required torque, thereby ensuring the smoothness of vehicle driving and improving the driver's driving experience.

[0048] In order to more clearly illustrate the technical solution provided by the embodiment of the present application, Figure 3 The torque filtering control method for a hybrid vehicle provided in this application is further described.

[0049] Figure 3 In the example, the same name means the two are the same. Figure 3 As shown, when the hybrid vehicle's rear motor is in speed control mode, RS flip-flop U1 executes a set function, outputting a high level and controlling the first selector T1 to select the "Yes" signal output. This assigns the vehicle control unit (VCU)'s requested torque to the output terminal Out of the filter control module Ramp. Simultaneously, when the rear motor is in speed control mode, the reset terminal Rst of the filter control module Ramp is high, resetting and activating the filter control module Ramp. The filter control module Ramp directly transmits the input signal from the initial terminal Init to the output terminal Out for output. The input signal from the initial terminal Init of the filter control module Ramp is the actual torque of the rear motor. This controls the filter control module Ramp to output the actual torque of the rear motor and assigns it to the rear motor torque requested by the vehicle control unit (VCU), i.e., the rear motor torque requested by the VCU after taking speed control filtering into account (at the wheel end). The rear motor torque requested by the VCU, output by the first selector T1, is the axle-end rear motor torque. This axle-end requested torque must be divided by the rear axle speed ratio to obtain the wheel-end rear motor torque requested by the VCU. If the actual mode of the rear motor is the speed control mode, the motor request torque is selected as the current actual torque of the rear motor, and the rear motor directly performs PI adjustment and outputs torque according to the change of the actual torque of the rear motor.

[0050] It should be noted that the current actual torque of the rear motor can be monitored using a torque sensor or other related sensors. The monitored current actual torque of the rear motor is preferably the actual torque at the rear motor shaft end. A second selector T2 is provided in the rear motor torque control to correct the current actual torque of the rear motor based on the direction of the rear motor. By default, the vehicle is in D gear. If the vehicle is in D gear, the second selector T2 is controlled to select the "No" path, eliminating the need to correct the monitored current actual torque of the rear motor. Instead, the second selector T2 is controlled to directly output the detected actual torque at the rear motor shaft end. The actual torque at the rear motor shaft end is multiplied by the rear axle speed ratio to obtain the actual torque at the rear motor wheel end. If the rear motor is reversed, that is, the vehicle is currently in R gear, the second selector T2 is controlled to select the "Yes" path, requiring correction of the monitored actual torque at the rear motor shaft end. Specifically, the monitored actual torque at the rear motor shaft end is multiplied by -1 to obtain the corrected actual torque at the rear motor shaft end. The corrected actual torque at the rear motor shaft end is then multiplied by the rear axle speed ratio to obtain the actual torque at the rear motor wheel end.

[0051] When the actual mode of the rear motor is not speed control mode, that is, when it is in torque control mode, the RS trigger U1 is triggered to output a control signal; based on this control signal, the first data selector T1 is controlled to select and output the motor request torque requested by the vehicle controller. Specifically, when the actual mode of the rear motor is not speed control mode, that is, when it is in torque control mode, the vehicle controller obtains the rear motor torque (raw value wheel-end) requested by the (VCU). This rear motor torque (raw value wheel-end) requested by the VCU is the target demand torque. This rear motor torque (raw value wheel-end) requested by the VCU is filtered by the filter control module Ramp to obtain the rear motor torque requested by the VCU after considering the speed control filter value (wheel-end), that is, the filtered target demand torque. The absolute value of the difference between the target demand torque and the filtered target demand torque can be calculated, compared with the reference torque, and a control signal is output based on the comparison result. Based on this control signal, the rear motor is controlled to operate according to the target demand torque. This can clarify the torque control of the rear motor in the torque control mode, facilitate the smooth control of the rear motor torque when the rear motor switches from speed control mode to torque control mode, and prevent the vehicle from jerking.

[0052] If the absolute value of the difference between the target demand torque and the filtered target demand torque is greater than or equal to the reference torque, the RS trigger U1 is in a hold state and outputs a control signal. According to this control signal, the first data selector T1 is controlled to continue to be set to the Yes path. However, at this time, the reset terminal Rst of the filter control module Ramp on the Yes path is not activated. The input signal of the input terminal In of the filter control module Ramp is "the rear motor torque requested by the VCU (the original value at the wheel end)". This input signal is filtered by the filter control module Ramp and output to obtain the rear motor torque value (wheel end) after considering the speed control filter. Among them, the reference torque can be set as needed, such as to 2NM.

[0053] At this point, if the VCU-requested rear motor torque (wheel-end) after speed control filtering is close to the filtered output of the input signal "VCU-requested rear motor torque (raw value wheel-end)," that is, the absolute value of the difference between the target demand torque and the filtered target demand torque is less than the reference torque, the RS flip-flop U1 receives a low-level input to its S terminal and a high-level input to its R terminal, causing RS flip-flop U1 to reset and output a control signal. This control signal then controls the logic of the first data selector T1 to de-assert and follow the N path, resulting in the VCU-requested rear motor torque (raw value wheel-end) being output.

[0054] Combining the above two situations, when the actual mode of the rear motor is not the speed control mode, that is, when it is the torque control mode, the rear motor responds to the torque requested by the VCU. The difference is that if the absolute value of the difference between the target demand torque and the filtered target demand torque is less than the reference torque, the rear motor torque (original value wheel end) requested by the VCU does not need to be filtered by the filter control module Ramp and is directly output. If the absolute value of the difference between the target demand torque and the filtered target demand torque is greater than or equal to the reference torque, the rear motor torque (original value wheel end) requested by the VCU needs to be filtered by the filter control module Ramp before being output. In this way, the path of the rear motor torque response to the target demand torque output by the vehicle controller in the torque control mode can be accurately limited, that is, the rear motor directly performs PI regulation and outputs torque, which provides a basis and path for the subsequent rear motor torque smoothing control when the rear motor switches from the speed control mode to the torque control mode. That is, the torque can be smoothed based on this path to prevent the vehicle from shaking.

[0055] It should be noted that the filter control module Ramp performs jump filtering, and its filter gradient can be set according to the direction of torque change and needs. Among them, Pos_Slope represents the increase in torque, that is, the positive change gradient of the torque, and the corresponding 1000Nm represents the value of the positive change gradient of the torque. Of course, other values can also be taken, and there is no specific limitation here. Neg_Slope represents the decrease in torque, that is, the negative change gradient of the torque, and the corresponding 1000Nm represents the value of the negative change gradient of the torque. Of course, other values can also be taken, and there is no specific limitation here.

[0056] Considering that the difference between the current actual torque and the target required torque under the rear motor torque control mode is different, the filtering gradient of the rear motor torque from the current actual torque to the target required torque will inevitably be different. Therefore, it is necessary to obtain the filtering gradient of the rear motor torque from the current actual torque to the target required torque based on the difference between the current actual torque and the target required torque. Based on this, in some embodiments of the present application, the target required torque under the rear motor torque control mode is obtained; the difference between the target required torque and the current actual torque is calculated; and the torque filtering strategy is determined based on the difference. Different differences will result in different filtering gradients for the rear motor torque. Generally speaking, the larger the difference, the larger the filtering gradient; the smaller the difference, the smaller the filtering gradient. After obtaining the target required torque, the difference between the target required torque and the current actual torque is directly calculated, and then the torque filtering strategy is determined based on the difference. In this way, the appropriate torque filtering strategy can be accurately selected to better prevent torque mutations.

[0057] It should be noted that Figure 3 The actual mode of the middle and rear motors is not the speed control mode, which is equivalent to the rear motors being in the torque control mode. Figure 3 The target torque required in the motor torque control mode is obtained by the logic in the above equation. The target torque required is equivalent to Figure 3 After obtaining the target torque, the difference between the target torque and the actual torque is directly calculated. The torque filtering strategy is then determined based on this difference. Accurately selecting the appropriate torque filtering strategy can better prevent sudden torque changes.

[0058] Considering that different torque points may have different sensitivities to torque abrupt changes, for example, the area near the zero-point torque is particularly sensitive to torque abrupt changes, and even small torque abrupt changes can cause the vehicle to jerk. Therefore, the torque interval between the target demand torque and the current actual torque can be segmented and filtered. In some embodiments of the present application, the torque interval between the target demand torque and the current actual torque can optionally be divided into a preset number of stages based on the absolute value of the difference, with a different filtering gradient applied to each stage. The larger the absolute value, the more stage data is divided into. The filtering gradient for each stage is also determined during the torque interval division process. The number of stages for the torque interval division can be set as needed, for example, to six. The stages can be divided into evenly spaced or unevenly spaced, for example, with stages near the zero-crossing point being much smaller than other stages. The torque gradient for each stage can also be set as needed, with stages closer to the zero-crossing point having a smaller torque gradient, and the zero-crossing point having the smallest torque gradient. For example, the closer the phase is to the zero torque point, the longer the phase length can be; the further the phase is from the zero torque point, the shorter the phase length can be; and the phase that includes the zero torque point is the shortest. Within the same phase, filtering can be performed using a fixed filter gradient or a variable filter gradient. For example, in any phase, the current filter gradient can be modified based on the current motor torque, the phase, etc., so that the filter gradient of the rear motor torque is different at different times, further optimizing the filter gradient. The filter gradient of the rear motor torque is smallest near the zero torque point, while the gradient is larger in other areas. This allows a smaller filter gradient to be used near the zero torque point, which is prone to causing vehicle jerking, and a larger filter gradient to be used far from the zero torque point, which is less likely to cause vehicle jerking. This prevents excessive torque change gradients from causing vehicle jerking, or excessive torque change gradients from causing mode switching to be too slow and unacceptable to the driver, thereby ensuring smooth driving while improving the driving experience.

[0059] For example, as shown in Table 1 below, if the rear motor torque needs to be changed from the current actual torque of -100 Nm to the target required torque of 100 Nm, the torque range [-100, 100] can be divided into six stages: [-100, -50], [-50, -20], [-20, 0], [0, 20], [20, 50] and [50, 100], and the filtering gradients of each stage are 1000, 800, 200, 100, 200, 800 and 1000 respectively.

[0060] Table 1 Torque filtering strategy example

[0061] Torque -100 -50 -20 0 20 50 100 Filter gradient 1000 800 200 100 200 800 1000

[0062] By dividing the torque range into stages and applying different filter gradients, the filter gradient can be refined so that reasonable torque filtering can be performed on the rear motor torque in the future.

[0063] The filter gradients for each stage determined above represent the magnitude of the gradient. When filtering the rear motor torque, the direction of the filter gradient also needs to be considered. Based on this, in some embodiments of the present application, the gradient direction is determined based on the magnitude of the difference. The rear motor torque is controlled to start from the current actual torque and filter the rear motor torque according to the divided stages and the corresponding filter gradients, combined with the gradient direction, until the difference between the filtered output torque and the target demand torque is less than a preset threshold. The preset threshold can be set as needed and is not specifically limited here; for example, it can be 0.1 NM. The gradient direction includes a positive filter gradient and a negative filter gradient. A positive filter gradient indicates a decrease in the rear motor torque, while a negative filter gradient indicates an increase in the rear motor torque. When filtering the rear motor torque, the rear motor torque can be controlled to start from the current actual torque and filter the rear motor torque sequentially by applying the corresponding filter gradients and gradient directions for each stage until the target demand torque is reached. This allows for accurate and reasonable torque filtering of the rear motor torque, preventing excessive or insufficient torque gradients and sudden torque changes, ensuring a smooth ride and enhancing the driving experience.

[0064] According to the difference between the current actual torque and the target demand torque, not only can the distance between the current actual torque and the target demand torque be determined, and then the stage division can be performed, but also whether the torque increases or decreases from the current actual torque to the target demand torque can be determined, that is, the gradient direction of the filter can be determined. Based on this, optionally, if the difference is less than 0, the gradient direction is determined to be a negative filter gradient; if the difference is greater than 0, the gradient direction is determined to be a positive filter gradient. The positive filter gradient indicates that the rear motor torque decreases, and the negative filter gradient indicates that the rear motor torque increases. Referring to Table 1, the current actual torque changes by -100Nm, the target demand torque is 100Nm, and the difference is -100Nm-100Nm=-200Nm, which is less than 0. Therefore, the gradient direction is a negative filter gradient, that is, the rear motor torque increases. Determining whether the gradient direction is a positive filter gradient or a negative filter gradient based on the difference can facilitate considering the filter gradient direction in the subsequent filtering process and simplify the torque filtering process.

[0065] During the torque filtering process, the current stage of the rear motor torque is determined; the rear motor torque is filtered along the gradient direction using the filter gradient corresponding to the stage to obtain the motor filtered output torque. Control of the rear motor torque begins with the current actual torque, and the corresponding filter gradient is applied in conjunction with the gradient direction for each stage to filter the rear motor torque. Specifically, in any stage, if the gradient direction is a negative filter gradient, the torque is increased based on the filter gradient based on the current rear motor torque. If the gradient direction is a positive filter gradient, the torque is decreased based on the filter gradient based on the current rear motor torque. This allows the motor torque to gradually change from the current actual torque to the target required torque, ensuring smooth vehicle driving and improving the driving experience.

[0066] In some embodiments of the present application, during the torque filtering process, the filter gradient can also be corrected in real time. For example, the filter gradient is corrected based on the filter output torque of the previous cycle, the current stage, the filter gradient of the current stage and the adjacent stage, etc., T1 = T2*A+T3*(1-A), A = (G0-G1) / (G2-G0), where G0 is the filter output torque of the previous cycle, G1 and G2 are the starting torque value and the end torque value of the current stage respectively, T1 is the corrected torque gradient, T2 and T3 are the torque gradient of the previous stage and the torque gradient of the next stage respectively. The corrected torque gradient is then applied to perform torque filtering. In this way, the torque filtering can be further optimized to prevent the gradient from being too large or too small, thereby ensuring the smoothness of vehicle driving.

[0067] An embodiment of the present invention provides a torque filtering control method for a hybrid vehicle, comprising: detecting that a rear motor speed control mode switches to a torque control mode, and obtaining the current actual torque of the rear motor; obtaining a torque filtering strategy based on the current actual torque and the target required torque under the rear motor torque control mode; and controlling the rear motor torque to be gradient-filtered from the current actual torque to the target required torque according to the obtained torque filtering strategy, so that the motor torque gradually changes from the current actual torque to the target required torque, thereby ensuring the smoothness of vehicle driving and improving the driving experience.

[0068] Figure 4 FIG. 1 is a schematic diagram of a torque filter control device for a hybrid vehicle according to an embodiment of the present invention. The torque filter control device for a hybrid vehicle is applied to a vehicle controller, such as Figure 4 As shown, the torque filtering control device 40 of the hybrid vehicle includes:

[0069] The torque acquisition module 401 is used to detect that the rear motor speed control mode is switched to the torque control mode and acquire the current actual torque of the rear motor;

[0070] A strategy acquisition module 402 is configured to acquire a torque filtering strategy based on the current actual torque and the target required torque in the rear motor torque control mode;

[0071] The torque filtering module 403 is used to control the motor torque to be gradient filtered from the current actual torque to the target required torque according to the acquired torque filtering strategy.

[0072] In some implementations, the strategy acquisition module 402 is configured to: acquire the target required torque in the rear motor torque control mode; calculate the difference between the target required torque and the current actual torque; and determine the torque filtering strategy based on the difference.

[0073] In some embodiments, the strategy acquisition module 402 is also used to: divide the torque interval between the target demand torque and the current actual torque into a preset number of stages according to the absolute value of the difference, and apply a different filtering gradient to each stage, wherein the larger the absolute value, the more stage data the torque interval is divided into.

[0074] In some embodiments, the torque filtering module 403 is used to: determine the gradient direction based on the size of the difference; control the motor torque starting from the current actual torque, and filter the rear motor torque according to the divided stages and the filtering gradient corresponding to each stage combined with the gradient direction until the difference between the filtered output torque and the target demand torque is less than a preset threshold.

[0075] In some implementations, the torque filtering module 403 is further configured to: if the difference is less than 0, determine that the gradient direction is a negative filtering gradient; if the difference is greater than 0, determine that the gradient direction is a positive filtering gradient.

[0076] In some embodiments, the torque filtering module 403 is further used to: determine the stage of the current rear motor torque; filter the rear motor torque along the gradient direction with the filtering gradient corresponding to the stage to obtain the motor filtered output torque.

[0077] The specific definitions of the torque filter control device for a hybrid vehicle can be found in the definitions of the torque filter control method for a hybrid vehicle described above and will not be further elaborated here. Each module within the aforementioned torque filter control device for a hybrid vehicle may be implemented in whole or in part via software, hardware, or a combination thereof. Each of these modules may be embedded in or independent of a processor within a computer device in hardware form, or may be stored in a computer device memory in software form, allowing the processor to call and execute the corresponding operations of each module.

[0078] Regarding the apparatus in the above embodiment, the specific manner in which each unit performs operations has been described in detail in the embodiment of the torque filtering control method for a hybrid vehicle, and will not be elaborated on here.

[0079] Figure 5 This is a structural diagram of a vehicle controller provided in an embodiment of the present application.

[0080] For example, Figure 5 As shown, the vehicle controller includes: a memory 501 and a processor 502, wherein the memory 501 stores an executable program code 5011, and the processor 502 is used to call and execute the executable program code 7011 to implement the torque filtering control method of the hybrid vehicle.

[0081] This embodiment can divide the vehicle controller into functional modules based on the above-mentioned method embodiment. For example, each functional module can be mapped to a specific function, or two or more functions can be integrated into a single processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and represents only one logical functional division. In actual implementation, other division methods may be used.

[0082] In the case of dividing the functional modules according to the functions, the vehicle controller may include: a torque acquisition module, a strategy acquisition module, a torque filtering module, etc.

[0083] It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module and will not be repeated here.

[0084] The vehicle controller provided in this embodiment is used to execute the above-mentioned torque filtering control method for a hybrid vehicle, and thus can achieve the same effect as the above-mentioned implementation method.

[0085] In the case of an integrated unit, the vehicle controller may include a processing module and a storage module. The processing module can be used to control and manage the operation of the vehicle controller, and the storage module can be used to support the vehicle controller to execute mutual program codes and data.

[0086] The processing module may be a processor or controller that implements or executes various exemplary logic blocks, modules, and circuits disclosed herein. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a digital signal processing (DSP) and a microprocessor, and the storage module may be a memory.

[0087] An embodiment of the present invention further provides a hybrid vehicle, comprising a vehicle body and a controller, wherein the controller is configured to execute the steps of the aforementioned method.

[0088] This embodiment also provides a computer-readable storage medium, which stores computer program code (including but not limited to disk storage, CD-ROM, optical storage, etc.). When the computer program code runs on a computer, the computer executes the above-mentioned related method steps to implement a torque filtering control method for a hybrid vehicle provided in the above embodiment. Among them, computer-readable storage media may include, but are not limited to, any type of disk, including floppy disks, optical disks, Digital Video Discs (DVDs), Compact Disc Read-Only Memory (CD-ROMs), microdrives and magneto-optical disks, Read-Only Memory (ROMs), Random Access Memory (RAMs), Erasable Programmable Read-Only Memory (EPROMs), Electrically Erasable Programmable Read-Only Memory (EEPROMs), Dynamic Random Access Memory (DRAMs), Video Random Access Memory (VRAMs), flash memory devices, magnetic or optical cards, nanosystems (including molecular memory ICs), or any type of medium or device suitable for storing instructions and / or data.

[0089] This embodiment further provides a computer program product. When the computer program product is run on a computer, it enables the computer to execute the above-mentioned related steps to implement the torque filtering control method for a hybrid vehicle provided in the above embodiment.

[0090] Among them, the beneficial effects of the above embodiments can refer to the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0091] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0092] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0093] In the description of the present disclosure, it should be understood that if the terms "up", "down", "front", "back", "left" and "right" are used to indicate directions or positional relationships, they are based on the directions or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the positions or elements referred to must have a specific direction, be constructed and operate in a specific direction. Therefore, they should not be understood as limitations of the present disclosure.

[0094] It should be noted that, in the embodiments of the present application, relational terms such as first and second, etc. are merely used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply the existence of any such actual relationship or order between these entities or operations. It should also be noted that the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, commodity or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, commodity or device. In the absence of further restrictions, the elements defined by the statement "comprise a ..." do not exclude the presence of other identical elements in the process, method, commodity or device comprising the elements.

[0095] The above are merely examples of the present disclosure and are not intended to limit the present disclosure. Various modifications and variations are possible for those skilled in the art. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present disclosure are intended to be included within the scope of the claims of the present disclosure.

Claims

1. A torque filtering control method for a hybrid vehicle, characterized in that: The torque filtering control method for a hybrid vehicle includes: Detecting that the rear motor speed control mode switches to the torque control mode, obtaining the current actual torque of the rear motor; Obtaining a torque filtering strategy according to the current actual torque and the target required torque in the rear motor torque control mode; The motor torque is then gradient-filtered from the current actual torque to the target required torque according to the acquired torque filtering strategy.

2. The torque filtering control method for a hybrid vehicle according to claim 1, characterized in that: The torque filtering strategy is obtained according to the current actual torque and the target required torque in the rear motor torque control mode, including: Obtain the target required torque in the rear motor torque control mode; Calculating a difference between the target required torque and the current actual torque; A torque filtering strategy is determined based on the difference.

3. The torque filtering control method for a hybrid vehicle according to claim 2, characterized in that: Determining a torque filtering strategy according to the difference includes: The torque interval between the target demand torque and the current actual torque is divided into a preset number of stages according to the absolute value of the difference, and a different filtering gradient is applied to each stage. The larger the absolute value, the more stage data the torque interval is divided into.

4. The torque filtering control method for a hybrid vehicle according to claim 3, characterized in that: The step of controlling the motor torque from the current actual torque gradient to the target required torque according to the acquired torque filtering strategy includes: Determine the gradient direction according to the size of the difference; The motor torque is controlled starting from the current actual torque, and the rear motor torque is filtered according to the divided stages and the filter gradients corresponding to the stages combined with the gradient direction until the difference between the filtered output torque and the target demand torque is less than a preset threshold.

5. The torque filtering control method for a hybrid vehicle according to claim 4, characterized in that: Determining the gradient direction according to the size of the difference includes: If the difference is less than 0, determining that the gradient direction is a negative filtering gradient; If the difference is greater than 0, the gradient direction is determined to be a forward filtering gradient.

6. The torque filtering control method for a hybrid vehicle according to claim 4, characterized in that: The filtering of the rear motor torque according to the divided stages and the filtering gradients corresponding to the stages in combination with the gradient directions includes: Determine the current stage of the rear motor torque; The rear motor torque is filtered along the gradient direction using the filtering gradient corresponding to the stage to obtain the motor filtered output torque.

7. A torque filter control device for a hybrid vehicle, characterized in that: The torque filtering control device of the hybrid vehicle comprises: The torque acquisition module is used to detect that the rear motor speed control mode is switched to the torque control mode and obtain the current actual torque of the rear motor; A strategy acquisition module, configured to acquire a torque filtering strategy according to the current actual torque and the target required torque in the rear motor torque control mode; The torque filtering module is used to control the motor torque to be gradient-filtered from the current actual torque to the target required torque according to the acquired torque filtering strategy.

8. A vehicle controller, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 6 are implemented.

9. A hybrid vehicle comprising a vehicle body, characterized in that: The method further comprises a controller configured to execute the steps of the method according to any one of claims 1 to 6.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed, the method according to any one of claims 1 to 6 is implemented.

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