Motor control method and device applied to vehicle

Abstract

The embodiment of the invention provides a motor control method and device applied to a vehicle, the vehicle comprises a plurality of motors, and the motor control method comprises the steps that when it is determined that the vehicle slides, the target anti-sliding torque corresponding to each motor is obtained; the torque allowable deviation between coaxial motors is determined through the yaw characteristic parameters of the vehicle; and the multiple motors are controlled to operate according to the target anti-sliding torque corresponding to each motor and the torque allowable deviation between the coaxial motors. According to the technical scheme, the tire can be prevented from continuously slipping, so that the purpose of preventing the vehicle from continuously slipping is achieved, and the safety performance of the vehicle is improved.

Description

Technical Field

[0001] The present application relates to the field of electromechanical control technology, and more specifically, to a motor control method and device for a vehicle. Background Art

[0002] With the rapid development of automobile technology, using cars as a means of transportation has become one of the most commonly used modes of travel.

[0003] In related technologies, when a vehicle travels on slippery roads caused by rain or snow, or on unpaved roads in the wild, the tires slip as the adhesion coefficient between the tires and the road decreases, preventing them from providing sufficient driving force. This causes the vehicle to move in an inconsistent direction, leading to a skid. If the vehicle continues to skid, its maneuverability will continue to decline. In extreme cases, it may induce dangerous conditions such as a tailspin or rollover, significantly reducing vehicle safety.

[0004] Therefore, how to prevent the vehicle from continuously sliding during driving has become an urgent problem to be solved. Summary of the Invention

[0005] To solve the above technical problems, embodiments of the present application provide a motor control method, device, computer-readable storage medium, and electronic device for use in a vehicle.

[0006] According to one aspect of an embodiment of the present application, a motor control method for a vehicle is provided, wherein the vehicle includes multiple motors, and the motor control method includes: when it is determined that the vehicle is slipping, obtaining a target anti-slip torque corresponding to each of the motors; determining the allowable torque deviation between the coaxial motors through the yaw characteristic parameters of the vehicle; wherein the coaxial motors are motors in which the axes of the tires driven by the multiple motors are the same; and controlling the operation of the multiple motors according to the target anti-slip torque corresponding to each of the motors and the allowable torque deviation between the coaxial motors.

[0007] According to one aspect of an embodiment of the present application, a motor control device for a vehicle is provided, wherein the vehicle includes multiple motors, and the motor control device includes: a first torque acquisition module, configured to obtain the target anti-slip torque corresponding to each of the motors when it is determined that the vehicle is slipping; a second torque acquisition module, configured to determine the allowable torque deviation between the coaxial motors through the yaw characteristic parameters of the vehicle; wherein the coaxial motors are motors in which the axes of the tires driven by each of the multiple motors are the same; and a motor control module, configured to control the operation of the multiple motors according to the target anti-slip torque corresponding to each of the motors and the allowable torque deviation between the coaxial motors.

[0008] In some embodiments of the present application, based on the aforementioned solution, the first torque acquisition module is further configured to: determine that the vehicle is slipping when it is determined that the current operating speed of at least one of the motors in the vehicle is greater than the expected operating speed of the motor.

[0009] In some embodiments of the present application, based on the aforementioned scheme, the first torque acquisition module is further configured to: obtain current driving data of the vehicle; determine a target slip rate based on the current driving data; wherein the target slip rate is the allowable offset of the slip rate corresponding to the vehicle under the current driving data; and determine the expected operating speed based on the target slip rate and the expected driving data.

[0010] In some embodiments of the present application, based on the aforementioned scheme, the first torque acquisition module is further configured to: obtain the basic anti-slip torque corresponding to each of the motors; determine the compensation anti-slip torque corresponding to each of the motors based on the road interaction data of the tires driven by each of the motors; and determine the target anti-slip torque corresponding to each of the motors based on the basic anti-slip torque and the compensation anti-slip torque of each of the motors.

[0011] In some embodiments of the present application, based on the aforementioned scheme, the first torque acquisition module is further configured to: use the torque corresponding to the motor under the road interaction data of the driven tire as the compensatory anti-slip torque corresponding to the motor; or; obtain the slip rate deviation between the current slip rate and the target slip rate of the tire driven by the motor in the road interaction data; and use the torque corresponding to the motor under the slip rate deviation as the compensatory anti-slip torque corresponding to the motor.

[0012] In some embodiments of the present application, based on the aforementioned scheme, the first torque acquisition module is further configured to: after obtaining the target anti-slip torque corresponding to each of the motors, filter out the minimum target anti-slip torque from the target anti-slip torque corresponding to each of the motors; and use the minimum target anti-slip torque as the target anti-slip torque corresponding to each of the motors.

[0013] In some embodiments of the present application, based on the aforementioned solution, the second torque acquisition module is further configured to: obtain a target torque deviation corresponding to the yaw characteristic parameter under the current driving data of the vehicle; and use the target torque deviation as the torque allowable deviation.

[0014] According to one aspect of an embodiment of the present application, a computer-readable storage medium is provided, on which computer-readable instructions are stored. When the computer-readable instructions are executed by a processor of a computer, the computer executes the motor control method applied to a vehicle as described in the above embodiment.

[0015] According to one aspect of an embodiment of the present application, an electronic device is provided, comprising: one or more processors; a storage device for storing one or more programs, wherein when the one or more programs are executed by the one or more processors, the electronic device implements the motor control method applied to a vehicle as described in the above embodiments.

[0016] In the technical solution of the embodiment of the present application, when it is determined that the vehicle is slipping, the target anti-slip torque corresponding to each motor is first obtained, and then the allowable torque deviation between the coaxial motors is determined through the vehicle's yaw characteristic parameters. Thereafter, the operation of multiple motors is controlled according to the target anti-slip torque corresponding to each motor and the allowable torque deviation between the coaxial motors to prevent the tires from continuing to slip, thereby achieving the purpose of preventing the vehicle from continuing to slip. At the same time, the vehicle's roll is suppressed according to the vehicle's yaw characteristic parameters to improve the vehicle's driving safety and the comfort of the driver and passengers. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The accompanying drawings are incorporated into and constitute a part of the specification, illustrating embodiments consistent with the present application and, together with the specification, serving to explain the principles of the present application. It is obvious that the drawings described below are merely some embodiments of the present application, and a person of ordinary skill in the art can derive other drawings based on these drawings without inventive effort. In the drawings:

[0018] Figure 1 is a flow chart of a motor control method applied to a vehicle, shown in an exemplary embodiment of the present application;

[0019] Figure 2 yes Figure 1 The flowchart of step S110 in the illustrated embodiment in an exemplary embodiment;

[0020] Figure 3 yes Figure 1 A flowchart in an exemplary embodiment following step S110 in the illustrated embodiment;

[0021] Figure 4 is a block diagram of a motor control device applied to a vehicle according to an exemplary embodiment of the present application;

[0022] Figure 5 It is a structural diagram of an electronic device shown in an exemplary embodiment of the present application. DETAILED DESCRIPTION

[0023] Example embodiments will now be described more fully with reference to the accompanying drawings. However, example embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided so that this application will be thorough and complete and will fully convey the concepts of the example embodiments to those skilled in the art.

[0024] In addition, described feature, structure or characteristic can be combined in one or more embodiments in any suitable manner.In the following description, many specific details are provided so as to provide a full understanding of the embodiments of the present application. However, it will be appreciated by those skilled in the art that the technical scheme of the present application can be put into practice without one or more of the specific details, or other methods, components, devices, steps etc. can be adopted. In other cases, known methods, devices, implementations or operations are not shown or described in detail to avoid blurring the various aspects of the application.

[0025] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically separate entities. That is, these functional entities may be implemented in software, in one or more hardware modules or integrated circuits, or in different networks and / or processor devices and / or microcontroller devices.

[0026] The flowcharts shown in the accompanying drawings are for illustrative purposes only and do not necessarily include all contents and operations / steps, nor must they be executed in the order described. For example, some operations / steps may be decomposed, while others may be combined or partially combined. Therefore, the actual execution order may vary depending on the actual situation.

[0027] It should be noted that the term "plurality" used in this document refers to two or more. "And / or" describes a relationship between associated objects, indicating that three possible relationships exist. For example, "A and / or B" can represent: A alone, A and B together, or B alone. The character " / " generally indicates an "or" relationship between the associated objects.

[0028] The technical solution of the embodiment of the present application proposes a motor control method for a vehicle, wherein the vehicle has multiple motors, specifically referring to Figure 1 The method can be executed by an intelligent control device in the vehicle, or by other devices in the vehicle with computing and control capabilities, without limitation. The method includes at least steps S110 to S130, which are described in detail as follows:

[0029] In step S110 , when it is determined that the vehicle is slipping, the target anti-slip torque corresponding to each motor is obtained.

[0030] The method for determining whether the vehicle is slipping can be flexibly set as needed. In one example, considering that during normal driving of the vehicle, if the vehicle suddenly slips, the motor in the vehicle will continuously increase its operating speed to maintain the output of the current expected operating torque, causing the motor's operating speed to increase significantly. Based on this, when it is determined that the current operating speed of at least one motor in the vehicle is greater than the expected operating speed of the motor, it indicates that the tire driven by the motor is slipping, and it can be determined that the vehicle is slipping. Conversely, when the current operating speed of each motor in the vehicle does not exceed the corresponding expected operating speed, it indicates that the tire driven by each motor in the vehicle is not slipping, and it can be determined that the vehicle has not slipped.

[0031] In another example, when a vehicle briefly leaves the ground due to road bumps, the motor in the vehicle will still increase its operating speed to maintain the output of the current desired operating torque, resulting in a significant increase in the motor's operating speed. Based on this, after determining that the current operating speed of at least one motor in the vehicle is greater than the desired operating speed of the motor, the duration of the current operating speed exceeding the desired operating speed can be measured. If the measured time reaches a preset time, it indicates that the tire driven by the motor has slipped, and the vehicle can be determined to have slipped. Conversely, if the measured time does not reach the preset time, it indicates that the vehicle may be in a brief slip or airborne state, rather than in a continuous slip with loss of drive, and it can be determined that the vehicle has not slipped.

[0032] Additionally, it's important to note that to improve vehicle handling, a slip ratio offset is typically set based on current driving data during driving. For example, when turning, the slip ratio offset can be set based on the current driving data, allowing the tires to better transmit lateral force, allowing the vehicle to complete the turn more quickly, thereby improving vehicle handling.

[0033] Based on this, in order to obtain the expected operating speed, in some embodiments of the present application, the current driving data of the vehicle can be obtained first, and then the target slip rate is determined based on the current driving data, and then the expected operating speed is determined based on the target slip rate and the expected driving data.

[0034] The driving data includes, but is not limited to, vehicle speed, yaw characteristic parameters (yaw rate, sideslip angle, yaw acceleration, etc.), steering wheel angle, etc. The target slip rate is the allowable slip rate deviation corresponding to the vehicle's current driving data.

[0035] In the above process, the target slip ratio can be determined based on the current driving data by calculating the target slip ratio using the current driving data and the vehicle's corresponding slip ratio calculation formula. Alternatively, the target slip ratio allowable offset associated with the current driving data can be retrieved from a preset memory and used as the target slip ratio to accelerate the target slip ratio acquisition. This is not limited here.

[0036] The method of determining the expected operating speed based on the target slip rate and the expected driving data can be flexibly set as needed. In one example, the operating speed increment corresponding to the target slip rate can be obtained first, and then the basic operating speed corresponding to the expected driving data can be obtained. Then, the sum of the operating speed increment and the basic operating speed is used as the expected operating speed. This makes it easier to determine whether the vehicle is slipping based on the expected operating speed under the premise that the vehicle's controllability is not easily reduced.

[0037] In another example, the speed coefficient corresponding to the target slip ratio under the expected driving data may be determined first, and then the basic operating speed corresponding to the expected driving data may be obtained, and then the product of the basic operating speed and the speed coefficient may be used as the expected operating speed.

[0038] In an embodiment of the present application, in order to improve the anti-slip performance of the vehicle, when it is determined that the vehicle is slipping, the target anti-slip torque corresponding to each motor can be obtained first. The target anti-slip torque represents the torque required by each motor to make the vehicle free from slipping.

[0039] Among them, the method of obtaining the target anti-slip torque corresponding to each motor can be flexibly set as needed. In one example, the associated torque can be obtained from a preset memory based on the road interaction data of the tire driven by the motor, and then the obtained torque can be used as the target anti-slip torque corresponding to the motor.

[0040] Among them, road surface interaction data includes adhesion coefficient, load, slip rate and other data.

[0041] In another example, the maximum driving force of the tire driven by the motor can be calculated based on the road interaction data of the tire driven by the motor, and then the torque corresponding to the maximum driving force can be determined based on the preset conversion relationship between unit torque and unit driving force. The determined torque is then used as the target anti-slip torque of the motor to improve the accuracy of the target anti-slip torque.

[0042] In step S120 , the allowable torque deviation between the coaxial motors is determined using the yaw characteristic parameter of the vehicle.

[0043] Among them, the coaxial motor is a motor in which the axes of the tires driven by each motor are the same.

[0044] It should be noted that when a vehicle slips, it usually causes the vehicle body to tilt, resulting in a decrease in the comfort and safety of the vehicle's passengers.

[0045] In an embodiment of the present application, after obtaining the target anti-slip torque corresponding to each motor, the allowable torque deviation between the coaxial motors can be determined by the yaw characteristic parameters of the vehicle, wherein the allowable torque deviation is the torque difference of the coaxial motors that is not likely to cause the vehicle to roll under the yaw characteristic parameters.

[0046] The method of determining the allowable torque deviation between coaxial motors through the vehicle's yaw characteristic parameters can be flexibly set as needed. In one example, the target torque deviation corresponding to the associated coaxial motor can be obtained from a preset memory based on the yaw characteristic parameters, and then the obtained target torque deviation can be used as the allowable torque deviation.

[0047] In another example, considering that a vehicle's anti-roll performance varies under different driving data, for example, the anti-roll performance corresponding to high-speed driving data tends to be significantly weaker than that corresponding to low-speed driving data, the target torque deviation corresponding to the yaw characteristic parameter under the vehicle's current driving data can be obtained. This target torque deviation is then used as the torque tolerance to improve the correlation between the torque tolerance and the vehicle's current driving state.

[0048] In another example, the yaw rate of the vehicle may be determined based on the yaw characteristic parameter, and then the torque deviation corresponding to the yaw rate may be used as the allowable torque deviation to improve the accuracy of the determined allowable torque deviation.

[0049] The method for determining the yaw offset rate can be flexibly set. Taking the yaw angular velocity in the yaw characteristic parameters as an example, the vehicle's yaw angular velocity threshold can be first obtained, where the yaw angular velocity threshold is a yaw angular velocity threshold at which the vehicle is unlikely to cause a decrease in the comfort and safety of the driver and passengers in the vehicle during driving. Then, the current yaw angular velocity in the yaw characteristic parameters is obtained, and then the ratio between the yaw angular velocity threshold and the current yaw angular velocity is used as the yaw offset rate. Alternatively, an expected yaw angular velocity can be first calculated based on current driving data, where the expected yaw angular velocity is a yaw angular velocity at which the vehicle is unlikely to cause a decrease in the comfort and safety of the driver and passengers in the vehicle under the current driving data. Then, the current yaw angular velocity in the yaw characteristic parameters is obtained, and then the ratio between the expected yaw angular velocity and the current yaw angular velocity is used as the yaw offset rate.

[0050] In step S130 , the operation of the plurality of motors is controlled according to the target anti-slip torque corresponding to each motor and the torque allowable deviation between the coaxial motors.

[0051] In an embodiment of the present application, after determining the allowable torque deviation between the coaxial motors, the operation of multiple motors can be controlled according to the target anti-slip torque corresponding to each motor and the allowable torque deviation between the coaxial motors, so as to suppress the vehicle's roll while avoiding continuous slip of the vehicle, thereby improving the vehicle's driving safety and the comfort of the driver and passengers.

[0052] Among them, the method of controlling the operation of multiple motors according to the target anti-slip torque corresponding to each motor and the allowable torque deviation between coaxial motors can be flexibly set as needed. In one example, the target anti-slip torque corresponding to each motor can be used as the current operating torque of each motor in the vehicle to ensure that when multiple motors on the vehicle drive their corresponding tires, the driving force applied by the tires to the vehicle cannot exceed the maximum driving force, thereby avoiding tire slippage and achieving the purpose of preventing continuous slippage of the vehicle.

[0053] The target anti-slip torques of the coaxial motors are then adjusted to prevent the vehicle from rolling by determining whether the torque deviation between the target anti-slip torques corresponding to the coaxial motors on the vehicle exceeds the allowable torque deviation. Specifically, if the torque deviation between the target anti-slip torques corresponding to any coaxial motor on the vehicle exceeds the allowable torque deviation, indicating that the vehicle is currently prone to rolling, the torque difference between the allowable torque deviation and the torque deviation corresponding to the coaxial motor is calculated. The target anti-slip torque of the first of the coaxial motors (the motor with the larger target anti-slip torque among the coaxial motors) is then adjusted downward based on the torque difference, so that the torque deviation between the target anti-slip torques corresponding to the coaxial motors reaches the allowable torque deviation. This ensures that when the multiple motors on the vehicle drive their respective tires, the vehicle is not prone to rolling while preventing continuous vehicle slip. Conversely, if the torque deviation between the target anti-slip torques corresponding to the coaxial motors on the vehicle is less than the allowable torque deviation, indicating that the vehicle is currently prone to rolling, there is no need to further adjust the target anti-slip torque of each motor, thereby improving the vehicle's maneuverability while preventing vehicle rolling.

[0054] In another example, the target anti-slip torque of each motor in the vehicle can be adjusted to prevent continuous vehicle slip by determining whether the current operating torque of any motor in the vehicle is greater than the target anti-slip torque of the motor. Specifically, if the current operating torque of any motor in the vehicle is greater than the target anti-slip torque of the motor, this indicates that if the motor is operated at its current operating torque, it is likely to cause the driven tire to slip. Therefore, the target operating torque of the motor can be used as the current operating torque of the motor to ensure that the driving force exerted on the vehicle by the corresponding tire does not exceed the maximum driving force when the motor drives the corresponding tire, thereby preventing tire slip and, therefore, continuous vehicle slip. Conversely, if the current operating torque of any motor in the vehicle is lower than the target anti-slip torque of the motor, this indicates that if each motor in the vehicle is operated at its current operating torque, it will not cause the driven tire to slip. Based on this, there is no need to further adjust the current operating torque of each motor, thereby improving the vehicle's maneuverability while preventing tire slip.

[0055] At the same time, the current operating torques of the coaxial motors are adjusted to prevent the vehicle from rolling by determining whether the torque deviation between the current operating torques of the coaxial motors exceeds the allowable torque deviation. Specifically, if the torque deviation between the current operating torques of the coaxial motors exceeds the allowable torque deviation, indicating that the vehicle is currently prone to rolling, the torque difference between the allowable torque deviation and the torque deviations corresponding to the coaxial motors is calculated. The current operating torque of the second motor among the coaxial motors (the motor with the higher current operating torque among the coaxial motors) is then adjusted downward based on the torque difference, so that the torque deviation between the current operating torques of the coaxial motors reaches the allowable torque deviation. This ensures that when the multiple motors on the vehicle drive their respective tires, the vehicle is not prone to rolling while preventing continuous vehicle slip. Conversely, if the torque deviation between the current operating torques of the coaxial motors is less than the allowable torque deviation, indicating that the vehicle is currently prone to rolling, there is no need to further adjust the current operating torque of each motor, thereby further improving the vehicle's maneuverability while preventing vehicle rolling.

[0056] See also Figure 2 , Figure 2 is Figure 1 The flowchart of step S110 in the embodiment shown is in an exemplary embodiment. Figure 2 As shown, the process of obtaining the target anti-slip torque corresponding to each motor may include steps S210 to S230, which are described in detail as follows:

[0057] In step S210 , the basic anti-slip torque corresponding to each motor is obtained.

[0058] In the embodiment of the present application, in order to obtain the target anti-slip torque corresponding to each motor, the basic anti-slip torque corresponding to each motor may be obtained first.

[0059] The basic anti-slip torque may be obtained by referring to the target anti-slip torque obtained in step S120. Specifically, the associated torque may be obtained from a preset memory based on the road interaction data of the motor-driven tire, and the obtained torque may be used as the basic anti-slip torque of the motor. Alternatively, the maximum driving force of the motor-driven tire may be calculated based on the road interaction data of the motor-driven tire, and the torque corresponding to the maximum driving force may be determined based on a preset conversion relationship between unit torque and unit driving force, and the determined torque may be used as the basic anti-slip torque of the motor.

[0060] In step S220 , the compensatory anti-slip torque corresponding to each motor is determined based on the road surface interaction data of the tire driven by each motor.

[0061] In an embodiment of the present application, after obtaining the basic anti-slip torque corresponding to each motor, the compensatory anti-slip torque corresponding to each motor can be determined based on the road interaction data of the tire driven by each motor.

[0062] Among them, the method of determining the compensatory anti-skid torque corresponding to each motor based on the road interaction data of the tire driven by each motor can be flexibly set according to needs. In one example, considering that the stronger the driving ability of the tire, the better the control effect of the vehicle slip after the motor drives the tire, based on this, the torque corresponding to the motor under the road interaction data of the driven tire can be used as the compensatory anti-skid torque corresponding to the motor, wherein the torque corresponding to the motor under the road interaction data of the driven tire is positively correlated with the driving ability corresponding to the tire under the road interaction data, that is, the higher the driving ability corresponding to the tire under the road interaction data, the higher the torque corresponding to the motor under the road interaction data of the driven tire.

[0063] In another example, in order to improve the vehicle's handling, an allowable slip rate is usually set according to the steering angle when the vehicle turns, so that the tire can better transmit lateral force. Based on this, the slip rate deviation between the current slip rate of the tire driven by the motor in the road interaction data and the target slip rate can be obtained first, and then the torque corresponding to the motor under the slip rate deviation is used as the compensatory anti-slip torque corresponding to the motor, wherein the torque corresponding to the motor under the slip rate deviation is used to drive the tire to reach the target slip rate.

[0064] In step S230 , a corresponding target anti-slip torque of each motor is determined according to the basic anti-slip torque and the compensation anti-slip torque of each motor.

[0065] In an embodiment of the present application, after determining the compensatory anti-slip torque corresponding to each motor, the corresponding target anti-slip torque can be determined based on the basic anti-slip torque and the compensatory anti-slip torque of each motor, so that after controlling the operation of multiple motors according to the target anti-slip torque corresponding to each motor, it can not only ensure that the vehicle is not prone to continuous slip, but also adjust the vehicle's driving state according to the road interaction data of each tire, thereby improving the vehicle's controllability.

[0066] Among them, the method of determining the corresponding target anti-slip torque according to the basic anti-slip torque and the compensating anti-slip torque of each motor can be flexibly set as needed. In one example, the sum of the basic anti-slip torque and the compensating anti-slip torque of the motor can be directly used as the corresponding target anti-slip torque.

[0067] In another example, considering that a vehicle's anti-runaway performance varies under different driving data, for example, the anti-runaway performance corresponding to high-speed driving data tends to be significantly weaker than the anti-runaway performance corresponding to low-speed driving data. Based on this, the anti-runaway weight corresponding to each motor can be determined based on the vehicle's current driving data. The target compensating driving torque can then be determined using the anti-runaway weight and the compensating driving torque. The sum of the target compensating driving torque and the base anti-slip torque is then used as the target anti-slip torque. This allows the target anti-slip torque of each motor to be adjusted based on the vehicle's current driving data, further improving the vehicle's controllability.

[0068] In addition, in order to further improve the vehicle's handling, the above process can be further adjusted using a closed-loop control method, wherein the closed-loop control method includes a fuzzy control method, a predictive control method, a PID control method, a PI control method, etc. Specifically, in some embodiments of the present application, the basic anti-slip torque corresponding to the motor can be first obtained, and the basic anti-slip torque can be used as a control given value in the closed-loop control method. Then, the slip rate deviation between the current slip rate of the tire driven by the motor in the road interaction data and the target slip rate is calculated, and the slip rate deviation is used as a control feedback value in the closed-loop control method, so that the closed-loop control method determines the compensation anti-slip torque corresponding to the motor based on the control feedback value and the road interaction data of the tire driven by the motor, and then determines the corresponding target anti-slip torque according to the basic anti-slip torque of the motor and the compensation anti-slip torque. At the same time, after controlling the operation of the motor according to the target anti-slip torque corresponding to the motor, the slip rate deviation between the current slip rate of the tire driven by the motor in the road interaction data and the target slip rate is recalculated, and the recalculated slip rate deviation is used as the control feedback value in the feedback control method, so that the feedback control method re-determines the compensatory anti-slip torque corresponding to the motor based on the control feedback value and the road interaction data of the tire driven by the motor, and determines the target anti-slip torque through the re-determined compensatory anti-slip torque and the basic anti-slip torque, thereby realizing dynamic adjustment of the target anti-slip torque, and then achieving the purpose of improving vehicle handling.

[0069] See also Figure 3 , Figure 3 FIG. 1 is a flow chart of a vehicle control method according to another exemplary embodiment. Figure 3 As shown, in Figure 1 After step S110 in the illustrated embodiment, the method may further include steps S310 to S320, which are described in detail as follows:

[0070] In step S310 , the minimum target anti-slip torque is selected from the target anti-slip torques corresponding to each motor.

[0071] In step S320 , the minimum target anti-slip torque is used as the target anti-slip torque corresponding to each motor.

[0072] In the above process, after obtaining the target anti-slip torque corresponding to each motor on the vehicle, the minimum target anti-slip torque can be screened out from the target anti-slip torque corresponding to each motor, and then the minimum target anti-slip torque can be used as the target anti-slip torque corresponding to each motor to avoid a large gap in the target anti-slip torque corresponding to each motor on the vehicle, which may cause the vehicle's movement direction to lose control.

[0073] In the process of using the minimum target anti-slip torque as the target anti-slip torque corresponding to each motor, the difference between the target anti-slip torque corresponding to the current motor and the minimum target anti-slip torque can also be determined. If the difference is greater than the preset out-of-control threshold, the minimum target anti-slip torque is used as the target anti-slip torque corresponding to the current motor, so as to improve the vehicle's controllability while avoiding a large gap between the target anti-slip torques corresponding to each motor on the vehicle.

[0074] The preset out-of-control threshold may be set by a developer based on experience, or may be set based on the vehicle's current driving data, and there is no restriction on this.

[0075] The following describes an embodiment of the device of the present application, which can be used to implement the motor control method for a vehicle described in the above-mentioned embodiment of the present application. For details not disclosed in the embodiment of the device of the present application, please refer to the embodiment of the motor control method for a vehicle described in the above-mentioned embodiment of the present application.

[0076] Figure 4 FIG. 1 is a block diagram of a motor control device 100 applied to a vehicle according to an embodiment of the present application.

[0077] Reference Figure 4 As shown, according to an embodiment of the present application, a motor control device 100 applied to a vehicle includes multiple motors, and the motor control device includes: a first torque acquisition module 110, configured to obtain the target anti-slip torque corresponding to each motor when it is determined that the vehicle is slipping; a second torque acquisition module 120, configured to determine the allowable torque deviation between coaxial motors through the yaw characteristic parameters of the vehicle; wherein the coaxial motors are motors in which the axes of the tires driven by each motor are the same; and a motor control module 130, configured to control the operation of the multiple motors according to the target anti-slip torque corresponding to each motor and the allowable torque deviation between the coaxial motors.

[0078] In some embodiments of the present application, based on the aforementioned solution, the first torque acquisition module 110 is further configured to: determine that the vehicle is slipping when it is determined that the current operating speed of at least one motor in the vehicle is greater than the expected operating speed of the motor.

[0079] In some embodiments of the present application, based on the aforementioned scheme, the first torque acquisition module 110 is further configured to: obtain current driving data of the vehicle; determine a target slip rate based on the current driving data; wherein the target slip rate is the allowable offset of the slip rate corresponding to the vehicle under the current driving data; and determine an expected operating speed based on the target slip rate and the expected driving data.

[0080] In some embodiments of the present application, based on the aforementioned scheme, the first torque acquisition module 110 is further configured to: obtain the basic anti-slip torque corresponding to each motor; determine the compensation anti-slip torque corresponding to each motor based on the road interaction data of the tire driven by each motor; and determine the target anti-slip torque corresponding to each motor based on the basic anti-slip torque and the compensation anti-slip torque of each motor.

[0081] In some embodiments of the present application, based on the aforementioned scheme, the first torque acquisition module 110 is further configured to: use the torque corresponding to the motor under the road interaction data of the driven tire as the compensatory anti-slip torque corresponding to the motor; or; obtain the slip rate deviation between the current slip rate and the target slip rate of the tire driven by the motor in the road interaction data; and use the torque corresponding to the motor under the slip rate deviation as the compensatory anti-slip torque corresponding to the motor.

[0082] In some embodiments of the present application, based on the aforementioned scheme, the first torque acquisition module 110 is further configured to: after obtaining the target anti-slip torque corresponding to each motor, filter out the minimum target anti-slip torque from the target anti-slip torque corresponding to each motor; and use the minimum target anti-slip torque as the target anti-slip torque corresponding to each motor.

[0083] In some embodiments of the present application, based on the aforementioned solution, the second torque acquisition module 120 is further configured to: acquire a target torque deviation corresponding to the yaw characteristic parameter under the current driving data of the vehicle; and use the target torque deviation as the torque allowable deviation.

[0084] It should be noted that the motor control device 100 applied to a vehicle provided in the above embodiment and the motor control method applied to a vehicle provided in the above embodiment belong to the same concept, wherein the specific manner in which each module and unit performs operations has been described in detail in the method embodiment and will not be repeated here.

[0085] An embodiment of the present application further provides an electronic device, including a processor and a memory, wherein the memory stores computer-readable instructions, which, when executed by the processor, implement the motor control method applied to a vehicle as described above.

[0086] Figure 5 A schematic diagram of the structure of a computer system suitable for implementing an electronic device according to an embodiment of the present application is shown.

[0087] It should be noted that Figure 5 The computer system 200 of the electronic device shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0088] like Figure 5As shown, the computer system 200 includes a central processing unit (CPU) 201, which can perform various appropriate actions and processes according to the program stored in the read-only memory (ROM) 202 or the program loaded from the storage part 208 to the random access memory (RAM) 203, such as executing the method described in the above embodiment. Various programs and data required for system operation are also stored in the RAM 203. The CPU 201, ROM 202 and RAM 203 are connected to each other via a bus 204. An input / output (I / O) interface 205 is also connected to the bus 204.

[0089] The following components are connected to the I / O interface 205: an input section 206 including a keyboard, a mouse, and the like; an output section 207 including devices such as a cathode ray tube (CRT), a liquid crystal display (LCD), and a speaker; a storage section 208 including a hard disk; and a communication section 209 including a network interface card such as a LAN (Local Area Network) card or a modem. The communication section 209 performs communication processing via a network such as the Internet. A drive 210 is also connected to the I / O interface 205 as needed. Removable media 211, such as a magnetic disk, an optical disk, a magneto-optical disk, or a semiconductor memory, is installed in the drive 210 as needed, so that computer programs read therefrom can be installed into the storage section 208 as needed.

[0090] In particular, according to an embodiment of the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, an embodiment of the present application includes a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a computer program for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network via the communication section 209, and / or installed from a removable medium 211. When the computer program is executed by the central processing unit (CPU) 201, the various functions defined in the system of the present application are executed.

[0091] It should be noted that the computer-readable medium shown in the embodiments of the present application may be a computer-readable signal medium or a computer-readable storage medium or any combination of the two. The computer-readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or component, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a flash memory, an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present application, a computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in combination with an instruction execution system, device or device. In the present application, a computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, which carries a computer-readable computer program. Such propagated data signals may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. A computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium that can transmit, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device. A computer program embodied on a computer-readable medium may be transmitted using any suitable medium, including but not limited to wireless, wired, or any suitable combination thereof.

[0092] The flowcharts and block diagrams in the accompanying drawings illustrate the possible implementation architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present application. Among them, each box in the flowchart or block diagram can represent a module, program segment, or part of the code, and the above-mentioned module, program segment, or part of the code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in an order different from that marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram or flowchart, and the combination of boxes in the block diagram or flowchart, can be implemented with a dedicated hardware-based system that performs the specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0093] The units involved in the embodiments described in this application may be implemented by software or hardware, and the units described may also be set in a processor. In some cases, the names of these units do not constitute limitations on the units themselves.

[0094] As another aspect, the present application further provides a computer-readable storage medium, which may be included in the electronic device described in the above embodiments, or may exist independently without being incorporated into the electronic device. The computer-readable storage medium carries one or more programs, and when the one or more programs are executed by the electronic device, the electronic device implements the method described in the above embodiments.

[0095] It should be noted that, although several modules or units of the device for action execution are mentioned in the above detailed description, this division is not mandatory. In fact, according to the embodiment of the application, the features and functions of two or more modules or units described above can be concretized in one module or unit. On the contrary, the features and functions of one module or unit described above can be further divided into multiple modules or units to be concretized.

[0096] Through the description of the above embodiments, it is easy for those skilled in the art to understand that the example embodiments described herein can be implemented by software or by combining software with necessary hardware. Therefore, the technical solution according to the embodiments of the present application can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (which can be a CD-ROM, a USB flash drive, a mobile hard disk, etc.) or on a network, and includes several instructions to enable a computing device (which can be a personal computer, a server, a touch terminal, or a network device, etc.) to execute the method according to the embodiments of the present application.

[0097] Those skilled in the art will readily conceive of other embodiments of the present application after considering the specification and practicing the embodiments disclosed herein. This application is intended to cover any variations, uses, or adaptations of the present application that follow the general principles of this application and include common knowledge or customary techniques in the art that are not disclosed herein.

[0098] It should be understood that the present application is not limited to the exact structures described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present application is limited only by the appended claims.

Claims

1. A motor control method applied to a vehicle, characterized in that: The vehicle includes a plurality of motors, and the motor control method includes: When it is determined that the vehicle is slipping, obtaining a target anti-slip torque corresponding to each of the motors; Determining the allowable torque deviation between coaxial motors using the yaw characteristic parameters of the vehicle; wherein the coaxial motors are motors having the same axis for driving tires respectively; The operation of the plurality of motors is controlled according to a target anti-slip torque corresponding to each motor and a torque allowable deviation between the coaxial motors.

2. The motor control method according to claim 1, wherein: Determining that the vehicle has slipped includes: When it is determined that the current operating speed of at least one of the motors in the vehicle is greater than the expected operating speed of the motor, it is determined that the vehicle slips.

3. The motor control method according to claim 2, wherein: The method further comprises: Acquiring current driving data of the vehicle; determining a target slip ratio based on the current driving data; wherein the target slip ratio is an allowable offset of the slip ratio corresponding to the vehicle under the current driving data; The expected operating speed is determined based on the target slip ratio and the expected driving data.

4. The motor control method according to claim 1, wherein: The obtaining of the target anti-slip torque corresponding to each of the motors includes: Obtaining a basic anti-slip torque corresponding to each of the motors; Determining the compensatory anti-slip torque corresponding to each motor based on road interaction data of the tire driven by each motor; The target anti-slip torque corresponding to each of the motors is determined according to the basic anti-slip torque and the compensation anti-slip torque of each motor.

5. The motor control method according to claim 4, wherein: The determining of the compensatory anti-slip torque corresponding to each motor based on the road surface interaction data of the tire driven by each motor includes: Using the torque corresponding to the motor under the road surface interaction data of the driven tire as the compensatory anti-slip torque corresponding to the motor; or; Obtaining a slip rate deviation between a current slip rate of a tire driven by the motor and a target slip rate in the road surface interaction data; The torque corresponding to the motor under the slip ratio deviation is used as the compensatory anti-slip torque corresponding to the motor. The motor control method according to claim 1 , wherein: After obtaining the target anti-slip torque corresponding to each of the motors, the method further includes: Selecting the minimum target anti-slip torque from the target anti-slip torques corresponding to each of the motors; The minimum target anti-slip torque is used as the target anti-slip torque corresponding to each of the motors.

7. The motor control method according to claim 1, wherein: The determining the allowable torque deviation between the coaxial motors according to the yaw characteristic parameter of the vehicle includes: Obtaining a target torque deviation corresponding to the yaw characteristic parameter under current driving data of the vehicle; The target torque deviation is used as the torque allowable deviation.

8. A motor control device for a vehicle, characterized in that: The vehicle includes a plurality of motors, and the motor control device includes: a slip identification module configured to determine that the vehicle is slipping based on current driving data of the vehicle and the expected driving data; a torque matching module configured to determine a target anti-slip torque corresponding to each of the motors according to road interaction data of the tires driven by each of the motors; The motor control module is configured to control the operation of the plurality of motors according to a target anti-slip torque corresponding to each of the motors.

9. A computer-readable storage medium, characterized in that Computer-readable instructions are stored thereon, and when the computer-readable instructions are executed by a processor of a computer, the computer is caused to execute the motor control method applied to a vehicle according to any one of claims 1 to 7.

10. An electronic device, characterized in that: include: one or more processors; A storage device for storing one or more programs, which, when executed by the one or more processors, enables the electronic device to implement the motor control method applied to a vehicle as described in any one of claims 1 to 7.

Images