Method and device for controlling motor state, vehicle and storage medium

Abstract

The invention provides a motor state control method and device, a vehicle and a storage medium. According to the method, when a vehicle is in a running state, a current driving mode is a target driving mode, whether a request torque of a driving motor of a first driving axle in the vehicle is a first preset torque, whether an actual output torque of the driving motor is smaller than a second preset torque and a current gear of the first driving axle is a neutral gear, the current driving mode is the target driving mode; the whole vehicle does not need power, and the driving motor enters a standby state. Therefore, the motor controller does not need to control the output torque of the driving motor, that is, the electric energy consumption caused by the step of controlling the actual torque by the motor controller in the related technology does not need to be executed. Besides, the driving motor enters the standby state, the situation that the actual output torque of the driving motor is smaller than the second preset torque due to delay control over the driving motor by the motor controller is avoided, and therefore part of electric energy consumption can be reduced.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and more particularly, to a method, device, vehicle, and storage medium for controlling a motor state in the field of vehicle technology. Background Art

[0002] With the continuous advancement of automotive industry technology and the increasingly severe global energy and environmental issues, hybrid vehicles have become the first choice for balancing family practicality and environmental protection. However, energy consumption management issues of hybrid vehicles are still the main factor restricting their performance and efficiency.

[0003] In related technologies, hybrid vehicle electronic control systems still have deficiencies in controlling power distribution and optimizing power efficiency. For example, when an intelligent four-wheel drive vehicle is operating in economic driving mode and requests zero torque from a specific motor (such as the front axle drive motor), the actual torque output by the front axle drive motor will fluctuate around zero torque, consuming the hybrid vehicle's electrical energy when the front axle drive motor outputs fluctuating torque. At this point, the motor controller will control the actual torque to keep the front axle drive motor's output torque as close to zero as possible, which also requires the motor controller to consume the hybrid vehicle's electrical energy.

[0004] Therefore, there is an urgent need for a method to control the motor state to minimize the power consumption of the hybrid vehicle. Summary of the Invention

[0005] The present application provides a method, device, vehicle, and storage medium for controlling the state of a motor. The method can reduce the power consumption of a hybrid vehicle in the related art.

[0006] In a first aspect, a method for controlling a motor state is provided, the method comprising: when a vehicle is in a driving state and a current driving mode is a target driving mode, determining whether a requested torque of a drive motor of a first drive axle in the vehicle is a first preset torque and whether an actual output torque of the drive motor is less than a second preset torque, the first preset torque being used to indicate that the drive motor does not need to output torque, and an absolute value of the second preset torque being greater than the first preset torque; when the requested torque is the first preset torque and the actual output torque is less than the second preset torque, determining whether a current gear position of the first drive axle is neutral; and when the current gear position is neutral, controlling the drive motor to enter a standby state.

[0007] In the above technical solution, when the vehicle is in motion and the current driving mode is the target driving mode, and the requested torque of the drive motor of the first drive axle of the vehicle is a first preset torque and the actual output torque of the drive motor is less than a second preset torque, and the current gear of the first drive axle is neutral, the vehicle does not require power and the drive motor enters a standby state. This eliminates the need for the motor controller to control the output torque of the drive motor, and thus eliminates the need to perform the steps in the related art where the motor controller controls the actual torque, which results in energy consumption. Furthermore, when the drive motor enters the standby state, the motor will not output less than the second preset torque due to delayed control by the motor controller, thereby reducing energy consumption.

[0008] In combination with the first aspect, in some possible implementations, before determining whether the requested torque of the drive motor of the first drive axle in the vehicle is the first preset torque and whether the actual output torque of the drive motor is less than the second preset torque, the method also includes: determining whether the engine in the vehicle is in a stopped state; and determining whether the requested torque of the drive motor of the first drive axle in the vehicle is the first preset torque and whether the actual output torque of the drive motor is less than the second preset torque, including: when the engine is in a stopped state, determining whether the requested torque of the drive motor of the first drive axle in the vehicle is the first preset torque and whether the actual output torque of the drive motor is less than the second preset torque.

[0009] In the above technical solution, when the engine is running, if the electricity generated by the generator is not consumed by the drive motor, it will be forced to dissipate through bleeder resistors and other means. This solution ensures that the engine is completely shut down before triggering the drive motor to enter standby mode. This completely eliminates inefficient losses in the energy conversion process, eliminates the risk of mechanical interference with the drive motor, and eliminates the problem of sudden load changes in the power generation system. It also avoids the charge and discharge losses caused by the power battery absorbing redundant power while the engine is running. Therefore, this solution adds a pre-determination of the engine shutdown state when the vehicle is in motion, the current driving mode is the target driving mode, the requested torque of the drive motor of the first drive axle is zero torque and the actual output torque of the drive motor is low, and the current gear of the first drive axle is neutral. This significantly improves the vehicle's energy management efficiency. Furthermore, when the vehicle is in coasting mode, the drive motor of the first drive axle is allowed to enter standby mode, which also improves energy recovery efficiency and reduces thermal management burden.

[0010] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the method also includes: determining whether the engine is used for power generation when the engine is not in a stopped state; and determining whether the requested torque of the drive motor of the first drive axle in the vehicle is a first preset torque and whether the actual output torque of the drive motor is less than a second preset torque, including: determining whether the requested torque of the drive motor of the first drive axle in the vehicle is a first preset torque and whether the actual output torque of the drive motor is less than the second preset torque when the engine is not used for power generation.

[0011] In the above technical solution, when the engine is not used for power generation and is disconnected from the first axle's drive motor (when the current gear is in neutral), the drive motor is controlled to enter a standby state. This is because after the clutch is disengaged, the engine, whether in operation or idling, cannot apply unexpected torque to the first axle's drive motor through the mechanical connection. At the same time, the power generation dependency chain is broken, and when the engine is not used for power generation, the first axle's drive motor is completely relieved of its backup power supply duties, eliminating redundant power supply losses.

[0012] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the method for determining the requested torque of the drive motor of the first drive axle in the vehicle includes: determining the first requested torque of the vehicle based on the current driving mode and the current opening of the target pedal after being depressed, the target pedal being an accelerator pedal or a brake pedal; adjusting the first requested torque based on the current temperature of the power battery in the vehicle, the slope of the driving road and the current vehicle speed to obtain the second requested torque of the vehicle; based on a first coefficient and a conversion gain base, performing a weighted summation on the second requested torque and a target slip rate deviation to obtain the requested torque, the first coefficient being used to allocate the requested torque to the first drive axle from the second requested torque, the conversion gain base being used to indicate the torque that needs to be compensated for a slip rate deviation of a unit percentage, and the target slip rate deviation being the slip rate deviation of the front and rear axles.

[0013] In this technical solution, the first requested torque is determined based on the current opening degree after the target pedal is depressed and the current driving mode. This achieves a linear match between driver demand and power output, avoiding the power redundancy or insufficiency caused by traditional fixed opening curves. Furthermore, by dynamically adjusting the first requested torque based on the current power battery temperature, road grade, and vehicle speed, this prevents excessive torque output from the drive motor when the power battery is low or high, reduces torque output when going uphill and causing the vehicle to roll, and reduces torque output at high speeds and causing insufficient power. In other words, this solution ensures constant matching of power output with vehicle conditions. Furthermore, by integrating the front axle torque distribution coefficient with front and rear axle slip ratio deviation compensation through a weighted summation approach, torque distribution between the front and rear axles is optimized in real time, accurately allocating the requested torque to the first axle's drive motor.

[0014] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the first requested torque is adjusted based on the current temperature of the power battery in the vehicle, the slope of the driving road and the current vehicle speed to obtain the second requested torque of the vehicle, including: determining a second coefficient for adjusting the first requested torque based on the current temperature; determining the product between the first requested torque and the second coefficient as the third requested torque of the vehicle, and determining whether the slope is greater than the preset slope; when the slope is greater than the preset slope, compensating the third requested torque based on the slope gain coefficient and the slope to obtain the fourth requested torque of the vehicle, and determining whether the current vehicle speed is less than the first preset speed, the slope gain coefficient is a proportional factor for converting slope resistance into compensation torque; based on whether the current vehicle speed is less than the first preset speed, compensating the fourth requested torque to obtain the second requested torque, and the first preset speed is the compensation cutoff speed when the vehicle is creeping.

[0015] In the above technical solution, the second coefficient is determined in real time based on the current temperature. This allows a larger second coefficient to be determined when the power battery is at low temperatures, and a smaller second coefficient to be determined when it is at high temperatures. This allows the first requested torque to be scaled to the third requested torque, effectively mitigating the risk of over-discharge of the power battery in either low or high temperature environments. At room temperature, the first requested torque is not adjusted; that is, the second coefficient is 1. This extends the life of the power battery and reduces thermal management energy consumption. On steep slopes, a grade gain coefficient is used to convert the slope angle into a compensation torque, which increases the third requested torque by a certain amount, completely eliminating the risk of rolling on an uphill slope. This precisely offsets the effects of grade resistance on the vehicle. Furthermore, the current vehicle speed is determined to be less than a first preset speed. If so, creep compensation is activated. A closed-loop algorithm based on vehicle speed and output torque is used to increase the fourth requested torque by a certain amount, achieving smooth low-speed control without pedal input. Therefore, this solution enables precise vehicle control while accurately determining the second requested torque.

[0016] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the fourth requested torque is compensated based on whether the current vehicle speed is less than the first preset speed to obtain the second requested torque, including: when the current vehicle speed is less than the first preset speed, the fourth requested torque is compensated based on the first preset speed, the current vehicle speed and the maximum compensation torque base to obtain the second requested torque, and the maximum compensation torque base is related to the static friction resistance of the tire; when the current vehicle speed is greater than or equal to the first preset speed, it is determined whether the current vehicle speed is greater than the second preset speed, and the second preset speed is greater than the first preset speed; when the current vehicle speed is greater than the second preset speed, the fourth requested torque is compensated based on the current vehicle speed and the windage torque coefficient to obtain the second requested torque, and the windage torque coefficient is related to the air resistance encountered by the vehicle.

[0017] In the above technical solution, when the current vehicle speed is relatively low, the fourth requested torque is compensated based on the first preset speed, the current vehicle speed and the maximum compensation torque base. This can eliminate the risk of the vehicle slipping on a slope when the vehicle is creeping at a reduced speed, and can also reduce the pulse current loss of the drive motor when overcoming static friction. When the current vehicle speed is relatively high, the windage torque coefficient is used to convert air resistance into compensation torque, so that the vehicle maintains the torque required for the current speed when cruising at high speed, avoiding pedal depth adjustment caused by sudden changes in wind resistance. At the same time, by accurately dividing the low-speed creep compensation zone and the high-speed windage compensation zone, unnecessary torque compensation in the medium-speed domain can be avoided, so that the drive system always operates in the high-efficiency range. Therefore, this solution can significantly optimize the torque control accuracy of the drive motor of the first drive axle through the dual-speed domain dynamic compensation mechanism.

[0018] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, controlling the drive motor to enter a standby state includes: determining whether the current vehicle speed is greater than or equal to a third preset speed; when the current vehicle speed is greater than or equal to the third preset speed, controlling the drive motor to enter a first standby state, the first standby state being a standby state with a wake-up duration of a first duration, and the wake-up duration is the duration for the drive motor to re-respond to the torque request; when the current vehicle speed is less than the third preset speed, determining whether the vehicle is in a parking state greater than or equal to a preset duration; when the vehicle is in a parking state greater than or equal to a preset duration, controlling the drive motor to enter a second standby state, the second standby state being a standby state with a wake-up duration of a second duration, and the second duration is greater than the first duration.

[0019] In the above technical solution, the vehicle can enter a high-speed coasting condition when the vehicle's current speed is high, the current driving mode is the target driving mode, the requested torque of the drive motor of the first drive axle is zero and the actual output torque of the drive motor is low, the current gear of the first drive axle is neutral, and the engine is shut down. During this high-speed coasting condition, the drive motor of the first drive axle activates a first standby state. This allows the drive motor to wake up very quickly, ensuring a seamless response to torque requests and avoiding the risk of power interruption caused by delayed drive motor wake-up in high-speed scenarios. When the current speed is low and the vehicle is parked for an extended period (i.e., long-term parking), the drive motor of the first drive axle activates a second standby state. In this second standby state, high-energy-consuming modules are deeply disabled, significantly reducing power consumption. Although the second standby state requires a longer wake-up period, the absence of immediate driving requirements during parking completely eliminates static energy waste. This solution, through dual-dimensional, graded control of vehicle speed and duration, maintains vehicle agility in high-speed scenarios and achieves extreme energy savings in parking scenarios.

[0020] In a second aspect, a device for controlling the state of a motor is provided, which includes: a determination module for: when the vehicle is in a driving state and the current driving mode is a target driving mode, determining whether the requested torque of the drive motor of the first drive axle in the vehicle is a first preset torque and whether the actual output torque of the drive motor is less than a second preset torque, the first preset torque being used to indicate that the drive motor does not need to output torque, and the absolute value of the second preset torque is greater than the first preset torque; when the requested torque is the first preset torque and the actual output torque is less than the second preset torque, determining whether the current gear position of the first drive axle is neutral; and a control module for controlling the drive motor to enter a standby state when the current gear position is neutral.

[0021] In combination with the second aspect, in some possible implementations, before determining whether the requested torque of the drive motor of the first drive axle in the vehicle is the first preset torque and whether the actual output torque of the drive motor is less than the second preset torque, the determination module is also used to determine whether the engine in the vehicle is in a stopped state; and the determination module is specifically used to determine whether the requested torque of the drive motor of the first drive axle in the vehicle is the first preset torque and whether the actual output torque of the drive motor is less than the second preset torque when the engine is in a stopped state.

[0022] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination module is also used to: determine whether the engine is used for power generation when the engine is not in a stopped state; and the determination module is specifically used to determine whether the requested torque of the drive motor of the first drive axle in the vehicle is a first preset torque and whether the actual output torque of the drive motor is less than a second preset torque when the engine is not used for power generation.

[0023] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination module is specifically further used to determine the first requested torque of the vehicle based on the current driving mode and the current opening of the target pedal after being depressed, and the target pedal is an accelerator pedal or a brake pedal; the device also includes: an adjustment module, which is used to adjust the first requested torque based on the current temperature of the power battery in the vehicle, the slope of the driving road and the current vehicle speed to obtain the second requested torque of the vehicle; a summation module, which is used to perform weighted summation of the second requested torque and the target slip rate deviation based on a first coefficient and a conversion gain base to obtain the requested torque, the first coefficient is used to allocate the requested torque to the first drive axle from the second requested torque, and the conversion gain base is used to indicate the torque that needs to be compensated for the slip rate deviation of a unit percentage, and the target slip rate deviation is the slip rate deviation of the front and rear axles.

[0024] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination module is further specifically used to: determine a second coefficient for adjusting the first requested torque based on the current temperature; determine the product of the first requested torque and the second coefficient as the third requested torque of the vehicle, and determine whether the slope is greater than the preset slope; the adjustment module is specifically used to: when the slope is greater than the preset slope, compensate the third requested torque based on the slope gain coefficient and the slope to obtain the fourth requested torque of the vehicle, and determine whether the current vehicle speed is less than the first preset speed, the slope gain coefficient being a proportional factor for converting slope resistance into compensation torque; compensate the fourth requested torque based on whether the current vehicle speed is less than the first preset speed to obtain the second requested torque, and the first preset speed is the compensation cutoff speed when the vehicle is creeping.

[0025] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the adjustment module is specifically further used to compensate the fourth requested torque based on the first preset speed, the current vehicle speed and the maximum compensation torque base to obtain the second requested torque when the current vehicle speed is less than the first preset speed, and the maximum compensation torque base is related to the static friction resistance of the tire; the determination module is specifically further used to determine whether the current vehicle speed is greater than the second preset speed when the current vehicle speed is greater than or equal to the first preset speed, and the second preset speed is greater than the first preset speed; the adjustment module is specifically further used to compensate the fourth requested torque based on the current vehicle speed and the windage torque coefficient to obtain the second requested torque when the current vehicle speed is greater than the second preset speed, and the windage torque coefficient is related to the air resistance encountered by the vehicle.

[0026] In combination with the second aspect and the above-mentioned implementation methods, in some possible implementation methods, the determination module is specifically used to determine whether the current vehicle speed of the vehicle is greater than or equal to a third preset speed; the control module is specifically used to control the drive motor to enter a first standby state when the current vehicle speed is greater than or equal to the third preset speed, and the first standby state is a standby state with a wake-up time of a first time, and the wake-up time is the time during which the drive motor can re-respond to the torque request; the determination module is specifically used to determine whether the vehicle is in a parking state greater than or equal to a preset time when the current vehicle speed is less than the third preset speed; the control module is specifically used to control the drive motor to enter a second standby state when the vehicle is in a parking state greater than or equal to a preset time, and the second standby state is a standby state with a wake-up time of a second time, and the second time is greater than the first time.

[0027] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is configured to store executable program code, and the processor is configured to retrieve and execute the executable program code from the memory, so that the vehicle executes the method of the first aspect or any possible implementation of the first aspect.

[0028] In a fourth aspect, a computer-readable storage medium is provided, which stores an executable program code. When the executable program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 This is a schematic diagram of a scenario using a drive motor provided in an embodiment of the present application;

[0030] Figure 2is a schematic flow chart of a method for controlling a motor state provided in an embodiment of the present application;

[0031] Figure 3 This is a schematic diagram of controlling a drive motor to enter a standby state provided by an embodiment of the present application;

[0032] Figure 4 is a schematic diagram of determining a requested torque of a drive motor of a first drive axle in a vehicle provided by an embodiment of the present application;

[0033] Figure 5 1 is a schematic structural diagram of a device for controlling a motor state provided in an embodiment of the present application;

[0034] Figure 6 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0035] The following will clearly and thoroughly describe the technical solutions in this application in conjunction with the accompanying drawings. In the description of the embodiments of this application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more than two.

[0036] In the following, the terms "first" and "second" are used for descriptive purposes only and should not be understood to imply or suggest relative importance or implicitly indicate the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0037] Figure 1 This is a schematic diagram of a scenario using a drive motor provided by an embodiment of the present application. Figure 1 Taking the front axle drive motor as an example, the problems in the related technology are described.

[0038] For example, Figure 1 As shown, vehicle A is a hybrid four-wheel drive vehicle. The front axle drive motor in vehicle A is connected to the drive wheels via a speed reducer. As vehicle A moves, the rotor of the front axle drive motor rotates to generate torque, which is then transmitted to the drive wheels via the speed reducer, controlling their rotation and thus propel vehicle A forward.

[0039] However, when vehicle A is traveling in economy mode at a relatively stable speed, a situation arises where vehicle A requires no power and can maintain power output solely through the rear axle drive motor. The requested torque of the front axle drive motor can be zero. However, the actual torque output by the front axle drive motor fluctuates around zero torque, and this fluctuating torque output by the front axle drive motor consumes the hybrid vehicle's electrical energy. In this case, the motor controller controls the actual torque to keep the front axle drive motor's output torque as close to zero as possible, which also requires the motor controller to consume the hybrid vehicle's electrical energy.

[0040] In order to reduce the power consumption of the vehicle (hybrid four-wheel drive vehicle), this application proposes a method for controlling the motor state, which can be seen as follows: Figure 2 .

[0041] Figure 2 This is a schematic flowchart of a method for controlling the state of a motor provided in an embodiment of the present application.

[0042] It should be understood that the method for controlling the motor state provided in the embodiment of the present application can be applied to Figure 1 The vehicle shown (eg, vehicle A).

[0043] For example, Figure 2 As shown, the method 200 includes the following steps 201 to 203.

[0044] Step 201, when the vehicle is in a driving state and the current driving mode is a target driving mode, determine whether the requested torque of the drive motor of the first drive axle in the vehicle is a first preset torque and whether the actual output torque of the drive motor is less than a second preset torque, the first preset torque being used to indicate that the drive motor does not need to output torque, and the absolute value of the second preset torque being greater than the first preset torque.

[0045] It should be understood that the vehicle described above is a hybrid four-wheel drive vehicle, and the first drive axle is either the front drive axle or the rear drive axle. The drive motor of the front drive axle may be referred to as the front axle drive motor, and the drive motor of the rear drive axle may be referred to as the rear axle drive motor. The "target driving mode" in step 201 above is a driving mode aimed at improving energy efficiency and can be considered a driving mode that does not prioritize power. Optionally, the target driving mode is an economy mode, a standard mode, or a comfort mode.

[0046] It should also be understood that the "first preset torque" in step 201 is zero torque. The second preset torque can be a positive torque or a negative torque, and the second preset torque is relatively close to the first preset torque. Optionally, the second preset torque is 2 N·m.

[0047] In some embodiments, the method for determining the actual output torque of the drive motor in step 201 includes: measuring the actual output torque through a torque sensor on the output shaft of the drive motor; or, obtaining the measured phase voltage and phase current of the drive motor; determining the input power of the drive motor based on the phase voltage and the phase current; determining the electromagnetic power of the drive motor based on the input power, the copper loss power and the iron loss power of the drive motor; determining the ratio between the electromagnetic power and the mechanical angular velocity of the drive motor as the electromagnetic torque of the drive motor; and determining the difference between the electromagnetic torque and the mechanical loss torque of the drive motor as the actual output torque.

[0048] It should be understood that in the above scheme, the copper loss power of the drive motor refers to the power loss caused by resistive heating when the phase current passes through the winding of the drive motor (specifically, copper conductor or aluminum conductor). The copper loss power can be obtained based on the phase current and resistance. The iron loss power refers to the sum of the hysteresis power loss and eddy current power loss caused by the magnetic field in the iron core of the drive motor (specifically, the stator or rotor). The iron loss power can be obtained based on the phase voltage and power supply frequency. Electromagnetic power refers to the power transferred from the stator to the rotor through the air gap magnetic field inside the drive motor. It is the bridge power for converting electrical energy into mechanical energy.

[0049] It should also be understood that in the above scheme, the mechanical angular velocity of the drive motor is the actual rotational speed of the rotor. Electromagnetic torque refers to the pure electromagnetic force torque acting on the rotor generated by the interaction between the stator magnetic field and the rotor magnetic field inside the drive motor. In addition, mechanical loss torque includes friction loss torque and windage loss torque, etc. The friction loss torque refers to the resistance torque generated by the relative movement of the solid contact surface when the motor bearing of the drive motor rotates, which can be obtained based on the friction coefficient of the solid contact surface, the radial pressure of the bearing and the contact radius of the bearing, wherein the motor bearing is used to support and guide the rotation of the motor shaft and bear the weight of related components. The windage loss torque refers to the torque consumed by gas resistance when the rotor rotates in the air, which can be obtained based on the windage coefficient, air density and rotor radius.

[0050] In some embodiments, the electromagnetic power of the drive motor is determined based on the input power, the copper loss power and the iron loss power of the drive motor, including: determining the sum of the copper loss power and the iron loss power as the loss power; and determining the difference between the input power and the loss power as the electromagnetic power.

[0051] In one possible implementation, before determining in step 201 whether the requested torque of the drive motor of the first drive axle in the vehicle is the first preset torque and whether the actual output torque of the drive motor is less than the second preset torque, the method 200 also includes: determining whether the engine in the vehicle is in a stopped state; and determining in step 201 whether the requested torque of the drive motor of the first drive axle in the vehicle is the first preset torque and whether the actual output torque of the drive motor is less than the second preset torque includes: when the engine is in a stopped state, determining whether the requested torque of the drive motor of the first drive axle in the vehicle is the first preset torque and whether the actual output torque of the drive motor is less than the second preset torque.

[0052] It should be understood that in the above solution, when the engine is stopped (i.e., not running), the vehicle is traveling in the target driving mode, the requested torque of the drive motor of the first drive axle in the vehicle is zero torque and the actual output torque of the drive motor is very small, and the first drive axle is in neutral, the vehicle may be in a coasting condition. For example, this may be an energy-saving driving scenario when the vehicle is coasting downhill.

[0053] In the above technical solution, when the engine is running, if the electricity generated by the generator is not consumed by the drive motor, it will be forced to dissipate through bleeder resistors and other means. This solution ensures that the engine is completely shut down before triggering the drive motor to enter standby mode, which can completely eliminate ineffective losses in the energy conversion process. At the same time, it can avoid the charging and discharging losses caused by the power battery absorbing redundant electricity while the engine is running. Therefore, this solution adds a pre-determination of the engine shutdown state when the vehicle is in driving state, the current driving mode is the target driving mode, the requested torque of the drive motor of the first drive axle in the vehicle is zero torque and the actual output torque of the drive motor is low, and the current gear of the first drive axle is neutral. This can significantly optimize the vehicle's energy management efficiency. In addition, when the vehicle is in coasting mode, allowing the drive motor of the first drive axle to enter standby mode can also increase energy recovery efficiency and reduce thermal management burden.

[0054] In one possible implementation, the method 200 further includes: determining whether the engine is used for power generation when the engine is not in a stopped state; and determining whether the requested torque of the drive motor of the first drive axle in the vehicle is a first preset torque and whether the actual output torque of the drive motor is less than a second preset torque in step 201, including: determining whether the requested torque of the drive motor of the first drive axle in the vehicle is a first preset torque and whether the actual output torque of the drive motor is less than the second preset torque when the engine is not used for power generation.

[0055] It should be understood that the "engine is not shut down" in the above solution can mean that the engine is in the running state or the idling state. The running state means that the engine is operating normally and outputting power to the outside; the idling state means that the engine is running without load and does not output power to the outside.

[0056] It should be noted that when the vehicle is operating in the target driving mode, the requested torque of the drive motor of the first drive axle is zero, the actual output torque of the drive motor is low, the first drive axle is in neutral, and the engine is not shut down, the engine can be used for power generation or not. For example, if the first drive axle is the front drive axle, after the clutch between the engine and the front axle drive motor is disconnected (the first drive axle is in neutral), the front axle drive path between the engine and the front axle drive motor is decoupled, and the engine can drive the generator to generate electricity, which is then stored in the power battery. This is the process of the engine being used for power generation. The engine can also be used for power generation, in which case the engine can be in an idling state. The engine being in an active state, not used for power generation, and not mechanically connected to the front axle drive motor can be described as a transient state. For example, the engine warm-up state can occur during the gradual increase in water / oil temperature during a cold start. The driving mode transition state can occur during the speed synchronization phase before switching from pure electric mode to parallel drive mode.

[0057] It should also be noted here that, taking the first drive axle as the front drive axle as an example, when the engine is used for power generation (there is no mechanical connection between the engine and the front axle drive motor), the front axle drive motor generally does not enter the standby state. This is because when the engine is used for power generation during high-speed cruising, if a sudden acceleration is required (such as overtaking), the vehicle needs to switch to parallel drive mode instantly. If the front axle drive motor is in standby mode, there will be a certain response delay. This will cause the vehicle to accelerate lagging, causing the driver to perceive power jams and the vehicle's four-wheel drive torque distribution to be inaccurate (the rear axle drive motor has responded, and the front axle drive motor is delayed).

[0058] In the above technical solution, when the engine is not used for power generation and is disconnected from the first axle's drive motor (the first axle is in neutral), the drive motor is controlled to enter a standby state. This is because after the clutch is disengaged, the engine, whether in operation or idling, cannot apply unexpected torque to the first axle's drive motor through the mechanical connection. At the same time, the power generation dependency chain is broken, and when the engine is not used for power generation, the first axle's drive motor is completely relieved of its backup power supply duties, eliminating redundant power supply losses.

[0059] Figure 3 This is a schematic diagram of a method for controlling a drive motor to enter a standby state provided by an embodiment of the present application. Figure 3, and taking the target driving mode as the economic mode, the first preset torque as zero torque, and the second preset torque as 2 N·m as an example, the control process of the state of the drive motor is described.

[0060] For example, Figure 3 As shown, when the vehicle is in motion and the current driving mode is economy mode, it is determined whether the requested torque of the drive motor of the first drive axle in the vehicle is zero torque and whether the actual output torque of the drive motor is less than 2N·m; if the requested torque is zero torque and the actual output torque is less than 2N·m, it is determined whether the engine is in a stopped state; if the engine is in a stopped state, it is determined whether the current gear of the first drive axle is neutral; if the current gear of the first drive axle is neutral, the drive motor of the first drive axle is controlled to enter a standby state. If the engine is not in a stopped state, it is determined whether the engine is not used for power generation; if the engine is not used for power generation, the drive motor of the first drive axle is controlled to enter a standby state. If the requested torque is not zero torque and / or the actual output torque is not less than 2N·m, or the current gear of the first drive axle is not neutral, or the engine is used for power generation, the drive motor of the first drive axle is controlled to prohibit entering a standby state.

[0061] The following describes “a process of determining a requested torque of a drive motor of a first drive axle in a vehicle”.

[0062] In one possible implementation, the method for determining the requested torque of the drive motor of the first drive axle in the vehicle in step 201 includes: determining the first requested torque of the vehicle based on the current driving mode and the current opening of a target pedal after being depressed, the target pedal being an accelerator pedal or a brake pedal; adjusting the first requested torque based on the current temperature of the power battery in the vehicle, the slope of the driving road, and the current vehicle speed to obtain a second requested torque of the vehicle; and performing a weighted summation of the second requested torque and a target slip ratio deviation based on a first coefficient and a conversion gain base to obtain the requested torque, the first coefficient being used to allocate the requested torque to the first drive axle from the second requested torque, the conversion gain base being used to indicate the torque that needs to be compensated for a slip ratio deviation per unit percentage, the target slip ratio deviation being the slip ratio deviation of the front and rear axles.

[0063] It should be understood that the current opening degree of the target pedal after being depressed in the above scheme refers to the ratio of the vertical travel of the target pedal from the time the target pedal is depressed from rest to the time the target pedal is fully depressed to the total travel of the target pedal, which can be expressed as a percentage. Furthermore, the target slip ratio deviation can be expressed as a percentage.

[0064] It should also be understood that the first coefficient in the above solution specifically refers to the torque proportion allocated to the first drive axle from the requested torque when the vehicle requests torque from the drive motors (including the drive motors of the front drive axle and the drive motors of the rear drive axle). For example, if the first coefficient is 30%, the torque proportion allocated to the second drive axle from the requested torque (the third coefficient) is 70%. The first drive axle and the second drive axle are different, and the first drive axle is either the front drive axle or the rear drive axle, and the second drive axle is either the front drive axle or the rear drive axle.

[0065] In addition, the unit of the conversion gain base mentioned above is N·m / %. The conversion gain base is related to the current vehicle speed, the current road adhesion coefficient of the driving road, and the peak torque of the driving motor of the first driving axle.

[0066] In this technical solution, the first requested torque is determined based on the current opening degree after the target pedal is depressed and the current driving mode. This achieves a linear match between driver demand and power output, avoiding the power redundancy or insufficiency caused by traditional fixed opening curves. Furthermore, by dynamically adjusting the first requested torque based on the current power battery temperature, road grade, and vehicle speed, this prevents excessive torque output from the drive motor when the power battery is low or high, reduces torque output when going uphill and causing the vehicle to roll, and reduces torque output at high speeds and causing insufficient power. In other words, this solution ensures constant matching of power output with vehicle conditions. Furthermore, by integrating the front axle torque distribution coefficient with front and rear axle slip ratio deviation compensation through a weighted summation approach, torque distribution between the front and rear axles is optimized in real time, accurately allocating the requested torque to the first axle's drive motor.

[0067] In some embodiments, based on the current driving mode and the current opening of the target pedal after being depressed, the first requested torque of the vehicle is determined, including: determining the total required torque of the vehicle based on the current opening and a first corresponding relationship, the first corresponding relationship being used to indicate that a sample pedal opening corresponds to a total required torque of the vehicle; determining the first requested torque based on an adjustment coefficient corresponding to the total required torque of the vehicle and the current driving mode.

[0068] It should be understood that when the target pedal is an accelerator pedal, the corresponding requested torque is specifically a driving requested torque; and when the target pedal is a brake pedal, the corresponding requested torque is specifically a braking requested torque.

[0069] In some embodiments, determining the first requested torque based on the total vehicle torque demand and an adjustment coefficient corresponding to the current driving mode includes: when the current driving mode is the economy mode, determining the first requested torque as the product of the total vehicle torque demand and a fourth coefficient; when the current driving mode is the standard mode, determining the first requested torque as the product of the total vehicle torque demand and a fifth coefficient, the fourth coefficient being less than the fifth coefficient; when the current driving mode is the comfort mode, determining the adjustment coefficient corresponding to the comfort mode as an adjustment base; and determining a time difference between a time last used to determine the first requested torque and a current time, the adjustment base being used to limit a rate of change of the requested torque, the adjustment base being the requested torque that can change per unit time; determining the product of the adjustment base and the time difference as a first torque adjustment; when the target pedal is the accelerator pedal, determining the first requested torque as the sum of the total vehicle torque demand and the first torque adjustment; and when the target pedal is the brake pedal, determining the first requested torque as the difference between the total vehicle torque demand and the first torque adjustment.

[0070] It should be understood that the fourth and fifth coefficients in the above solution are dimensionless. Optionally, the fourth coefficient is 0.8, and the fifth coefficient is 1. Furthermore, the adjustment base is expressed in N·m / s. Furthermore, the time last used to determine the first requested torque is not limited to the time last used to determine the first requested torque when the vehicle was in comfort mode.

[0071] In some embodiments, the method for determining the conversion gain base includes: obtaining a benchmark conversion gain base, a corresponding benchmark vehicle speed, a corresponding benchmark adhesion coefficient, and a corresponding benchmark peak torque; adjusting the benchmark conversion gain base based on the current vehicle speed and the benchmark vehicle speed to obtain a first conversion gain base; adjusting the first conversion gain base based on the current road adhesion coefficient and the benchmark adhesion coefficient to obtain a second conversion gain base; adjusting the second conversion gain base based on the peak torque of the drive motor of the first drive axle and the benchmark peak torque to obtain the conversion gain base.

[0072] In some embodiments, based on the current vehicle speed and the reference vehicle speed, the reference conversion gain base is adjusted to obtain a first conversion gain base, including: determining a first deviation amplitude of the current vehicle speed relative to the reference vehicle speed; determining the product of the reference conversion gain base and the first deviation amplitude as a first gain adjustment amount; when the current vehicle speed is greater than the reference vehicle speed, determining the difference between the reference conversion gain base and the first gain adjustment amount as the first conversion gain base; when the current vehicle speed is less than the reference vehicle speed, determining the sum of the reference conversion gain base and the first gain adjustment amount as the first conversion gain base; when the current vehicle speed is equal to the reference vehicle speed, determining the reference conversion gain base as the first conversion gain base.

[0073] In some embodiments, the first conversion gain base is adjusted based on the current road surface adhesion coefficient and the benchmark adhesion coefficient to obtain a second conversion gain base, including: determining a second deviation amplitude of the current road surface adhesion coefficient relative to the benchmark adhesion coefficient; determining the product of the first conversion gain base and the second deviation amplitude as a second gain adjustment amount; when the current road surface adhesion coefficient is less than the benchmark adhesion coefficient, determining the sum of the first conversion gain base and the second gain adjustment amount as the second conversion gain base; when the current road surface adhesion coefficient is greater than the benchmark adhesion coefficient, determining the difference between the first conversion gain base and the second gain adjustment amount as the second conversion gain base; when the current road surface adhesion coefficient is equal to the benchmark adhesion coefficient, determining the first conversion gain base as the second conversion gain base.

[0074] In some embodiments, the second conversion gain base is adjusted based on the peak torque and the reference peak torque of the drive motor of the first drive axle to obtain the conversion gain base, including: determining a third deviation amplitude of the peak torque relative to the reference peak torque; determining the product of the second conversion gain base and the third deviation amplitude as a third gain adjustment amount; when the peak torque is greater than the reference peak torque, determining the sum of the second conversion gain base and the third gain adjustment amount as the conversion gain base; when the peak torque is less than the reference peak torque, determining the difference between the second conversion gain base and the third gain adjustment amount as the conversion gain base; when the peak torque is equal to the reference peak torque, determining the second conversion gain base as the conversion gain base.

[0075] In some embodiments, based on the first coefficient and the conversion gain base, performing a weighted summation on the second requested torque and the target slip ratio deviation to obtain the requested torque includes: determining the requested torque based on the following formula (1);

[0076] Trequest-tor =ξ1*T request-tor2 +K con-gain *ΔS (1)

[0077] Among them, T request-tor is the requested torque, ξ1 is the first coefficient, T request-tor2 is the second requested torque, K con-gain is the conversion gain base, and ΔS is the target slip ratio deviation.

[0078] In one possible implementation, the first requested torque is adjusted based on the current temperature of the power battery in the vehicle, the slope of the driving road, and the current vehicle speed to obtain the second requested torque of the vehicle, including: determining a second coefficient for adjusting the first requested torque based on the current temperature; determining the product of the first requested torque and the second coefficient as the third requested torque of the vehicle, and determining whether the slope is greater than a preset slope; when the slope is greater than the preset slope, compensating the third requested torque based on a slope gain coefficient and the slope to obtain a fourth requested torque of the vehicle, and determining whether the current vehicle speed is less than a first preset speed, the slope gain coefficient being a proportional factor for converting slope resistance into compensation torque; compensating the fourth requested torque based on whether the current vehicle speed is less than a first preset speed to obtain the second requested torque, the first preset speed being the compensation cutoff speed when the vehicle is creeping.

[0079] It should be understood that the "preset slope" in the above solution can be represented by a percentage to indicate the speed at which the vehicle's climbing mode can be triggered. Optionally, when the vehicle is a hybrid off-road vehicle, the preset slope is 5%. Optionally, the first preset speed is 5 km / h. Typically, the slope gain coefficient has a value range of (1, 1.5). On slippery roads, the slope gain coefficient is 0.6. Optionally, the slope gain coefficient is 1.2.

[0080] In the above technical solution, the second coefficient is determined in real time based on the current temperature. This allows a larger second coefficient to be determined when the power battery is at low temperatures, and a smaller second coefficient to be determined when it is at high temperatures. This allows the first requested torque to be scaled to the third requested torque, effectively mitigating the risk of over-discharge of the power battery in either low or high temperature environments. At room temperature, the first requested torque is not adjusted; that is, the second coefficient is 1. This extends the life of the power battery and reduces thermal management energy consumption. On steep slopes, a grade gain coefficient is used to convert the slope angle into a compensation torque, which increases the third requested torque by a certain amount, completely eliminating the risk of rolling on an uphill slope. This precisely offsets the effects of grade resistance on the vehicle. Furthermore, the current vehicle speed is determined to be less than a first preset speed. If so, creep compensation is activated. A closed-loop algorithm based on vehicle speed and output torque is used to increase the fourth requested torque by a certain amount, achieving smooth low-speed control without pedal input. Therefore, this solution enables precise vehicle control while accurately determining the second requested torque.

[0081] In some embodiments, based on the current temperature, a second coefficient for adjusting the first requested torque is determined, including: when the current temperature is greater than a first preset temperature, determining the second coefficient as a sixth coefficient, the sixth coefficient being used to indicate that the first requested torque is to be attenuated; when the current temperature is less than a second preset temperature, determining the second coefficient as a seventh coefficient, the seventh coefficient being used to indicate that the first requested torque is to be attenuated, and the seventh coefficient being greater than the sixth coefficient; when the current temperature is between the second preset temperature and the first preset temperature, determining the second coefficient as a preset coefficient, the preset coefficient being greater than the seventh coefficient.

[0082] It should be understood that the preset coefficient in the above scheme is 1, that is, when the current temperature is between the second preset temperature and the first preset temperature, the first requested torque is not attenuated. Optionally, the value range of the seventh coefficient is (50%, 80%), and the value range of the sixth coefficient is (0%, 30%).

[0083] In addition, in the above solution, the first preset temperature is a high temperature, and the second preset temperature is a low temperature. Optionally, the first preset temperature is 45°C, and the second preset temperature is 0°C.

[0084] In some embodiments, the third requested torque is compensated based on a slope gain coefficient and the slope to obtain a fourth requested torque of the vehicle, including: determining the slope resistance to the vehicle based on the slope, the total mass of the vehicle and the acceleration of gravity; converting the slope resistance into a first requested torque based on the slope resistance, the rolling radius of the wheels in the vehicle, the target transmission ratio and the target transmission efficiency, the target transmission ratio being the ratio between the input shaft speed and the output shaft speed of the reducer in the power transmission system of the vehicle, and the target transmission efficiency being the ratio between the output mechanical power and the input mechanical power of the reducer; determining the product of the slope gain coefficient and the first requested torque as the second requested torque; and determining the sum of the second requested torque and the third requested torque as the fourth requested torque.

[0085] In some embodiments, determining the slope resistance experienced by the vehicle based on the slope, the total mass of the vehicle, and the acceleration of gravity includes: determining the slope resistance based on the following formula (2);

[0086] F grade-re =m*g*sin(θ) (2)

[0087] Among them, F grade-re is the slope resistance, m is the total mass of the vehicle, g is the acceleration due to gravity, and θ is the slope.

[0088] In some embodiments, based on the grade resistance, the rolling radius of the wheels in the vehicle, the target transmission ratio, and the target transmission efficiency, converting the grade resistance into the first required torque includes: converting the grade resistance into the first required torque based on the following formula (3);

[0089]

[0090] Among them, T grade-re is the first required torque, r wheel For this r wheel The rolling radius of the wheels in the vehicle, i gear is the target transmission ratio, η trans is the target transmission efficiency.

[0091] In one possible implementation, the fourth requested torque is compensated based on whether the current vehicle speed is less than a first preset speed to obtain the second requested torque, including: when the current vehicle speed is less than the first preset speed, the fourth requested torque is compensated based on the first preset speed, the current vehicle speed and a maximum compensation torque base to obtain the second requested torque, the maximum compensation torque base being related to the static friction resistance of the tire; when the current vehicle speed is greater than or equal to the first preset speed, determining whether the current vehicle speed is greater than a second preset speed, the second preset speed being greater than the first preset speed; when the current vehicle speed is greater than the second preset speed, the fourth requested torque is compensated based on the current vehicle speed and a windage torque coefficient to obtain the second requested torque, the windage torque coefficient being related to the air resistance encountered by the vehicle.

[0092] It should be understood that the maximum compensation torque base in the above scheme can be regarded as the first torque, with the unit of N·m, which is used to overcome the static friction of the tires when the vehicle is traveling. Optionally, the maximum compensation torque base is 15N·m. The second preset speed in the above scheme is the compensation cutoff speed when the vehicle is affected by wind resistance when traveling at high speed. It can be understood that the second preset speed is the perceived turning point speed. When the second preset speed is exceeded, the driver can feel that the acceleration of the vehicle is significantly enhanced. Optionally, the second preset speed is 90km / h. In addition, the windage torque coefficient in the above scheme is used to overcome the air resistance of the vehicle when the vehicle is traveling, and its unit is N·m / (km / h) 2 .

[0093] In the above technical solution, when the current vehicle speed is relatively low, the fourth requested torque is compensated based on the first preset speed, the current vehicle speed and the maximum compensation torque base. This can eliminate the risk of the vehicle slipping on a slope when the vehicle is creeping at a reduced speed, and can also reduce the pulse current loss of the drive motor when overcoming static friction. When the current vehicle speed is relatively high, the windage torque coefficient is used to convert air resistance into compensation torque, so that the vehicle maintains the torque required for the current speed when cruising at high speed, avoiding pedal depth adjustment caused by sudden changes in wind resistance. At the same time, by accurately dividing the low-speed creep compensation zone and the high-speed windage compensation zone, unnecessary torque compensation in the medium-speed domain can be avoided, so that the drive system always operates in the high-efficiency range. Therefore, this solution can significantly optimize the torque control accuracy of the drive motor of the first drive axle through the dual-speed domain dynamic compensation mechanism.

[0094] In some embodiments, based on the first preset speed, the current vehicle speed, and the maximum compensation torque base, compensating the fourth requested torque to obtain the second requested torque includes: determining the second requested torque based on the following formula (4);

[0095]

[0096] Among them, T request-tor4 is the fourth requested torque, T com-coeff-max is the maximum compensation torque base, v current is the current vehicle speed, and v1 is the first preset speed.

[0097] In some embodiments, based on the current vehicle speed and the windage torque coefficient, compensating the fourth requested torque to obtain the second requested torque includes: determining the second requested torque based on the following formula (5);

[0098] T request-tor2 =T request-tor4 +ξ wind-re-tor-coeff *v current 2 (5)

[0099] Among them, ξ wind-re-tor-coeff is the windage torque coefficient.

[0100] In some embodiments, the method for determining the drag torque coefficient includes: determining the drag torque coefficient based on air density, drag coefficient, a frontal area of ​​the vehicle, and a rolling radius of a wheel in the vehicle.

[0101] In some embodiments, determining the drag torque coefficient based on air density, drag coefficient, frontal area of ​​the vehicle, and rolling radius of wheels in the vehicle includes: determining the drag torque coefficient based on the following formula (6);

[0102]

[0103] Where ρ is the air density, C d is the drag coefficient, and A is the frontal area of ​​the vehicle.

[0104] Optionally, the air density is 1.2 kg / m 3 , the drag coefficient is 0.3, and the frontal area of ​​the vehicle is 2.5m 2 , the rolling radius of the wheels in this vehicle is 0.35m.

[0105] It should be explained here that after substituting formula (6) into formula (5), the unit on the left side of the target equation is kg*(km / h) 2 , specifically kg*(m / s) 2 , which is equivalent to N·m on the right side of the target equation.

[0106] Figure 4 This is a schematic diagram of determining the requested torque of the drive motor of the first drive axle in a vehicle provided by an embodiment of the present application. Figure 4, and the current driving mode is the economic mode, the target pedal is the accelerator pedal, and the driving road surface is an uphill road, describing the determination process of the requested torque.

[0107] For example, Figure 4 As shown, based on the economy mode and the current opening of the accelerator pedal after being depressed, the first requested torque of the vehicle is determined; based on the current temperature of the power battery in the vehicle, the slope of the driving road and the current vehicle speed, the first requested torque is adjusted to obtain the second requested torque of the vehicle; based on the first coefficient and the conversion gain base, the second requested torque and the target slip rate deviation are weighted and summed to obtain the requested torque of the drive motor of the first drive axle in the vehicle.

[0108] Among them, based on the current temperature of the power battery in the vehicle, the slope of the driving road and the current vehicle speed, the first requested torque is adjusted to obtain the second requested torque of the vehicle, which can be solved based on formulas (2) to (6); based on the first coefficient and the conversion gain base, the second requested torque and the target slip rate deviation are weighted and summed to obtain the requested torque of the drive motor of the first drive axle in the vehicle, which can be solved based on formula (1).

[0109] Step 202 : When the requested torque is the first preset torque and the actual output torque is less than the second preset torque, determine whether the current gear position of the first drive axle is neutral.

[0110] It should be understood that in the above step 202, when the current gear position of the first drive axle is neutral, it indicates that the torque transmission path from the drive motor of the first drive axle to the drive wheel is interrupted, and the torque transmission path between the rotor of the drive motor of the first drive axle and the reducer is physically disconnected.

[0111] In some embodiments, determining whether the current gear position of the first drive axle is neutral in step 202 includes: obtaining a first rotational speed of an output shaft of a drive motor of the first drive axle and a second rotational speed for driving a drive wheel in the vehicle; determining a speed ratio between the second rotational speed and the first rotational speed; determining that the current gear position of the first drive axle is neutral when the speed ratio is less than or equal to a preset speed ratio; and determining that the current gear position of the first drive axle is not neutral when the speed ratio is greater than the preset speed ratio.

[0112] Step 203: When the current gear is neutral, control the drive motor to enter a standby state.

[0113] It should be understood that “the driving motor enters the standby state” in the above step 203 means that the driving motor is not working but is in a powered state.

[0114] In one possible implementation, controlling the drive motor to enter a standby state in step 203 includes: determining whether the current vehicle speed is greater than or equal to a third preset speed; if the current vehicle speed is greater than or equal to the third preset speed, controlling the drive motor to enter a first standby state, the first standby state being a standby state with a wake-up duration of a first duration, the wake-up duration being the duration for which the drive motor can re-respond to a torque request; if the current vehicle speed is less than the third preset speed, determining whether the vehicle is in a parked state greater than or equal to a preset duration; if the vehicle is in a parked state greater than or equal to a preset duration, controlling the drive motor to enter a second standby state, the second standby state being a standby state with a wake-up duration of a second duration, the second duration being greater than the first duration.

[0115] It should be understood that the first and second standby states in the above embodiment represent different levels of standby states, differing in the duration of time it takes for the drive motor to re-respond to the torque request. Optionally, the third preset speed is 60 km / h, the first duration is 1 ms, the second duration is 5 ms, and the preset duration is 15 minutes.

[0116] In the above technical solution, the vehicle can enter a high-speed coasting condition when the vehicle's current speed is high, the current driving mode is the target driving mode, the requested torque of the drive motor of the first drive axle is zero and the actual output torque of the drive motor is low, the current gear of the first drive axle is neutral, and the engine is shut down. During this high-speed coasting condition, the drive motor of the first drive axle activates a first standby state. This allows the drive motor to wake up very quickly, ensuring a seamless response to torque requests and avoiding the risk of power interruption caused by delayed drive motor wake-up in high-speed scenarios. When the current speed is low and the vehicle is parked for an extended period (i.e., long-term parking), the drive motor of the first drive axle activates a second standby state. In this second standby state, high-energy-consuming modules are deeply disabled, significantly reducing power consumption. Although the second standby state requires a longer wake-up period, the absence of immediate driving requirements during parking completely eliminates static energy waste. This solution, through dual-dimensional, graded control of vehicle speed and duration, maintains vehicle agility in high-speed scenarios and achieves extreme energy savings in parking scenarios.

[0117] In some embodiments, before controlling the drive motor to enter the standby state in step 203, the method 200 also includes: obtaining the current remaining power of the power battery, the current slope of the driving road and the current actual speed of the vehicle; controlling the drive motor to enter the standby state in step 203 includes: controlling the drive motor to enter the standby state when the current remaining power is greater than the preset power and the current slope is less than the preset slope, and the current actual vehicle speed is less than the fourth preset speed.

[0118] Optionally, the preset power level is 60%.

[0119] It should be understood that the above solution describes controlling the drive motor to enter the standby state when the vehicle still meets the conditions of a large amount of remaining power, a small current slope, and a stable vehicle speed.

[0120] In some embodiments, the method 200 further includes: when the requested torque is not the first preset torque and / or the actual output torque is not less than the second preset torque, or the current gear of the first drive axle is not neutral, or the engine is used for power generation, controlling the drive motor of the first drive axle to prohibit entering the standby state.

[0121] Figure 5 This is a structural diagram of a device for controlling the state of a motor provided in an embodiment of the present application.

[0122] For example, Figure 5 As shown, the apparatus 500 includes:

[0123] The determination module 501 is configured to:

[0124] determining, when the vehicle is in a driving state and the current driving mode is a target driving mode, whether a requested torque of a drive motor of a first drive axle in the vehicle is a first preset torque and whether an actual output torque of the drive motor is less than a second preset torque, the first preset torque being used to indicate that the drive motor does not need to output torque, and an absolute value of the second preset torque being greater than the first preset torque;

[0125] When the requested torque is the first preset torque and the actual output torque is less than the second preset torque, determining whether the current gear position of the first drive axle is neutral;

[0126] The control module 502 is configured to control the drive motor to enter a standby state when the current gear is in neutral.

[0127] Optionally, before determining whether the requested torque of the drive motor of the first drive axle in the vehicle is the first preset torque and whether the actual output torque of the drive motor is less than the second preset torque, the determination module 501 is also used to determine whether the engine in the vehicle is in a stopped state; and the determination module 501 is specifically used to determine whether the requested torque of the drive motor of the first drive axle in the vehicle is the first preset torque and whether the actual output torque of the drive motor is less than the second preset torque when the engine is in a stopped state.

[0128] Optionally, the determination module 501 is further used to: determine whether the engine is used for power generation when the engine is not in a stopped state; and the determination module 501 is specifically further used to determine whether the requested torque of the drive motor of the first drive axle in the vehicle is a first preset torque and whether the actual output torque of the drive motor is less than a second preset torque when the engine is not used for power generation.

[0129] Optionally, the determination module 501 is further configured to determine a first requested torque of the vehicle based on the current driving mode and the current opening of a target pedal after the target pedal is depressed, the target pedal being an accelerator pedal or a brake pedal; the device 500 further comprises: an adjustment module configured to adjust the first requested torque based on the current temperature of the power battery in the vehicle, the slope of the driving road surface and the current vehicle speed to obtain a second requested torque of the vehicle; a summation module configured to perform a weighted summation of the second requested torque and a target slip ratio deviation based on a first coefficient and a conversion gain base to obtain the requested torque, the first coefficient being used to allocate a requested torque to the first drive axle from the second requested torque, the conversion gain base being used to indicate the torque that needs to be compensated for a slip ratio deviation of unit percentage, and the target slip ratio deviation being the slip ratio deviation of the front and rear axles.

[0130] Optionally, the determination module 501 is further specifically used to: determine a second coefficient for adjusting the first requested torque based on the current temperature; determine the product of the first requested torque and the second coefficient as the third requested torque of the vehicle, and determine whether the slope is greater than a preset slope; the adjustment module is specifically used to: compensate the third requested torque based on a slope gain coefficient and the slope to obtain a fourth requested torque of the vehicle when the slope is greater than the preset slope, and determine whether the current vehicle speed is less than a first preset speed, the slope gain coefficient being a proportional factor for converting slope resistance into compensation torque; compensate the fourth requested torque based on whether the current vehicle speed is less than the first preset speed to obtain the second requested torque, and the first preset speed being the compensation cutoff speed when the vehicle is creeping.

[0131] Optionally, the adjustment module is further used to compensate the fourth requested torque based on the first preset speed, the current vehicle speed and the maximum compensation torque base to obtain the second requested torque when the current vehicle speed is less than the first preset speed, and the maximum compensation torque base is related to the static friction resistance of the tire; the determination module 501 is further used to determine whether the current vehicle speed is greater than the second preset speed when the current vehicle speed is greater than or equal to the first preset speed, and the second preset speed is greater than the first preset speed; the adjustment module is further used to compensate the fourth requested torque based on the current vehicle speed and the windage torque coefficient to obtain the second requested torque when the current vehicle speed is greater than the second preset speed, and the windage torque coefficient is related to the air resistance encountered by the vehicle.

[0132] Optionally, the determination module 501 is further specifically used to determine whether the current vehicle speed of the vehicle is greater than or equal to a third preset speed; the control module 502 is further specifically used to control the drive motor to enter a first standby state when the current vehicle speed is greater than or equal to the third preset speed, the first standby state being a standby state with a wake-up time of a first time, the wake-up time being the time during which the drive motor can re-respond to the torque request; the determination module 501 is further specifically used to determine whether the vehicle is in a parking state greater than or equal to a preset time when the current vehicle speed is less than the third preset speed; the control module 502 is further specifically used to control the drive motor to enter a second standby state when the vehicle is in a parking state greater than or equal to a preset time, the second standby state being a standby state with a wake-up time of a second time, the second time being greater than the first time.

[0133] Figure 6 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0134] For example, Figure 6 As shown, the vehicle 600 includes: a memory 601 and a processor 602, wherein the memory 601 stores an executable program code 603, and the processor 602 is used to call and execute the executable program code 603 to perform a method for controlling the state of a motor.

[0135] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a method for controlling the state of a motor provided in an embodiment of the present application.

[0136] In this embodiment, the device can be divided into functional modules based on the above-described method examples. For example, each functional module can be mapped to a specific functional module, 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 a logical functional division. In actual implementation, other division methods may be used.

[0137] In the case of dividing each functional module into corresponding functional modules, the device may further include a determination module, a control module, an adjustment module, a summing module, etc. It should be noted that all relevant contents involved in the above method embodiments can be referred to the functional description of the corresponding functional modules and will not be repeated here.

[0138] It should be understood that the device provided in this embodiment is used to execute the above-mentioned method for controlling the motor state, and thus can achieve the same effect as the above-mentioned implementation method.

[0139] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is used in a vehicle, the processing module may be used to control and manage the vehicle's movements. The storage module may be used to support the vehicle's execution of relevant executable program code, etc.

[0140] The processing module may be a processor or controller that implements or executes the various exemplary logic blocks, modules, and circuits described in conjunction with the present disclosure. 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.

[0141] In addition, the device provided in the embodiments of the present application can specifically be a chip, component or module, and the chip may include a connected processor and memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a method for controlling the motor state provided in the above embodiment.

[0142] This embodiment also provides a computer-readable storage medium, which stores executable program code. When the executable program code runs on a computer, the computer executes the above-mentioned related method steps to implement a method for controlling the motor state provided in the above embodiment.

[0143] This embodiment further provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a method for controlling the state of a motor provided in the above embodiment.

[0144] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0145] 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.

[0146] 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.

[0147] The above content is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A method for controlling the state of a motor, characterized in that: The method comprises: determining, when the vehicle is in a driving state and a current driving mode is a target driving mode, whether a requested torque of a drive motor of a first drive axle in the vehicle is a first preset torque and whether an actual output torque of the drive motor is less than a second preset torque, the first preset torque being used to indicate that the drive motor does not need to output torque, and an absolute value of the second preset torque being greater than the first preset torque; determining whether a current gear position of the first drive axle is neutral when the requested torque is the first preset torque and the actual output torque is less than the second preset torque; When the current gear is neutral, the drive motor is controlled to enter a standby state.

2. The method according to claim 1, characterized in that Before determining whether the requested torque of the drive motor of the first drive axle in the vehicle is the first preset torque and whether the actual output torque of the drive motor is less than the second preset torque, the method further includes: determining whether an engine in the vehicle is in a stopped state; Furthermore, determining whether the requested torque of the drive motor of the first drive axle in the vehicle is a first preset torque and whether the actual output torque of the drive motor is less than a second preset torque includes: When the engine is in a stopped state, it is determined whether a request torque of a drive motor of a first drive axle in the vehicle is a first preset torque and an actual output torque of the drive motor is less than a second preset torque.

3. The method according to claim 2, characterized in that The method further comprises: When the engine is in a non-stop state, determining whether the engine is used for power generation; Furthermore, determining whether the requested torque of the drive motor of the first drive axle in the vehicle is a first preset torque and whether the actual output torque of the drive motor is less than a second preset torque includes: When the engine is not used for power generation, it is determined whether a request torque of a drive motor of a first drive axle in the vehicle is a first preset torque and an actual output torque of the drive motor is less than a second preset torque.

4. The method according to claim 1, wherein The method for determining the requested torque of the drive motor of the first drive axle in the vehicle includes: determining a first requested torque of the vehicle based on the current driving mode and a current opening degree of a target pedal after being depressed, the target pedal being an accelerator pedal or a brake pedal; adjusting the first requested torque based on a current temperature of a power battery in the vehicle, a slope of a driving road, and a current vehicle speed to obtain a second requested torque for the vehicle; The requested torque is obtained by performing a weighted summation of the second requested torque and the target slip ratio deviation based on a first coefficient and a conversion gain base. The first coefficient is used to allocate the requested torque to the first drive axle from the second requested torque. The conversion gain base is used to indicate the torque required to compensate for a slip ratio deviation per unit percentage. The target slip ratio deviation is the slip ratio deviation between the front and rear axles.

5. The method according to claim 4, characterized in that The adjusting the first requested torque based on the current temperature of the power battery in the vehicle, the slope of the driving road, and the current vehicle speed to obtain the second requested torque of the vehicle includes: determining a second coefficient for adjusting the first requested torque based on the current temperature; determining a product of the first requested torque and the second coefficient as a third requested torque of the vehicle, and determining whether the slope is greater than a preset slope; When the slope is greater than the preset slope, the third requested torque is compensated based on a slope gain coefficient and the slope to obtain a fourth requested torque of the vehicle, and determining whether the current vehicle speed is less than a first preset speed, wherein the slope gain coefficient is a proportional factor that converts slope resistance into compensation torque; The fourth requested torque is compensated based on whether the current vehicle speed is less than a first preset speed to obtain the second requested torque. The first preset speed is a compensation cutoff speed when the vehicle is creeping.

6. The method according to claim 5, characterized in that The compensating the fourth requested torque based on whether the current vehicle speed is less than a first preset speed to obtain the second requested torque includes: When the current vehicle speed is less than the first preset speed, the fourth requested torque is compensated based on the first preset speed, the current vehicle speed, and a maximum compensation torque base to obtain the second requested torque, wherein the maximum compensation torque base is related to the static friction resistance of the tire; If the current vehicle speed is greater than or equal to the first preset speed, determining whether the current vehicle speed is greater than a second preset speed, the second preset speed being greater than the first preset speed; When the current vehicle speed is greater than the second preset speed, the fourth requested torque is compensated based on the current vehicle speed and a windage torque coefficient to obtain the second requested torque, where the windage torque coefficient is related to air resistance experienced by the vehicle.

7. The method according to any one of claims 1 to 6, characterized in that The controlling the driving motor to enter a standby state includes: determining whether a current speed of the vehicle is greater than or equal to a third predetermined speed; When the current vehicle speed is greater than or equal to the third preset speed, controlling the drive motor to enter a first standby state, wherein the first standby state is a standby state having a first wake-up time, wherein the wake-up time is a time during which the drive motor can respond to the torque request again; When the current vehicle speed is less than the third preset speed, determining whether the vehicle is in a parked state for a time period greater than or equal to a preset time period; When the vehicle is in a parking state for a time period greater than or equal to a preset time period, the drive motor is controlled to enter a second standby state, where the second standby state is a standby state with a wake-up time period of a second time period, and the second time period is greater than the first time period.

8. A device for controlling the state of a motor, characterized in that: The device comprises: Identify modules for: determining, when the vehicle is in a driving state and a current driving mode is a target driving mode, whether a requested torque of a drive motor of a first drive axle in the vehicle is a first preset torque and whether an actual output torque of the drive motor is less than a second preset torque, the first preset torque being used to indicate that the drive motor does not need to output torque, and an absolute value of the second preset torque being greater than the first preset torque; determining whether a current gear position of the first drive axle is neutral when the requested torque is the first preset torque and the actual output torque is less than the second preset torque; The control module is used to control the drive motor to enter a standby state when the current gear is neutral.

9. A vehicle, characterized in that: The vehicle comprises: a memory for storing executable program code; A processor is configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores an executable program code, and when the executable program code is executed, the method according to any one of claims 1 to 7 is implemented.

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