Torque control method, device, vehicle and storage medium

Abstract

The application discloses a torque control method and device, a vehicle and a storage medium, relates to the technical field of vehicle control, and is applied to a vehicle. The torque control method comprises the following steps: acquiring historical running data of the vehicle, a requested motor torque, a target equivalent load torque and a torque control duration, and determining target running data of the vehicle according to the historical running data, the requested motor torque, the target equivalent load torque and the torque control duration; based on the target running data, the historical running data and the torque control duration, performing jitter suppression on the requested motor torque to obtain target motor torque of the vehicle; and based on the target motor torque and the torque control duration, performing torque control on the motor of the vehicle. The application can effectively suppress the transmission system jitter caused in the process of rapid torque change, and improve the running stability and control reliability of the vehicle under dynamic working conditions.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to torque control methods, devices, vehicles, and storage media. Background Technology

[0002] With the continuous advancement of electric vehicle technology, electric drive systems, with their high response speed, high efficiency, and precise controllability, have become a core component of vehicle power output. In actual operation, especially under dynamic conditions such as acceleration, deceleration, or sudden torque changes, the rapid torque response of the electric motor coupled with the relatively low overall damping of the transmission system can easily trigger torsional vibrations in the drivetrain. This can lead to problems such as engine speed fluctuations, half-shaft resonance, or ride discomfort. Such vibrations not only affect driving smoothness and ride comfort but can also exacerbate mechanical fatigue in the transmission system, reduce the lifespan of critical components, and in severe cases, even interfere with the normal operation of the vehicle stability control system.

[0003] Therefore, how to effectively suppress the vibration of the transmission system caused by rapid changes in torque and improve the smoothness and control reliability of the vehicle under dynamic conditions has become a key issue in the design of drive control systems. Summary of the Invention

[0004] The main objective of this application is to provide a torque control method, device, vehicle, and storage medium, which aims to effectively suppress transmission system vibration caused by rapid torque changes and improve the vehicle's running stability and control reliability under dynamic operating conditions.

[0005] To achieve the above objectives, this application provides a torque control method, which is applied to a vehicle and includes: The system acquires the vehicle's historical operating data, requested motor torque, target equivalent load torque, and torque control duration, and determines the vehicle's target operating data based on the historical operating data, requested motor torque, target equivalent load torque, and torque control duration. Based on the target operating data, the historical operating data, and the torque control duration, jitter suppression is performed on the requested motor torque to obtain the target motor torque of the vehicle. Based on the target motor torque and the torque control duration, torque control is performed on the vehicle's motor.

[0006] In one embodiment, the historical operating data includes the vehicle's historical motor angular velocity, historical equivalent angular velocity, and historical half-shaft torsional angle. The step of determining the vehicle's target operating data based on the historical operating data, the requested motor torque, the target equivalent load torque, and the torque control duration includes: Obtain the motor moment of inertia, equivalent moment of inertia, half-shaft elastic coefficient, motor damping coefficient, equivalent damping coefficient, half-shaft damping coefficient, and gear ratio of the vehicle. The target operating data of the vehicle is determined based on the historical motor angular velocity, the historical equivalent angular velocity, the historical half-shaft torsional angle, the motor moment of inertia, the equivalent moment of inertia, the half-shaft elastic coefficient, the motor damping coefficient, the equivalent damping coefficient, the half-shaft damping coefficient, the gear ratio, the requested motor torque, the target equivalent load torque, and the torque control duration.

[0007] In one embodiment, the target operating data includes the target half-shaft transmitted torque of the vehicle, and the historical operating data includes the historical half-shaft transmitted torque of the vehicle. The step of suppressing jitter in the requested motor torque based on the target operating data, the historical operating data, and the torque control duration to obtain the target motor torque of the vehicle includes: The difference in half-shaft transmitted torque between the target half-shaft transmitted torque and the historical half-shaft transmitted torque is calculated. The vibration compensation torque of the vehicle is determined based on the torque difference transmitted by the half-shaft and the torque control duration. Based on the jitter compensation torque, jitter suppression is performed on the requested motor torque to obtain the target motor torque of the vehicle.

[0008] In one embodiment, after the step of torque control of the vehicle's motor based on the target motor torque and the torque control duration, the method further includes: The actual operating data of the vehicle is acquired, and the actual equivalent load torque of the vehicle is determined based on the actual operating data, the target operating data, and the torque control duration. Based on the actual equivalent load torque, the target equivalent load torque is updated to obtain the updated target equivalent load torque.

[0009] In one embodiment, the actual operating data includes the actual motor angular velocity of the vehicle, and the target operating data further includes the target motor angular velocity of the vehicle. The step of determining the actual equivalent load torque of the vehicle based on the actual operating data, the target operating data, and the torque control duration includes: The motor angular velocity error between the actual motor angular velocity and the target motor angular velocity is calculated. The actual equivalent load torque of the vehicle is determined based on the motor angular velocity error, the torque control duration, and the target equivalent load torque.

[0010] In one embodiment, the method further includes: Based on the target operating data, the historical operating data is updated to obtain the updated historical operating data; or... Based on the actual operating data, the historical operating data is updated to obtain the updated historical operating data.

[0011] In one embodiment, the historical operating data includes the vehicle's historical motor angular velocity, historical equivalent angular velocity, and historical half-shaft torsional angle. After the step of performing torque control on the vehicle's motor based on the target motor torque and the torque control duration, the method further includes: The actual operating data of the vehicle is acquired, and the actual equivalent load torque of the vehicle is determined based on the actual operating data, the target operating data, and the torque control duration. Obtain the motor moment of inertia, equivalent moment of inertia, half-shaft elastic coefficient, motor damping coefficient, equivalent damping coefficient, half-shaft damping coefficient, and gear ratio of the vehicle. The predicted operating data of the vehicle are calculated based on the historical motor angular velocity, the historical equivalent angular velocity, the historical half-shaft torsional angle, the motor moment of inertia, the equivalent moment of inertia, the half-shaft elastic coefficient, the motor damping coefficient, the equivalent damping coefficient, the half-shaft damping coefficient, the gear ratio, the requested motor torque, the actual equivalent load torque, and the torque control duration. Based on the predicted operating data, the historical operating data is updated to obtain the updated historical operating data.

[0012] Furthermore, to achieve the above objectives, this application also provides a torque control device, which is applied to a vehicle and includes: The observation module is used to acquire the vehicle's historical operating data, requested motor torque, target equivalent load torque, and torque control duration, and to determine the vehicle's target operating data based on the historical operating data, the requested motor torque, the target equivalent load torque, and the torque control duration. The suppression module is used to suppress jitter in the requested motor torque based on the target operating data, the historical operating data and the torque control duration, so as to obtain the target motor torque of the vehicle. The control module is used to perform torque control on the vehicle's motor based on the target motor torque and the torque control duration.

[0013] In addition, to achieve the above objectives, this application also provides a vehicle comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the torque control method as described above.

[0014] In addition, to achieve the above objectives, this application also provides a storage medium, which is a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the steps of the torque control method described above.

[0015] In addition, to achieve the above objectives, this application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the steps of the torque control method described above.

[0016] This application provides a torque control method for suppressing jitter. First, it acquires the vehicle's historical operating data, requested motor torque, target equivalent load torque, and torque control duration. Based on the historical operating data, requested motor torque, target equivalent load torque, and torque control duration, it determines the vehicle's target operating data. Then, based on the target operating data, historical operating data, and torque control duration, it performs jitter suppression on the requested motor torque to obtain the vehicle's target motor torque. Finally, based on the target motor torque and torque control duration, it performs torque control on the vehicle's motor. This application enables the construction of a dynamic response prediction mechanism for the vehicle transmission system. Before the torque control command is executed, the operating trend of the vehicle transmission system under the current operating condition is predicted, and the prediction result (i.e., target operating data) is used to pre-compensate the original requested torque (i.e. requested motor torque). This results in a target motor torque that can suppress jitter and make motion control smoother. It achieves early intervention in torsional vibration during torque control, avoiding the problem of untimely jitter suppression caused by response lag in traditional feedback control. This effectively suppresses transmission system jitter caused by rapid torque changes and improves the vehicle's running stability and control reliability under dynamic conditions. Attached Figure Description

[0017] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0018] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 A first process diagram of the torque control method of this application; Figure 2A second process diagram provided for the torque control method of this application; Figure 3 A third process diagram provided for the torque control method of this application; Figure 4 This is a schematic diagram of the module structure of the torque control device according to an embodiment of this application; Figure 5 This is a schematic diagram of the device structure of the hardware operating environment involved in the torque control method in the embodiments of this application.

[0020] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0021] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0022] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0023] With the continuous advancement of electric vehicle technology, electric drive systems, with their high response speed, high efficiency, and precise controllability, have become a core component of vehicle power output. In actual operation, especially under dynamic conditions such as acceleration, deceleration, or sudden torque changes, the rapid torque response of the electric motor coupled with the relatively low overall damping of the transmission system can easily trigger torsional vibrations in the drivetrain. This can lead to problems such as engine speed fluctuations, half-shaft resonance, or ride discomfort. Such vibrations not only affect driving smoothness and ride comfort but can also exacerbate mechanical fatigue in the transmission system, reduce the lifespan of critical components, and in severe cases, even interfere with the normal operation of the vehicle stability control system.

[0024] Therefore, how to effectively suppress the vibration of the transmission system caused by rapid changes in torque and improve the smoothness and control reliability of the vehicle under dynamic conditions has become a key issue in the design of drive control systems.

[0025] The main solution of this application embodiment is as follows: acquire the vehicle's historical operating data, requested motor torque, target equivalent load torque, and torque control duration; determine the vehicle's target operating data based on the historical operating data, the requested motor torque, the target equivalent load torque, and the torque control duration; suppress jitter in the requested motor torque based on the target operating data, the historical operating data, and the torque control duration to obtain the vehicle's target motor torque; and perform torque control on the vehicle's motor based on the target motor torque and the torque control duration.

[0026] This application embodiment constructs a dynamic response prediction mechanism for the vehicle transmission system. Before the torque control command is executed, the operating trend of the vehicle transmission system under the current operating condition is predicted, and the prediction result (i.e., target operating data) is used to pre-compensate the original requested torque (i.e., requested motor torque). This results in a target motor torque that can suppress jitter and make motion control smoother. This achieves early intervention in torsional vibration during torque control, avoiding the problem of untimely jitter suppression caused by response lag in traditional feedback control. In this way, the transmission system jitter caused by rapid torque changes is effectively suppressed, improving the vehicle's running stability and control reliability under dynamic conditions.

[0027] This application provides a torque control method, referring to... Figure 1 , Figure 1 This is a first process diagram of the torque control method of this application.

[0028] In this embodiment, the torque control method is applied to a vehicle and includes steps S100~S300: Step S100: Obtain the vehicle's historical operating data, requested motor torque, target equivalent load torque, and torque control duration; and determine the vehicle's target operating data based on the historical operating data, the requested motor torque, the target equivalent load torque, and the torque control duration. It should be noted that, in this embodiment, the requested motor torque refers to the expected output torque of the motor calculated by the Vehicle Control Unit (VCU) based on driver operation commands (such as accelerator pedal opening, brake pedal status, etc.), the current vehicle operating status (such as vehicle speed, battery SOC, ambient temperature, etc.), and the current driving mode (such as sport mode, economy mode, etc.), representing the vehicle's power demand. This requested motor torque is the raw requested torque without any vibration suppression processing, and it typically has fast dynamic response characteristics, easily inducing torsional vibration in the vehicle's transmission system.

[0029] Torque control duration refers to the execution time period of the current torque control command, that is, the duration of the current control cycle. It is usually the sampling period of the control system (vehicle control system, or vehicle controller) and is used for time integral calculations in the subsequent dynamic model. It is understandable that in practical applications, the duration of different control cycles can be different, meaning the torque control duration can vary depending on the vehicle controller's scheduling strategy and real-time requirements.

[0030] It should also be noted that, in this embodiment, the equivalent load torque refers to the load torque after the combined load of external resistance (including rolling resistance, air resistance, slope resistance and acceleration resistance) and road excitation factors experienced by the vehicle during driving is equivalently converted to the output end of the vehicle transmission system (such as the end of the half shaft or the wheel end).

[0031] The target equivalent load torque refers to the preset or assumed equivalent load torque used by the control system when predicting vehicle state based on the dynamic model of the vehicle's transmission system. In this embodiment, the target equivalent load torque can be set to a fixed value under a typical operating condition through pre-calibration, or it can be dynamically updated based on historical data. For example, the actual equivalent load torque under the real operating condition in the previous control cycle can be continuously used as the new target equivalent load torque for the subsequent control cycle. The actual equivalent load torque refers to the equivalent load torque reflecting the comprehensive load of the vehicle under the real operating condition in a certain control cycle, which can be obtained by analyzing the operating data error between the target operating data and the actual operating data of that control cycle.

[0032] It should be noted that, in this embodiment, the operating data refers to the set of operating state quantities of the vehicle transmission system. These operating state quantities may include, but are not limited to, motor angular displacement, motor angular position, motor angular velocity, motor angular acceleration, equivalent angular displacement, equivalent angular position, equivalent angular velocity, equivalent angular acceleration, half-shaft torsional angle, half-shaft torsional angular velocity, half-shaft torsional angular acceleration, and half-shaft transmitted torque.

[0033] Among them, motor angular displacement refers to the angular displacement of the motor, motor angular position refers to the angular position of the motor, motor angular velocity refers to the angular velocity of the motor, and motor angular acceleration refers to the rate of change of the motor angular velocity. Equivalent angular displacement refers to the angular displacement after the vehicle's translational displacement has been equivalently converted to the output end of the vehicle's transmission system; equivalent angular position refers to the angular position after the vehicle's translational position has been equivalently converted to the output end of the vehicle's transmission system; equivalent angular velocity refers to the angular velocity after the vehicle's translational velocity has been equivalently converted to the output end of the vehicle's transmission system (such as the end of the half-shaft or the wheel); and equivalent angular acceleration refers to the rate of change of the equivalent angular velocity. Half-shaft torsional angle refers to the relative angular displacement between the input end (connected to the differential side) and the output end (connected to the wheel side) of the half-shaft in the vehicle's transmission system; half-shaft torsional angular velocity refers to the rate of change of the half-shaft torsional angle; and half-shaft torsional angular acceleration refers to the rate of change of the half-shaft torsional angular velocity. Half-shaft torque refers to the rotational driving torque transmitted from the motor through the reducer and differential to the input end of the half-shaft in the vehicle's transmission system, and further transmitted to the drive wheels through the half-shaft. Simply put, it is the torque transmitted on the half-shaft between the output end of the differential and the drive wheels.

[0034] Target operating data refers to the set of operating state quantities that the vehicle transmission system should achieve under ideal transmission conditions, calculated based on the dynamic model of the vehicle transmission system. This is the set of quantities after the motor controller controls the motor output torque for the requested duration under the target equivalent load torque. Actual operating data refers to the set of operating state quantities that the vehicle transmission system actually achieves at the end of the current control cycle and the beginning of the next control cycle. Historical operating data refers to the set of operating state quantities of the vehicle transmission system at the end of the previous control cycle and the beginning of the current control cycle.

[0035] In this embodiment, since the dynamic response of the vehicle transmission system is continuous, accurate integral prediction of subsequent states is impossible without an accurate initial state. Therefore, historical operating data is a prerequisite for achieving high-precision state prediction. Target operating data characterizes the ideal dynamic trend of the vehicle transmission system under the current input conditions and serves as the basis for subsequent jitter suppression strategies.

[0036] In one feasible implementation, such as Figure 2 As shown, the historical operating data includes the vehicle's historical motor angular velocity, historical equivalent angular velocity, and historical half-shaft torsional angle. The step S100 above, which determines the vehicle's target operating data based on the historical operating data, the requested motor torque, the target equivalent load torque, and the torque control duration, may include steps S110~S120: Step S110: Obtain the motor rotational inertia, equivalent rotational inertia, half-shaft elastic coefficient, motor damping coefficient, equivalent damping coefficient, half-shaft damping coefficient, and gear ratio of the vehicle. It should be noted that, in this embodiment, historical operating data includes the vehicle's historical motor angular velocity, historical equivalent angular velocity, and historical half-shaft torsional angle. The historical motor angular velocity refers to the motor angular velocity at the end of the previous control cycle and the beginning of the current control cycle. It serves as the initial motor angular velocity input for the vehicle's transmission system's dynamic model, used to predict the motor angular velocity at the end of the current control cycle and the beginning of the next control cycle under the current input conditions. The historical equivalent angular velocity refers to the equivalent angular velocity at the end of the previous control cycle and the beginning of the current control cycle. It serves as the initial equivalent angular velocity input for the vehicle's transmission system's dynamic model, used to predict the equivalent angular velocity at the end of the current control cycle and the beginning of the next control cycle under the current input conditions. The historical half-shaft torsional angle refers to the half-shaft torsional angle at the end of the previous control cycle and the beginning of the current control cycle. It serves as the initial half-shaft torsional angle input for the vehicle's transmission system's dynamic model, used to predict the half-shaft torsional angle at the end of the current control cycle and the beginning of the next control cycle under the current input conditions.

[0037] It should also be noted that, in this embodiment, the moment of inertia of the motor refers to the moment of inertia describing the magnitude of the inertia of the motor rotor during rotation, while the equivalent moment of inertia refers to the moment of inertia after the translational mass of the entire vehicle (including the body, suspension, wheels, etc.) is equivalently converted to the output end of the vehicle transmission system. The half-shaft elastic coefficient refers to the elastic coefficient of the half-shaft, the motor damping coefficient refers to the damping coefficient of the damping effect generated by the motor's internal components (such as bearing friction, electromagnetic damping, etc.) during the rotation of the motor rotor, the equivalent damping coefficient refers to the damping coefficient of the equivalent rotating system after comprehensively converting the rolling resistance, air resistance, and internal friction of the vehicle transmission system during the vehicle's driving process, the half-shaft damping coefficient refers to the damping coefficient of the damping effect generated by the material or connecting components (such as universal joints) of the half-shaft when torsional vibration occurs, and the gear ratio refers to the transmission speed ratio between the input and output ends of the vehicle transmission system.

[0038] It is easy to understand that the motor moment of inertia, equivalent moment of inertia, half-shaft elastic coefficient, motor damping coefficient, equivalent damping coefficient, half-shaft damping coefficient, and gear ratio mentioned above can all be obtained in advance through bench testing, simulation modeling, or factory calibration, and stored in the controller for real-time retrieval.

[0039] Step S120: Determine the target operating data of the vehicle based on the historical motor angular velocity, the historical equivalent angular velocity, the historical half-shaft torsional angle, the motor moment of inertia, the equivalent moment of inertia, the half-shaft elastic coefficient, the motor damping coefficient, the equivalent damping coefficient, the half-shaft damping coefficient, the gear ratio, the requested motor torque, the target equivalent load torque, and the torque control duration.

[0040] In this embodiment, based on the above parameters, the control system can construct a dynamic response model (i.e., a dynamic model) of the vehicle transmission system—a dual-inertia elastic damping model, also known as a motor-half-shaft-vehicle equivalent model. This is a composite dynamic model that considers motor inertia, equivalent vehicle inertia, half-shaft elasticity, and system damping. Using numerical integration methods such as the Euler method or the Runge-Kutta method, the state of the vehicle transmission system is forward-engineered within the current control cycle to calculate the target operating data.

[0041] Some of the model formulas are as follows: ; ; ; .

[0042] in, Indicates the moment of inertia of the motor. Represents the equivalent moment of inertia. Indicates the angular velocity of the target motor. Indicates the target's equivalent angular velocity. Indicates the angular acceleration of the target motor. Indicates the target's equivalent angular acceleration. This indicates a request for motor torque. This indicates the torque transmitted by the target half-shaft. Indicates the target equivalent load torque. Indicates the motor damping coefficient. This represents the equivalent damping coefficient. Indicates the half-shaft damping coefficient. Indicates the gear ratio. Indicates the target half-shaft torsion angle. Indicates the torsional angular velocity of the target half-shaft. This represents the elastic coefficient of the half-shaft.

[0043] In the above model formulas, the target motor angular velocity refers to the motor angular velocity that the vehicle transmission system should achieve after the motor controller, based on the above dynamic model, controls the motor output torque for the requested duration under the target equivalent load torque. The target equivalent angular velocity refers to the equivalent angular velocity that the vehicle transmission system should achieve after the motor controller, based on the above dynamic model, controls the motor output torque for the requested duration under the target equivalent load torque. The target motor angular acceleration refers to the equivalent angular acceleration that the vehicle transmission system should achieve after the motor controller, based on the above dynamic model, controls the motor output torque for the requested duration under the target equivalent load torque. The target half-shaft transmitted torque refers to the half-shaft transmitted torque that the vehicle transmission system should achieve after the motor controller, based on the aforementioned dynamic model, controls the motor output torque for the requested duration under the target equivalent load torque. The target half-shaft torsional angle refers to the half-shaft torsional angle that the vehicle transmission system should achieve after the motor controller, based on the aforementioned dynamic model, controls the motor output torque for the requested duration under the target equivalent load torque. The target half-shaft torsional angular velocity refers to the half-shaft torsional angular velocity that the vehicle transmission system should achieve after the motor controller, based on the aforementioned dynamic model, controls the motor output torque for the requested duration under the target equivalent load torque.

[0044] Based on the above dynamic model, this embodiment can construct a whole vehicle observer to predict the operating state quantity that the vehicle transmission system should reach after the motor controller controls the output torque of the motor according to the requested motor torque control duration under the target equivalent load torque.

[0045] This implementation method introduces a multibody dynamics modeling approach that incorporates inertial, elastic, and damping characteristics, enabling proactive prediction of the future state of a vehicle's transmission system. Its technical contribution lies in transforming the traditional "passive response" mechanism, which relies on measured feedback, into an "active prediction" mechanism based on a physical model. By integrating inherent vehicle parameters and historical state information, it can predict potential resonance or vibration trends in the system before torque commands are executed, providing a theoretical basis for subsequent pre-compensation. Especially when the driver suddenly accelerates or decelerates, this predictive mechanism can identify the risk of drastic fluctuations in half-shaft torque in advance, significantly improving the predictability and robustness of the control system.

[0046] This embodiment acquires historical operating data, requests motor torque, target equivalent load torque, and torque control duration, and combines this with the physical characteristic parameters of the vehicle's transmission system to complete the modeling and prediction of the target operating data. Step S100, as the starting point of the entire jitter suppression process, provides crucial pre-processing information support for the subsequent compensation generation. Its core function is to establish a mapping bridge from the "current state" to the "future trend," enabling the control system to have the ability to "know before it moves," fundamentally overcoming the response delay problem caused by the reliance on measured signals in traditional methods.

[0047] Step S200: Based on the target operating data, the historical operating data, and the torque control duration, perform jitter suppression on the requested motor torque to obtain the target motor torque of the vehicle; It should be noted that, in this embodiment, the target motor torque refers to the desired output torque that the control system ultimately determines and issues to the motor controller within the current control cycle. The target motor torque is a correction result based on the original requested torque, with the addition of jitter suppression compensation, aiming to achieve a smoother power output. The target motor torque satisfies the driver's power needs while effectively suppressing torsional vibrations in the vehicle's transmission system caused by sudden torque changes, making it a core control parameter for achieving a smooth driving experience.

[0048] In one feasible implementation, such as Figure 3 As shown, the target operating data includes the target half-shaft transmitted torque of the vehicle, and the historical operating data includes the historical half-shaft transmitted torque of the vehicle. Step S200 may include steps S210-S230: Step S210: Calculate the difference in half-shaft transmission torque between the target half-shaft transmission torque and the historical half-shaft transmission torque; It should be noted that the historical half-shaft transmission torque refers to the half-shaft transmission torque at the end of the previous control cycle and the beginning of the current control cycle.

[0049] In this embodiment, the half-shaft transmission torque difference refers to the difference between the target half-shaft transmission torque and the historical half-shaft transmission torque (i.e., the target half-shaft transmission torque minus the historical half-shaft transmission torque), which reflects the change in the half-shaft transmission torque in the vehicle transmission system during the current control cycle under ideal transmission conditions.

[0050] It should be noted that the torque difference ΔT transmitted by this half-shaft shaft It has both clear directional and amplitude characteristics: When ΔT shaft When the value is >0, it indicates that the torque transmitted by the half-shaft will increase within the current control cycle, and the vehicle transmission system will be subjected to positive torque excitation. This can easily cause a dynamic conflict between the overshoot of the drive end (motor side) and the lag of the driven end (wheel side), resulting in torsional vibration. When ΔT shaft When the value is less than 0, it indicates that the torque transmitted by the half-shaft will decrease, the system will undergo a torque unloading process, and may cause a reverse impact or resonance due to inertial release. Under the same torque control duration, ΔT shaft The larger the absolute value of ΔT, the more drastic the torque change, and the higher the risk of vibration in the vehicle's transmission system. shaft When the absolute value of the value is close to zero, it indicates that the vehicle's transmission system is in a steady state or a gradually changing condition, and the risk of vibration is low.

[0051] Therefore, the torque difference transmitted by the half-shaft not only reflects the intensity of the torque change, but also reveals the directional characteristics of the vibration excitation through its positive and negative signs. It is a key basis for judging whether jitter suppression is needed and how to design a compensation strategy.

[0052] Step S220: Determine the vibration compensation torque of the vehicle based on the torque difference transmitted by the half-shaft and the torque control duration; It should be noted that the jitter compensation torque refers to a compensatory torque component pre-generated and superimposed on the original requested torque to counteract the impending torsional vibration trend, based on the predicted dynamic response results of the vehicle's transmission system (i.e., target operating data). This jitter compensation torque is calculated and superimposed on the original requested torque at the beginning of the control cycle, independent of the measured error feedback after vibration occurs, thus possessing proactive and anticipatory characteristics, falling under the category of feedforward control. Its amplitude and polarity can be dynamically adjusted according to the predicted rate of change of the vehicle's transmission system's operating state variables (such as the rate of change of half-shaft transmitted torque, equivalent angular acceleration, half-shaft torsional angular velocity, etc.), aiming to smooth the torque transmission process and suppress half-shaft resonance and speed jitter.

[0053] In this embodiment, the rate of change of the half-shaft transmitted torque is obtained by dividing the difference in the half-shaft transmitted torque by the torque control duration. This rate of change is directly related to the acceleration response of the vehicle's transmission system. The control system generates a corresponding vibration compensation torque based on this rate of change, typically in the form of negative feedback, to counteract the expected vibration components.

[0054] Specifically, a mathematical relationship model between the rate of change of torque transmitted by the half-shaft and the jitter compensation torque can be pre-constructed, such as a function expression, mapping table, or machine learning model, so that the jitter compensation torque corresponding to the rate of change of torque transmitted by the half-shaft can be directly determined in actual application.

[0055] In addition, a mathematical relationship model can be pre-constructed among the half-shaft transmission torque difference, torque control duration, and jitter compensation torque, so that the jitter compensation torque corresponding to the half-shaft transmission torque difference and torque control duration can be directly determined in practical applications using this mathematical relationship model.

[0056] Step S230: Based on the jitter compensation torque, jitter suppression is performed on the requested motor torque to obtain the target motor torque of the vehicle.

[0057] In this embodiment, the final target motor torque is obtained by adding the jitter compensation torque to the requested motor torque. For example, if it is predicted that the torque transmitted by the half-shaft will rise rapidly, a negative jitter compensation torque is applied in advance to smooth the torque rise slope of the half-shaft transmitted torque, thereby suppressing vibration.

[0058] This implementation analyzes the trend of change between the target half-shaft transmitted torque and the historical half-shaft transmitted torque to generate a targeted vibration compensation torque, achieving proactive adjustment of transmission chain stress changes. Its unique technical contribution lies in shifting the decision-making basis for vibration suppression from "feedback adjustment based on speed fluctuations" to "feedforward adjustment based on the trend of half-shaft transmitted torque changes," significantly improving the proactive nature of vibration suppression in torque control. Compared to traditional methods that wait for significant speed fluctuations before compensation begins, this implementation can intervene before vibrations appear, effectively avoiding the accumulation and amplification of vibrations, resulting in smoother power output and a more stable vehicle ride.

[0059] It is worth mentioning that, in addition to the above-mentioned implementation method of determining the jitter compensation torque by the half-shaft torque change rate (i.e., the half-shaft torque difference and torque control duration), the jitter compensation torque can also be determined by equivalent angular acceleration (i.e., equivalent angular velocity difference divided by torque control duration), half-shaft torsional angular velocity (i.e., half-shaft torsional angle difference divided by torque control duration), or a weighted combination of the change rates of the above-mentioned multiple operating state quantities, thereby suppressing jitter in the requested motor torque and obtaining the target motor torque.

[0060] Among them, the equivalent angular velocity difference refers to the difference between the target equivalent angular velocity in the target operating data and the historical equivalent angular velocity in the historical operating data, and the half-shaft torsion angle difference refers to the difference between the target half-shaft torsion angle in the target operating data and the historical half-shaft torsion angle in the historical operating data.

[0061] This embodiment generates a jitter suppression compensation amount by comparing and analyzing the target operating data with historical operating data, and then adds it to the original requested torque to obtain the optimized target motor torque. The core function of step S200 is to achieve a closed-loop connection from "state prediction" to "control execution," ensuring that the prediction result can be transformed into actual control actions. Its technical effects are reflected in: significantly reducing the step characteristics of torque transmitted by the half-shaft, reducing torsional vibration in the vehicle transmission system, making the power output more linear and smooth, and effectively suppressing speed jitter and ride discomfort caused by sudden torque changes.

[0062] Step S300: Based on the target motor torque and the torque control duration, perform torque control on the vehicle motor.

[0063] In this embodiment, the control system sends the target motor torque generated in step S200 as the final command to the motor control unit (MCU), which then drives the motor to output power according to the torque command. This control process is executed within the current control cycle until the start of the next control cycle.

[0064] This embodiment completes the final implementation of the entire jitter suppression strategy by sending the optimized target motor torque to the motor execution layer. Although step S300 is a routine execution step, its significance lies in verifying and demonstrating the actual value of the preceding prediction and compensation strategies. Only when the target motor torque is accurately executed can the previous prediction and compensation truly play a role in suppressing jitter. Therefore, step S300 is a key bridge connecting "control decision" and "physical response," ensuring the integrity and effectiveness of the entire control closed loop.

[0065] This embodiment first acquires the vehicle's historical operating data, requested motor torque, target equivalent load torque, and torque control duration. Based on these data, it determines the vehicle's target operating data. Then, based on the target operating data, historical operating data, and torque control duration, it performs jitter suppression on the requested motor torque to obtain the vehicle's target motor torque. Finally, based on the target motor torque and torque control duration, it performs torque control on the vehicle's motor. This embodiment constructs a dynamic response prediction mechanism for the vehicle's transmission system, predicting the transmission system's operating trend under current conditions before the torque control command is executed. The predicted result (i.e., the target operating data) is used for pre-compensation of the original requested torque (i.e., the requested motor torque), resulting in a target motor torque that suppresses jitter and makes motion control smoother. This achieves early intervention in torsional vibration during torque control, avoiding the problem of untimely jitter suppression caused by response lag in traditional feedback control. Consequently, it effectively suppresses transmission system jitter caused by rapid torque changes, improving the vehicle's operational stability and control reliability under dynamic conditions.

[0066] In one feasible implementation, after step S300 described above, the method may further include steps S400 to S500: Step S400: Obtain the actual operating data of the vehicle, and determine the actual equivalent load torque of the vehicle based on the actual operating data, the target operating data, and the torque control duration; In this embodiment, the actual equivalent load torque refers to the equivalent load torque that reflects the true comprehensive load level under the current operating conditions, calculated through a closed-loop observation mechanism based on the deviation between the actual response of the vehicle's transmission system and the model's predicted response. This parameter not only includes rolling resistance, air resistance, slope resistance, and acceleration resistance experienced by the vehicle, but also implicitly includes dynamic influencing factors that are not explicitly modeled, such as road surface excitation, tire deformation, and nonlinear friction of the transmission system. It is a key variable characterizing the true state of the vehicle's external load.

[0067] In this embodiment, after executing step S300, the control system can collect the actual operating data at the end of the current control cycle through the motor controller or the vehicle sensor network, including but not limited to: actual motor angular velocity, actual equivalent angular velocity, actual half-shaft torsion angle, etc.

[0068] The actual motor angular velocity refers to the motor angular velocity actually reached by the vehicle transmission system at the end of the current control cycle and the beginning of the next control cycle. The actual equivalent angular velocity refers to the equivalent angular velocity actually reached by the vehicle transmission system at the end of the current control cycle and the beginning of the next control cycle. The actual half-shaft torsional angle refers to the half-shaft torsional angle actually reached by the vehicle transmission system at the end of the current control cycle and the beginning of the next control cycle.

[0069] This embodiment compares the actual operating data with the target operating data calculated by the dynamic model of the vehicle transmission system in step S100 to obtain the operating data error, including but not limited to: motor angular velocity error, equivalent angular velocity error, half-shaft torsion angle error, etc.

[0070] Among them, motor angular velocity error refers to the difference between the actual motor angular velocity and the target motor angular velocity, equivalent angular velocity error refers to the difference between the actual equivalent angular velocity and the target equivalent angular velocity, and half-shaft torsion angle error refers to the difference between the actual half-shaft torsion angle and the target half-shaft torsion angle.

[0071] This implementation method can pre-build a mathematical relationship model between operating data error, target equivalent load torque, torque control duration, and actual equivalent load torque, such as a function expression, multidimensional mapping table, or machine learning model (e.g., support vector machine, neural network). In practical applications, the corresponding actual equivalent load torque can be determined directly based on the operating data error, target equivalent load torque, and torque control duration.

[0072] For example, in one feasible implementation, the actual operating data includes the actual motor angular velocity of the vehicle, and the target operating data also includes the target motor angular velocity of the vehicle. Step S400 described above may include steps S410-S420: Step S410: Calculate the motor angular velocity error between the actual motor angular velocity and the target motor angular velocity; Step S420: Determine the actual equivalent load torque of the vehicle based on the motor angular velocity error, the torque control duration, and the target equivalent load torque.

[0073] This implementation essentially constructs a load observer based on operational state quantity error (i.e. operational data error). Its core function is to transform model prediction deviation into online estimation of unknown external disturbances, thereby improving the control system's ability to perceive real operating conditions.

[0074] Step S500: Based on the actual equivalent load torque, update the target equivalent load torque to obtain the updated target equivalent load torque.

[0075] In this embodiment, the actual equivalent load torque calculated in the current control cycle will be used as the target equivalent load torque for the next control cycle to initialize the dynamic model prediction process for the next cycle.

[0076] For example, if the actual equivalent load torque is identified as 65 N·m at the end of the current control cycle, the system will set this value as the new target equivalent load torque at the beginning of the next control cycle, replacing the original fixed calibration value or the target value of the previous cycle, and use it to recalculate the target operating data.

[0077] This implementation achieves continuous tracking and memory-based updating of the vehicle's external load status, avoiding the model prediction drift problem caused by the long-term fixed target equivalent load torque in traditional methods. Especially when the vehicle encounters slowly changing road conditions during operation (such as driving from a flat road onto a gentle slope, gradual changes in road surface adhesion coefficient, changes in load, etc.), this update strategy allows the dynamic model to always make predictions based on initial assumptions close to the actual load, significantly improving the accuracy and timeliness of the target operating data.

[0078] This embodiment obtains the requested motor torque, target equivalent load torque, and torque control duration, and combines historical operating data to predict the target operating data. Then, based on the target operating data and historical operating data, a jitter compensation torque is generated to obtain the target motor torque and send it for execution. After the torque execution is completed, actual operating data is collected, the operating data error is calculated, and the actual equivalent load torque is obtained by inversion. Finally, the target equivalent load torque is iteratively updated using this actual value to form a closed-loop feedback.

[0079] This implementation method creatively constructs a closed-loop control architecture of "prediction-suppression-execution-observation-correction," achieving online perception of the vehicle's external load status and adaptive adjustment of model parameters. Its core advantage lies in: Improving the accuracy of jitter suppression: Jitter suppression strategies based on fixed equivalent load torque often result in excessive or insufficient compensation due to deviations in load assumptions. This implementation method, through the inversion and updating of the actual equivalent load torque, ensures that the dynamic model always maintains a high degree of matching with the real working conditions, thereby improving the accuracy of key predicted quantities such as half-shaft transmitted torque difference and equivalent angular acceleration, and ensuring more precise timing and amplitude of jitter compensation torque application; Enhanced system robustness: When faced with complex and ever-changing driving environments (such as hill start-stop, slippery road surface, and full load conditions), the model parameters can evolve autonomously without relying on a large number of preset working condition calibrations, significantly reducing the dependence on prior knowledge; Achieve smooth transition control: By progressively updating the target equivalent load torque cycle by cycle, the control strategy is prevented from jumping due to sudden load changes, effectively suppressing secondary vibrations caused by model mismatch and improving driving smoothness. Reduce calibration costs: There is no need to perform full-coverage calibration for every typical load condition. The system can automatically approximate the optimal load estimate through online learning, which greatly reduces the workload of bench and vehicle calibration.

[0080] It is worth mentioning that, in this embodiment, the vehicle's historical operating data (including historical motor angular velocity, historical equivalent angular velocity, historical half-shaft torsion angle, etc.) can be determined by the target operating data or actual operating data of the previous control cycle.

[0081] Exemplarily, in a first feasible implementation, the method may further include: Step S600: Based on the target running data, update the historical running data to obtain the updated historical running data; Alternatively, in step S700, the historical operating data is updated based on the actual operating data to obtain updated historical operating data.

[0082] This example provides two methods for updating historical operating data. The first method, which determines historical operating data based on target operating data, requires continuous updating of the target equivalent load torque according to the control cycle. This ensures that the target equivalent load torque used in the current control cycle for predicting the vehicle transmission system state based on the dynamic model is the actual equivalent load torque from the previous control cycle; otherwise, errors will accumulate. The second method, which determines historical operating data based on actual operating data, does not have this limitation. Furthermore, the second method is entirely based on the actual physical response for state transfer, unaffected by model errors. Even if the target equivalent load torque is not updated in a timely manner, it will not lead to accumulated deviations in state variables. Especially in cases of sudden changes in external load or deviations in model parameters, the second method can more quickly restore the accuracy of model predictions.

[0083] In a second feasible implementation, the historical operating data includes the vehicle's historical motor angular velocity, historical equivalent angular velocity, and historical half-shaft torsional angle. After step S300 above, the method may further include: Step S400: Obtain the actual operating data of the vehicle, and determine the actual equivalent load torque of the vehicle based on the actual operating data, the target operating data, and the torque control duration; Step S110: Obtain the motor rotational inertia, equivalent rotational inertia, half-shaft elastic coefficient, motor damping coefficient, equivalent damping coefficient, half-shaft damping coefficient, and gear ratio of the vehicle. Step S800: Based on the historical motor angular velocity, the historical equivalent angular velocity, the historical half-shaft torsional angle, the motor moment of inertia, the equivalent moment of inertia, the half-shaft elastic coefficient, the motor damping coefficient, the equivalent damping coefficient, the half-shaft damping coefficient, the gear ratio, the requested motor torque, the actual equivalent load torque, and the torque control duration, the predicted operating data of the vehicle is calculated. It should be noted that the predicted operating data refers to the set of operating state quantities that the vehicle transmission system should reach after the motor controller controls the output torque of the motor according to the requested motor torque control duration under ideal transmission conditions and based on the above dynamic model.

[0084] In this embodiment, after the control system identifies the actual equivalent load torque of the current control cycle in step S400, it no longer uses the prediction result based on the "target equivalent load torque" in the original model. Instead, it re-executes the model prediction, but replaces the load term in the model input with the "actual equivalent load torque" identified in the current control cycle. The predicted operating data calculated in this way is a theoretical state value that is closer to the true response, obtained under a more accurate understanding of the load.

[0085] Step S900: Based on the predicted running data, update the historical running data to obtain the updated historical running data.

[0086] In this embodiment, the control system uses the re-predicted operating state quantity based on the actual equivalent load torque as the historical state input for the next control cycle. This method combines the continuity of model prediction with the accuracy of actual load identification, avoiding error accumulation caused by inaccurate target equivalent load torque and overcoming the noise problem that may be introduced by directly using measured data. Essentially, it completes a closed-loop optimization of "model correction-state re-prediction" in each control cycle, significantly improving the long-term prediction accuracy and robustness of the dynamic model.

[0087] In summary, this embodiment enhances the flexibility and adaptability of the torque control system by providing multiple update mechanisms for historical operating state variables. Users can select appropriate update strategies based on controller computing power, sensor accuracy, and control objectives, ensuring that the dynamic model always predicts based on the most reliable initial state values, thus providing a solid foundation for subsequent anti-slip control.

[0088] In addition, this application also provides a torque control device, please refer to Figure 4 The torque control device is applied to a vehicle and includes: The observation module 10 is used to acquire the vehicle's historical operating data, requested motor torque, target equivalent load torque, and torque control duration, and to determine the vehicle's target operating data based on the historical operating data, the requested motor torque, the target equivalent load torque, and the torque control duration. Suppression module 20 is used to suppress jitter in the requested motor torque based on the target operating data, the historical operating data and the torque control duration, so as to obtain the target motor torque of the vehicle; The control module 30 is used to perform torque control on the vehicle's motor based on the target motor torque and the torque control duration.

[0089] In one embodiment, the historical operating data includes the vehicle's historical motor angular velocity, historical equivalent angular velocity, and historical half-shaft torsional angle. The observation module 10 is further used for: Obtain the motor moment of inertia, equivalent moment of inertia, half-shaft elastic coefficient, motor damping coefficient, equivalent damping coefficient, half-shaft damping coefficient, and gear ratio of the vehicle. The target operating data of the vehicle is determined based on the historical motor angular velocity, the historical equivalent angular velocity, the historical half-shaft torsional angle, the motor moment of inertia, the equivalent moment of inertia, the half-shaft elastic coefficient, the motor damping coefficient, the equivalent damping coefficient, the half-shaft damping coefficient, the gear ratio, the requested motor torque, the target equivalent load torque, and the torque control duration.

[0090] In one embodiment, the target operating data includes the target half-shaft transmitted torque of the vehicle, and the historical operating data includes the historical half-shaft transmitted torque of the vehicle. The suppression module 20 is further configured to: The difference in half-shaft transmitted torque between the target half-shaft transmitted torque and the historical half-shaft transmitted torque is calculated. The vibration compensation torque of the vehicle is determined based on the torque difference transmitted by the half-shaft and the torque control duration. Based on the jitter compensation torque, jitter suppression is performed on the requested motor torque to obtain the target motor torque of the vehicle.

[0091] In one embodiment, the device is further configured to: The actual operating data of the vehicle is acquired, and the actual equivalent load torque of the vehicle is determined based on the actual operating data, the target operating data, and the torque control duration. Based on the actual equivalent load torque, the target equivalent load torque is updated to obtain the updated target equivalent load torque.

[0092] In one embodiment, the actual operating data includes the actual motor angular velocity of the vehicle, and the target operating data also includes the target motor angular velocity of the vehicle. The device is further configured to: The motor angular velocity error between the actual motor angular velocity and the target motor angular velocity is calculated. The actual equivalent load torque of the vehicle is determined based on the motor angular velocity error, the torque control duration, and the target equivalent load torque.

[0093] In one embodiment, the device is further configured to: Based on the target operation data, the historical operation data is updated to obtain the updated historical operation data; Alternatively, the historical operating data can be updated based on the actual operating data to obtain updated historical operating data.

[0094] In one embodiment, the historical operating data includes the vehicle's historical motor angular velocity, historical equivalent angular velocity, and historical half-shaft torsional angle; the device is further used for: The actual operating data of the vehicle is acquired, and the actual equivalent load torque of the vehicle is determined based on the actual operating data, the target operating data, and the torque control duration. Obtain the motor moment of inertia, equivalent moment of inertia, half-shaft elastic coefficient, motor damping coefficient, equivalent damping coefficient, half-shaft damping coefficient, and gear ratio of the vehicle. The predicted operating data of the vehicle are calculated based on the historical motor angular velocity, the historical equivalent angular velocity, the historical half-shaft torsional angle, the motor moment of inertia, the equivalent moment of inertia, the half-shaft elastic coefficient, the motor damping coefficient, the equivalent damping coefficient, the half-shaft damping coefficient, the gear ratio, the requested motor torque, the actual equivalent load torque, and the torque control duration. Based on the predicted operating data, the historical operating data is updated to obtain the updated historical operating data.

[0095] The torque control device provided in this application, employing the torque control method described in the above embodiments, can effectively suppress transmission system vibrations caused by rapid torque changes, thereby improving the vehicle's operational stability and control reliability under dynamic conditions. Compared with the prior art, the beneficial effects of the torque control device provided in this application are the same as those of the torque control method provided in the above embodiments, and other technical features of the torque control device are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0096] Furthermore, this application also provides a vehicle, the vehicle including: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to perform the torque control method in the above embodiments.

[0097] The following is for reference. Figure 5 It shows a structural schematic diagram of a vehicle suitable for implementing the embodiments of this application. Figure 5 The vehicle shown is merely an example and should not be construed as limiting the functionality and scope of use of the embodiments of this application.

[0098] like Figure 5 As shown, the vehicle may include a processing unit 1001 (e.g., a central processing unit, a graphics processing unit, etc.) that can perform various appropriate actions and processes according to a program stored in a read-only memory 1002 or a program loaded from a storage device 1003 into a random access memory 1004. The random access memory 1004 also stores various programs and data required for vehicle operation. The processing unit 1001, the read-only memory 1002, and the random access memory 1004 are interconnected via a bus 1005. An input / output interface 1006 is also connected to the bus. Typically, the following systems can be connected to the input / output interface 1006: input devices 1007 including, for example, a touchscreen, touchpad, keyboard, mouse, image sensor, microphone, accelerometer, gyroscope, etc.; output devices 1008 including, for example, a liquid crystal display (LCD), speaker, vibrator, etc.; storage devices 1003 including, for example, magnetic tape, hard disk, etc.; and communication devices 1009. The communication device 1009 allows the vehicle to communicate wirelessly or wiredly with other devices to exchange data. Although the diagram shows vehicles with various systems, it should be understood that it is not required to implement or have all of the systems shown. More or fewer systems may be implemented alternatively.

[0099] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from read-only memory 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0100] The vehicle provided in this application, employing the torque control method described in the above embodiments, can effectively suppress transmission system vibrations caused by rapid torque changes, thereby improving the vehicle's operational stability and control reliability under dynamic conditions. Compared with the prior art, the beneficial effects of the vehicle provided in this application are the same as those of the torque control method provided in the above embodiments, and other technical features of the vehicle are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0101] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of protection of the above claims.

[0102] In addition, this application also provides a storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the torque control method in the above embodiments.

[0103] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections with one or more wires, portable computer disks, hard disks, random access memory, read-only memory, erasable programmable read-only memory, optical fibers, portable compact disk read-only memory, optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical fibers, RF (Radio Frequency), etc., or any suitable combination thereof.

[0104] The aforementioned storage medium may be included in the vehicle or may exist independently without being installed in the vehicle.

[0105] The aforementioned storage medium carries one or more programs. When these programs are executed by the vehicle, the vehicle: acquires the vehicle's historical operating data, requested motor torque, target equivalent load torque, and torque control duration; determines the vehicle's target operating data based on the historical operating data, the requested motor torque, the target equivalent load torque, and the torque control duration; performs jitter suppression on the requested motor torque based on the target operating data, the historical operating data, and the torque control duration to obtain the vehicle's target motor torque; and performs torque control on the vehicle's motor based on the target motor torque and the torque control duration.

[0106] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a Local Area Network (LAN) or a Wide Area Network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0107] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, may be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0108] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0109] The storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described torque control method. This effectively suppresses transmission system vibrations caused by rapid torque changes, improving the vehicle's operational stability and control reliability under dynamic conditions. Compared with the prior art, the beneficial effects of the medium provided in this application are the same as those of the torque control method provided in the above embodiments, and will not be repeated here.

[0110] In addition, this application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the torque control method described above.

[0111] The computer program product provided in this application can effectively suppress transmission system vibration caused by rapid torque changes, improving the vehicle's operational smoothness and control reliability under dynamic conditions. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as those of the torque control method provided in the above embodiments, and will not be repeated here.

[0112] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0113] The above description is only a part of the embodiments of this application and does not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. A torque control method, characterized in that, The method is applied to vehicles and includes: The system acquires the vehicle's historical operating data, requested motor torque, target equivalent load torque, and torque control duration, and determines the vehicle's target operating data based on the historical operating data, requested motor torque, target equivalent load torque, and torque control duration. Based on the target operating data, the historical operating data, and the torque control duration, jitter suppression is performed on the requested motor torque to obtain the target motor torque of the vehicle. Based on the target motor torque and the torque control duration, torque control is performed on the vehicle's motor; Following the step of controlling the vehicle's motor based on the target motor torque and the torque control duration, the method further includes: The actual operating data of the vehicle is acquired, and the actual equivalent load torque of the vehicle is determined based on the actual operating data, the target operating data, and the torque control duration. Based on the actual equivalent load torque, the target equivalent load torque is updated to obtain the updated target equivalent load torque.

2. The torque control method as described in claim 1, characterized in that, The historical operating data includes the vehicle's historical motor angular velocity, historical equivalent angular velocity, and historical half-shaft torsional angle. The step of determining the vehicle's target operating data based on the historical operating data, the requested motor torque, the target equivalent load torque, and the torque control duration includes: Obtain the motor moment of inertia, equivalent moment of inertia, half-shaft elastic coefficient, motor damping coefficient, equivalent damping coefficient, half-shaft damping coefficient, and gear ratio of the vehicle. The target operating data of the vehicle is determined based on the historical motor angular velocity, the historical equivalent angular velocity, the historical half-shaft torsional angle, the motor moment of inertia, the equivalent moment of inertia, the half-shaft elastic coefficient, the motor damping coefficient, the equivalent damping coefficient, the half-shaft damping coefficient, the gear ratio, the requested motor torque, the target equivalent load torque, and the torque control duration.

3. The torque control method as described in claim 1, characterized in that, The target operating data includes the target half-shaft transmitted torque of the vehicle, and the historical operating data includes the historical half-shaft transmitted torque of the vehicle. The step of suppressing jitter in the requested motor torque based on the target operating data, the historical operating data, and the torque control duration to obtain the target motor torque of the vehicle includes: The difference in half-shaft transmitted torque between the target half-shaft transmitted torque and the historical half-shaft transmitted torque is calculated. The vibration compensation torque of the vehicle is determined based on the torque difference transmitted by the half-shaft and the torque control duration. Based on the jitter compensation torque, jitter suppression is performed on the requested motor torque to obtain the target motor torque of the vehicle.

4. The torque control method as described in claim 1, characterized in that, The actual operating data includes the actual motor angular velocity of the vehicle, and the target operating data also includes the target motor angular velocity of the vehicle. The step of determining the actual equivalent load torque of the vehicle based on the actual operating data, the target operating data, and the torque control duration includes: The motor angular velocity error between the actual motor angular velocity and the target motor angular velocity is calculated. The actual equivalent load torque of the vehicle is determined based on the motor angular velocity error, the torque control duration, and the target equivalent load torque.

5. The torque control method as described in claim 1 or 4, characterized in that, The method further includes: Based on the target operating data, the historical operating data is updated to obtain the updated historical operating data; or... Based on the actual operating data, the historical operating data is updated to obtain the updated historical operating data.

6. The torque control method according to any one of claims 1 to 4, characterized in that, The historical operating data includes the vehicle's historical motor angular velocity, historical equivalent angular velocity, and historical half-shaft torsional angle. Following the step of torque control of the vehicle's motor based on the target motor torque and the torque control duration, the method further includes: The actual operating data of the vehicle is acquired, and the actual equivalent load torque of the vehicle is determined based on the actual operating data, the target operating data, and the torque control duration. Obtain the motor moment of inertia, equivalent moment of inertia, half-shaft elastic coefficient, motor damping coefficient, equivalent damping coefficient, half-shaft damping coefficient, and gear ratio of the vehicle. The predicted operating data of the vehicle are calculated based on the historical motor angular velocity, the historical equivalent angular velocity, the historical half-shaft torsional angle, the motor moment of inertia, the equivalent moment of inertia, the half-shaft elastic coefficient, the motor damping coefficient, the equivalent damping coefficient, the half-shaft damping coefficient, the gear ratio, the requested motor torque, the actual equivalent load torque, and the torque control duration. Based on the predicted operating data, the historical operating data is updated to obtain the updated historical operating data.

7. A torque control device, characterized in that, The device is applied to a vehicle and includes: The observation module is used to acquire the vehicle's historical operating data, requested motor torque, target equivalent load torque, and torque control duration, and to determine the vehicle's target operating data based on the historical operating data, the requested motor torque, the target equivalent load torque, and the torque control duration. The suppression module is used to suppress jitter in the requested motor torque based on the target operating data, the historical operating data and the torque control duration, so as to obtain the target motor torque of the vehicle. A control module is used to control the torque of the vehicle's motor based on the target motor torque and the torque control duration; The device is also used for: The actual operating data of the vehicle is acquired, and the actual equivalent load torque of the vehicle is determined based on the actual operating data, the target operating data, and the torque control duration. Based on the actual equivalent load torque, the target equivalent load torque is updated to obtain the updated target equivalent load torque.

8. A vehicle, characterized in that, The vehicle includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the torque control method as described in any one of claims 1 to 6.

9. A storage medium, characterized in that, The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, it implements the steps of the torque control method as described in any one of claims 1 to 6.

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