Torque control method and device, electronic equipment and storage medium

Abstract

The application provides a torque control method and device, electronic equipment and storage medium, and relates to the technical field of vehicles.The method comprises the following steps: in the case that a vehicle enters a torque recovery phase of an anti-slip mode, determining a target rising parameter based on a speed fluctuation parameter of a motor; the target rising parameter is negatively correlated with the speed fluctuation parameter, and the speed fluctuation parameter is used to represent the risk degree of slipping; and the executing torque of the motor is controlled to rise according to the target rising parameter until a preset stop rising condition is met.In the case that the speed fluctuation parameter is larger, that is, the risk of slipping is higher, the corresponding target rising parameter is smaller, the torque rising speed can be slowed down in the case that the risk of slipping is high, and thus the probability of slipping again can be reduced.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a torque control method, device, electronic device, and storage medium. Background Technology

[0002] In anti-skid control of new energy vehicles, torque compensation is a key means to suppress vehicle slippage. When torque compensation reaches the preset termination condition, a torque recovery operation needs to be performed to gradually bring the motor output torque closer to the required torque.

[0003] However, related technologies typically employ uniform rise parameters to achieve torque recovery. On slippery surfaces such as icy or wet roads, this method may significantly increase the probability of slipping again due to excessively rapid rise, thereby reducing driving safety. Summary of the Invention

[0004] The purpose of this application is to provide a torque control method, device, electronic device, and storage medium to solve the above-mentioned technical problems.

[0005] On the one hand, a torque control method is provided, including: During the torque recovery phase when the vehicle enters anti-slip mode, a target rise parameter is determined based on the motor speed fluctuation parameter; wherein, the target rise parameter is negatively correlated with the speed fluctuation parameter, and the speed fluctuation parameter is used to characterize the risk level of slippage; The motor's torque is controlled to increase according to the target rising parameter until a preset stopping condition is met.

[0006] In some embodiments, before determining the target rise parameter based on the motor speed fluctuation parameters, the method further includes: Based on the actual speed of the motor at the first sampling time and the second sampling time, the first speed difference is determined, and the second sampling time is the sampling time before the first sampling time; If the first speed difference is greater than or equal to the first preset threshold, and the first average speed difference of the motor within the first preset time after the second sampling time is greater than or equal to the first preset threshold, then it is determined that the anti-slip mode is entered; wherein, the speed fluctuation parameter includes the first average speed difference.

[0007] In some embodiments, the speed fluctuation parameter further includes a first parameter, which includes the number of consecutive slips in the anti-slip mode and / or the second average speed difference of the motor within a second pre-duration period prior to the current sampling time.

[0008] In some embodiments, the torque recovery phase includes a first phase and a second phase, and determining the target rise parameter based on the motor speed fluctuation parameters includes: In the first stage, based on the first average speed difference and the first mapping relationship between different preset first average speed differences and preset rise parameters, the target rise parameter for the first stage is determined from the preset rise parameter; In the second stage, based on the first parameter and the second mapping relationship between different preset first parameters and preset limit coefficients, the target limit coefficient is determined from the preset limit coefficients; The product of the target increase parameter of the first stage and the target limit coefficient is determined as the target limit parameter of the second stage.

[0009] In some embodiments, the stopping ascent condition includes an anti-slip mode exit condition and a torque compensation condition, and the step of stopping ascent until a preset stopping condition is met includes: If the sum of the absolute value of the executed torque and the preset value is greater than or equal to the absolute value of the required torque, then the anti-slip mode exit condition is determined to be met; wherein, the preset value is greater than 0; If the anti-slip mode exit condition is not met, and the third average speed difference of the motor within the third preset time period before the current sampling time is greater than or equal to the second preset threshold, then the torque compensation condition is determined to be met; wherein, the torque compensation condition is used to indicate entering the torque compensation stage, and the number of consecutive slippages is equal to the number of times the torque compensation stage is entered.

[0010] In some embodiments, after determining that the anti-slip mode has been entered, the method further includes: In response to entering the torque compensation phase, the actual speed of the motor and the target speed of the motor are obtained; The target gain is determined based on at least one of the deviation between the actual rotational speed and the target rotational speed and the rate of change of the motor speed; The compensation torque is determined based on the deviation between the actual rotational speed and the target rotational speed, as well as the target gain.

[0011] In some embodiments, determining the target gain based on at least one of the deviation between the actual rotational speed and the target rotational speed and the rate of change of the motor speed includes: Based on the aforementioned deviation and the third mapping relationship between different preset deviations and preset proportional gains, a target proportional gain is determined from the preset proportional gains; wherein, the absolute value of the preset deviation is positively correlated with the absolute value of the preset proportional gain. Based on the deviation and the speed change rate, and the fourth mapping relationship between different preset deviations, preset speed change rates and preset integral gains, a target integral gain is determined from the preset integral gains; wherein, when both the preset deviation and the preset speed change rate are greater than 0 or both are less than 0, the absolute values ​​of the preset deviation and the preset speed change rate are positively correlated with the absolute value of the preset integral gain.

[0012] Furthermore, a torque control device is also provided, comprising: The first determining module is used to determine a target increase parameter based on the motor speed fluctuation parameter when the vehicle enters the torque recovery phase of the anti-slip mode; wherein the target increase parameter is negatively correlated with the speed fluctuation parameter, and the speed fluctuation parameter is used to characterize the risk level of slippage; The control module is used to control the motor's execution torque to increase according to the target rising parameter until a preset stopping rising condition is met.

[0013] In some embodiments, the apparatus further includes: The second determining module is used to determine a first speed difference based on the actual speed of the motor at the first sampling time and the second sampling time, wherein the second sampling time is the previous sampling time of the first sampling time; The third determining module is used to determine to enter the anti-slip mode if the first speed difference is greater than or equal to the first preset threshold, and the first average speed difference of the motor within a first preset time after the second sampling time is greater than or equal to the first preset threshold; wherein the speed fluctuation parameter includes the first average speed difference.

[0014] In some embodiments, the speed fluctuation parameter further includes a first parameter, which includes the number of consecutive slips in the anti-slip mode and / or the second average speed difference of the motor within a second pre-duration period prior to the current sampling time.

[0015] In some embodiments, the torque recovery phase includes a first phase and a second phase, wherein the first determining module is specifically configured to: In the first stage, based on the first average speed difference and the first mapping relationship between different preset first average speed differences and preset rise parameters, the target rise parameter for the first stage is determined from the preset rise parameter; In the second stage, based on the first parameter and the second mapping relationship between different preset first parameters and preset limit coefficients, the target limit coefficient is determined from the preset limit coefficients; The product of the target increase parameter of the first stage and the target limit coefficient is determined as the target limit parameter of the second stage.

[0016] In some embodiments, the stop-ascent condition includes an anti-slip mode exit condition and a torque compensation condition, and the control module is specifically used for: If the sum of the absolute value of the executed torque and the preset value is greater than or equal to the absolute value of the required torque, then the anti-slip mode exit condition is determined to be met; wherein, the preset value is greater than 0; If the anti-slip mode exit condition is not met, and the third average speed difference of the motor within the third preset time period before the current sampling time is greater than or equal to the second preset threshold, then the torque compensation condition is determined to be met; wherein, the torque compensation condition is used to indicate entering the torque compensation stage, and the number of consecutive slippages is equal to the number of times the torque compensation stage is entered.

[0017] In some embodiments, the apparatus further includes: The acquisition module is used to acquire the actual speed of the motor and the target speed of the motor in response to entering the torque compensation stage; The fourth determining module is used to determine the target gain based on at least one of the deviation between the actual rotational speed and the target rotational speed and the rate of change of the motor speed; The fifth determining module is used to determine the compensation torque based on the deviation between the actual rotational speed and the target rotational speed, as well as the target gain.

[0018] In some embodiments, the fourth determining module is specifically used for: Based on the aforementioned deviation and the third mapping relationship between different preset deviations and preset proportional gains, a target proportional gain is determined from the preset proportional gains; wherein, the absolute value of the preset deviation is positively correlated with the absolute value of the preset proportional gain. Based on the deviation and the speed change rate, and the fourth mapping relationship between different preset deviations, preset speed change rates and preset integral gains, a target integral gain is determined from the preset integral gains; wherein, when both the preset deviation and the preset speed change rate are greater than 0 or both are less than 0, the absolute values ​​of the preset deviation and the preset speed change rate are positively correlated with the absolute value of the preset integral gain.

[0019] Furthermore, an electronic device is also provided, including a processor and a memory, wherein the memory stores a computer program, and the processor executes the computer program to implement any of the methods described above.

[0020] Furthermore, a computer-readable storage medium is also provided, the computer-readable storage medium storing a computer program, which, when executed by at least one processor, implements the method as described above.

[0021] This application embodiment dynamically adjusts the target rise parameter by controlling the motor speed fluctuation parameter: when the speed fluctuation parameter is larger, i.e., the risk of slippage is higher, the corresponding target rise parameter is controlled to be smaller, which can slow down the torque rise rate under high slippage risk, thereby reducing the probability of slippage again; conversely, the target rise parameter is increased to increase the torque rise rate under low slippage risk, thereby increasing the torque response speed. Therefore, this application embodiment can reduce the probability of slippage again while also ensuring rapid torque response. Attached Figure Description

[0022] Figure 1 One of the schematic flowcharts of the torque control method provided in the embodiments of this application; Figure 2 A second schematic flowchart illustrating the torque control method provided in this application embodiment; Figure 3 This is a schematic diagram of the torque control device provided in the embodiments of this application; Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application. Unless otherwise specified, the embodiments and features in the embodiments of this application can be arbitrarily combined with each other. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be performed in a different order than that shown here.

[0024] The terms "first" and "second" in the specification, claims, and accompanying drawings of this application are used to distinguish different objects, not to describe a specific order. Furthermore, the term "comprising" and any variations thereof are intended to cover non-exclusive protection. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or devices. The term "multiple" in this application can mean at least two, for example, two, three, or more, and the embodiments of this application do not impose limitations.

[0025] This application provides a torque control method, device, electronic device, and storage medium to improve driving safety.

[0026] The torque control method of this application embodiment will be described in detail below.

[0027] The torque control method in this embodiment can be executed by a torque control device or related electronic equipment. In related technologies, the Electronic Stability Control (ESC) system typically determines road conditions and other information, then transmits relevant commands to the Vehicle Control Unit (VCU). The VCU then performs torque arbitration and other processing before controlling the Motor Control Unit (MCU) to execute the corresponding torque. Considering that the aforementioned path in related technologies is from ESC to VCU to MCU, this path is relatively long, potentially resulting in a timeframe of hundreds of milliseconds from command issuance to MCU execution, posing a risk of untimely torque control in the event of slippage. Therefore, the torque control method in this embodiment can be executed by the MCU.

[0028] See Figure 1 , Figure 1 This is one of the flowcharts of a torque control method provided in this application, such as... Figure 1 As shown, the method includes: Step 101: During the torque recovery phase of the vehicle entering anti-slip mode, determine the target rise parameter based on the motor speed fluctuation parameter. The target rise parameter is negatively correlated with the speed fluctuation parameter, which characterizes the degree of slippage risk.

[0029] After the vehicle enters anti-slip mode, it will first enter the torque compensation phase to suppress torque output.

[0030] During the torque compensation phase, after the preset speed stabilization condition is reached, the aforementioned torque recovery phase will begin to control the execution torque. Gradually approaching the required torque Required torque That is, the torque required by the driver. In this embodiment of the application, the required torque is... Output from VCU.

[0031] During the torque recovery phase, the increase in torque can easily trigger slippage again. Therefore, this embodiment dynamically adjusts the target rise parameter based on the motor's speed fluctuation parameters to reduce the probability of slippage again. The target rise parameter can be referred to as the target rise gradient or the target rise slope.

[0032] The aforementioned speed fluctuation parameters are used to characterize the degree of slippage risk. Specifically, the larger the motor speed fluctuation parameter, the higher the risk of slippage again during the torque recovery phase. Based on this, the embodiments of this application set the speed fluctuation parameter to be negatively correlated with the target rise parameter. In this way, when the speed fluctuation parameter is larger, the target rise parameter can be determined to be smaller, thereby slowing down the rate of torque rise when the slippage risk is high, thus reducing the probability of slippage again; and when the slippage risk is low, the rate of torque rise can be increased, which is beneficial for achieving a rapid response to the required torque.

[0033] The aforementioned speed fluctuation parameters can be the real-time speed difference of the motor during the torque recovery phase, the real-time speed change rate, or the average speed difference of the motor within a preset time period before the current sampling time.

[0034] Step 102: Control the motor's execution torque to increase according to the target rising parameters until the preset stop rising condition is met.

[0035] During the torque recovery phase, the increase in torque can easily trigger slippage again. This embodiment dynamically adjusts the target increase parameter by controlling the motor speed fluctuation parameter: the larger the speed fluctuation parameter, the higher the risk of slippage, and the smaller the corresponding target increase parameter. This slows down the torque increase rate when the risk of slippage is high, thereby reducing the probability of slippage again. Conversely, it increases the torque increase rate when the risk of slippage is low, thereby increasing the response speed to the required torque. Therefore, this embodiment can reduce the probability of slippage again while ensuring a rapid response to the required torque.

[0036] In some embodiments, before determining the target rise parameter based on the motor speed fluctuation parameters, the above method further includes: Based on the actual speed of the motor at the first sampling time and the second sampling time, the first speed difference is determined, and the second sampling time is the sampling time before the first sampling time.

[0037] If the first speed difference is greater than or equal to the first preset threshold, and the first average speed difference of the motor within the first preset time period after the second sampling time is greater than or equal to the first preset threshold, then it is determined that the anti-slip mode is entered. The speed fluctuation parameter includes the first average speed difference.

[0038] In this embodiment, the actual speed of the motor can be monitored in real time, and the speed difference between the current sampling time and the previous sampling time can be determined in real time. When the speed difference corresponding to adjacent sampling times (i.e., the aforementioned first speed difference) is detected to be greater than or equal to a first preset threshold for the first time, the first average speed difference within a first preset time period is determined. If the speed is greater than or equal to the first preset threshold, then the anti-slip mode is activated. This helps prevent the anti-slip mode from being falsely triggered due to instantaneous fluctuations in speed during non-slip scenarios. The calculation formula can be: ; in, The difference in rotational speed between adjacent sampling times is calculated based on the actual rotational speed collected within a first preset time period, including the aforementioned first rotational speed difference. . equal The number of samples is equal to the first preset duration divided by the sampling interval. For example, if the first preset duration is 50ms and the sampling interval for the actual motor speed is 1ms, then... It equals 50.

[0039] In some embodiments, the triggering condition for the above-mentioned anti-slip mode may further include that the brake pedal is not depressed within a first preset time period. That is, simultaneously satisfying... Greater than or equal to the first preset threshold If the brake pedal is not depressed within a first preset time period and the value is greater than or equal to a first preset threshold, the aforementioned anti-skid mode is entered. Whether the brake pedal is depressed can be determined by the collected flag B corresponding to the brake pedal. If flag B=0, the pedal is not depressed; if B=1, the brake pedal is depressed.

[0040] In some embodiments, a flag K1 for indicating whether the anti-slip mode has been entered may also be set simultaneously. K1=0 if the anti-slip mode has not been entered; if the anti-slip mode has been entered, the flag K1=1.

[0041] The above and It can reflect the degree of risk of slipping, specifically, and The larger the value, the higher the risk of slippage. Based on this, the aforementioned speed fluctuation parameters may include... or .

[0042] Compared to those that are susceptible to transient fluctuations , By averaging and integrating multiple speed differences, the true level of slippage risk can be characterized more stably and continuously, offering greater accuracy in risk characterization. Therefore, the aforementioned speed fluctuation parameters can be set as follows: By By defining the speed fluctuation parameter, the speed difference at the onset of slippage can be used as a benchmark for slippage risk. Based on this, the target increase parameter for the torque recovery phase can be determined, which can effectively reduce the probability of slippage again.

[0043] In some embodiments, the speed fluctuation parameter further includes a first parameter, which includes the number of consecutive slips in anti-slip mode and / or the second average speed difference of the motor within a second pre-duration period prior to the current sampling time.

[0044] The aforementioned number of consecutive slippages refers to the number of consecutive slippages under the current anti-slip mode. If the number of consecutive slippages is high, the risk of slippage is also higher during the current torque recovery phase.

[0045] The second preset duration can be shorter than the first preset duration; for example, it could be 5ms. During the torque recovery phase, if the second average speed difference within the second preset duration prior to the current sampling time is large, it indicates a high real-time slippage risk.

[0046] In this embodiment, by determining the speed fluctuation parameters, including the number of consecutive slips and / or the second average speed difference, the dynamic evolution and real-time characteristics of slip risk after entering the anti-slip mode can be taken into account. Through the coordinated judgment of multi-dimensional parameters, the possibility of repeated slips can be further reduced, thereby further improving driving safety.

[0047] Optionally, the torque recovery phase includes a first phase and a second phase, and the target rise parameter is determined based on the motor speed fluctuation parameters, including: In the first stage, based on the first average speed difference and the first mapping relationship between different preset first average speed differences and preset rise parameters, the target rise parameter for the first stage is determined from the preset rise parameters. In the second stage, based on the first parameter and the second mapping relationship between different preset first parameters and preset limit coefficients, the target limit coefficient is determined from the preset limit coefficients; The product of the target increase parameter and the target limit coefficient in the first stage is determined as the target limit parameter in the second stage.

[0048] After entering the torque recovery phase, the system first enters the first stage, where the torque is increased according to the target increase parameters. If the stop increase condition is not met, the system enters the second stage, where the torque is increased according to the target increase parameters until the stop increase condition is met.

[0049] The target ascent parameters for the first stage are determined by the first average speed difference and the first mapping relationship. The first mapping relationship can be represented by a mapping diagram or a mapping table. To better understand the technical solution of this application's embodiments, the following example uses a first mapping table as an example of the first mapping relationship: Table 1: First Mapping Relationship Table

[0050] Based on the first average speed difference determined under the current anti-slip mode, the corresponding preset rise parameter can be found in Table 1 above as the target rise parameter for the first stage. For example, if the first average speed difference determined in the current anti-slip mode is 60 rpm, then the target rise parameter for the first stage is 400 (Nm / s).

[0051] The target increase parameter for the second phase based on and target constraint coefficient OK. As an example, The value range of is (0, 2). The first parameter is determined based on the second mapping relationship and the first parameter. The first parameter includes at least one of the number of consecutive slippages and the second average speed difference.

[0052] For ease of understanding, the following table represents the specific form of the second mapping relationship. The first parameter includes both the number of consecutive slippages and the second average speed difference, as an example. A sample table is provided below: Table 2: Second Mapping Relationship Table

[0053] Based on the second average speed difference and the number of consecutive slips determined under the current anti-slip mode, the corresponding target limiting coefficient can be found in Table 2 above. For example, if the second average speed difference determined under the current anti-slip mode is 10 rpm and the number of consecutive slips is 5, then the target limiting coefficient is 1.

[0054] After determining the above target constraint coefficients Afterwards, combined This allows us to determine the target ascent parameters for the second stage. The formula is as follows: ; It is worth noting that the division between the first and second stages can be customized. For example, the first stage can be the first control cycle after entering the torque compensation stage, and the second stage can be the control cycle after the first control cycle.

[0055] Since the first parameter required in the second stage may include the second average speed difference within a second preset time period prior to the current sampling time, in order to make the second average speed difference more accurately characterize the speed fluctuation during the torque recovery phase, the control duration corresponding to the first stage can be set to be greater than or equal to the second preset time period. As an example, the first stage can be set to the period within a fourth preset time period before entering the torque recovery phase, and the second stage can be set to the period after the fourth preset time period before entering the torque recovery phase, wherein the fourth preset time period is greater than or equal to the second preset time period.

[0056] In this implementation, the torque increase is controlled according to different target increase parameters at different stages. After the torque begins to increase in the first stage, the torque increase is controlled in the second stage in conjunction with the first parameter, which can further reduce the risk of slippage caused by real-time risk changes.

[0057] In some embodiments, the above-mentioned conditions for stopping ascent include conditions for exiting anti-slip mode and conditions for torque compensation.

[0058] The following is a detailed explanation of the conditions for exiting the anti-slip mode.

[0059] In some embodiments, the above-mentioned anti-slip mode exit condition may include the execution torque being equal to the required torque.

[0060] In other embodiments, to avoid the executed torque potentially exceeding the required torque, which could reduce driving safety, a setting can be made whereby the anti-slip mode exit condition is met if the sum of the absolute value of the executed torque and a preset value is greater than or equal to the absolute value of the required torque. The preset value is greater than 0, and can be, for example, 5 Nm, 4 Nm, or 3 Nm. Taking a preset value of 5 Nm as an example, i.e., |Tq2| + 5 Nm ≥ |Tq1|, the anti-slip mode exit condition is determined to be met.

[0061] In some embodiments, if the entry condition for the above-mentioned anti-slip mode also includes that the brake pedal is not depressed within a first preset time period, then the exit condition for the above-mentioned anti-slip mode may also include that the brake pedal is depressed. That is, if, during the torque recovery process, the sum of the absolute value of the executed torque and the preset value is greater than or equal to the absolute value of the required torque or the brake signal flag B=1, then the anti-slip mode is exited.

[0062] If the flag corresponding to the above anti-slip mode is set, then to exit the anti-slip mode, K1=1 needs to be switched to K1=0.

[0063] The torque compensation conditions are explained below.

[0064] In some embodiments, if the anti-slip mode exit condition is not met, and the third average speed difference ΔSavg3 of the motor within a third preset time period prior to the current sampling time is greater than or equal to a second preset threshold, then the torque compensation condition is determined to be met. The torque compensation condition indicates entry into the torque compensation phase, and the number of consecutive slippages equals the number of times the torque compensation phase has been entered.

[0065] The third preset duration can be greater than the second preset duration, for example, it can be equal to the first preset duration.

[0066] During the torque recovery phase, even though this application reduces the risk of slippage again by dynamically determining the target rise parameters, there may still be a probability of slippage again.

[0067] In this embodiment, the condition that the third average speed difference is greater than or equal to the second preset threshold (e.g., △Savg3≥20rpm) is determined to meet the torque compensation condition, so as to indicate that the torque compensation stage is entered again. By compensating for torque, slippage is suppressed, which is beneficial to further improve driving safety.

[0068] The number of times the torque compensation phase is entered can reflect the risk of continuous slippage in the current anti-slip mode. Therefore, in this embodiment, the number of continuous slippages can be set to equal the number of times the torque compensation phase is entered in the current anti-slip mode, which helps to improve the accuracy of the number of continuous slippages.

[0069] In some embodiments, a torque compensation flag K2 can be set. When entering the torque compensation phase, K2=1; when exiting the torque compensation phase (e.g., entering the torque recovery phase), K2=0. In this way, combined with the anti-slip mode flag K1, the number of consecutive slippages can be accurately recorded. That is, when K1=1, the number of times K2=0 switches to K2=1, n2, is recorded; n2 is the number of consecutive slippages. After K1=0, the count of n2 is reset to zero until the next time K1=1.

[0070] The embodiment of this application enters the torque compensation stage, including the first entry after determining that anti-slip mode has been entered; and the second entry after the torque recovery stage meets the torque compensation conditions.

[0071] Specifically, after entering the torque compensation stage to control the execution torque, if the above-mentioned anti-slip mode exit conditions are met, the anti-slip mode will be exited directly. For example, if |Tq2|+5Nm≥|Tq1| or the brake pedal depressing indicator B=1 during the torque compensation process, the anti-slip mode will be exited.

[0072] If the above-mentioned anti-slip mode exit conditions are not met, but the preset speed stabilization condition is met, the torque compensation stage will exit, and K2=1 will be switched to K2=0 to enter the torque recovery stage. The speed stabilization condition is, for example, that the fourth average speed difference within a fifth preset time period prior to the current sampling time is less than or equal to a fourth preset threshold. As an example, the fifth preset time period could be 100ms, and the fourth preset threshold could be 5rpm. That is, if the above-mentioned anti-slip mode exit conditions are not met, and ΔSavg4≤5rpm, then K2=0 will exit the torque compensation stage and enter the torque recovery stage.

[0073] If the above torque compensation conditions are met during the torque recovery phase, the torque compensation phase needs to be entered again.

[0074] The following section provides a detailed explanation of how torque compensation is performed during the torque compensation phase.

[0075] If the torque compensation stage is entered, the actual speed of the motor and the target speed of the motor are obtained. The target gain is determined based on at least one of the deviation between the actual speed and the target speed and the rate of change of the motor speed; The compensation torque is determined based on the deviation between the actual rotational speed and the target rotational speed, as well as the target gain.

[0076] The aforementioned target speed can be understood as the theoretical speed of the motor under non-slip conditions. It can be calculated using the motor's acceleration before slippage and the ideal slip ratio. For example, the acceleration before slippage can be determined, and the target speed at the current sampling time can be determined based on the actual speed at sampling time t before slippage and the time interval. Alternatively, the target linear velocity of the drive wheels can be calculated based on the ideal slip ratio and the current vehicle speed, and then the target speed of the motor can be calculated based on the target linear velocity of the drive wheels.

[0077] The following example uses the determination of the target rotational speed by measuring the rotational acceleration before slippage to illustrate the specific method for determining the target rotational speed.

[0078] The motor's speed acceleration is determined based on the actual speed of the motor at the second and third sampling times and the time interval between the second and third sampling times.

[0079] Since the first rotational speed difference between the first and second sampling times is the first detected rotational speed difference between adjacent sampling times that is greater than or equal to a first preset threshold, it indicates that the actual rotational speed at the first sampling time shows an initial abnormal increase. Based on this, it can be determined that slippage has not yet occurred at the second sampling time, and the actual rotational speed at the second sampling time can be used as a basis for further analysis. The actual rotational speed at the third sampling time, prior to the second sampling time, is used to determine the rotational acceleration. The third sampling time can be the sampling time preceding the second sampling time, or it can be the sampling time corresponding to 1 second before the second sampling time, etc.

[0080] Combination and The target speed during the torque compensation phase can be determined. The formula is as follows: ; In the formula, This represents the actual rotational speed collected at the second sampling time. This represents the time difference between the current sampling time and the second sampling time.

[0081] Based on the deviation between the actual rotational speed and the target rotational speed at the current sampling moment, and combined with a preset closed-loop controller, such as a proportional-integral-derivative (PID) controller, the compensation torque can be determined. The formula for calculating the aforementioned deviation is as follows: ; In the formula, This indicates the actual rotational speed at the current sampling moment. This indicates the target rotational speed at the current sampling time, and the deviation... By inputting the PID controller mentioned above, the current compensation torque can be obtained.

[0082] Based on the sum of the current required torque and the current compensation torque, the current execution torque can be obtained. During the torque compensation phase, the output execution torque helps to control the actual speed of the motor to stabilize at the target speed, thereby suppressing slippage.

[0083] In related technologies, the gain of closed-loop control is typically determined to be a fixed value. In this embodiment, by setting a dynamic target gain based on at least one of the deviation and the motor's speed change rate, the effectiveness of closed-loop control can be improved.

[0084] The following section provides a detailed explanation of how to determine the dynamic target gain.

[0085] In some embodiments, the target gain includes a target scaling gain, and determining the target scaling gain includes: Based on the deviation and the third mapping relationship between different preset deviations and preset proportional gains, the target proportional gain is determined from the preset proportional gains; wherein, the absolute value of the preset deviation is positively correlated with the absolute value of the preset proportional gain.

[0086] The specific form of the aforementioned third mapping relationship can be a mapping relationship table or a mapping relationship diagram. To better understand the technical solution of the embodiments of this application, the following example uses a third mapping relationship table as an example, and provides an exemplary table as follows: Table 3: Third Mapping Relationship Table

[0087] Based on the determined current deviation, the corresponding preset proportional gain can be found in Table 3 above as the current target proportional gain.

[0088] In this embodiment, the target proportional gain is dynamically determined through the above steps. When the absolute deviation between the actual speed and the target speed is large, the actual speed can be quickly brought closer to the target speed by increasing the absolute value of the target proportional gain. When the absolute deviation is small, fine control can be achieved by decreasing the absolute value of the target proportional gain, thereby reducing the risk of overshoot.

[0089] In some embodiments, the target gain further includes a target integral gain, and determining the target integral gain includes: Based on the deviation and the rate of change of speed, as well as the fourth mapping relationship between different preset deviations, preset rates of change of speed and preset integral gains, the target integral gain is determined from the preset integral gain; wherein, when both the preset deviation and the preset rate of change of speed are greater than 0 or both are less than 0, the absolute values ​​of the preset deviation and the preset rate of change of speed are positively correlated with the absolute value of the preset integral gain.

[0090] The aforementioned speed change rate can be the real-time speed change rate, which is the real-time speed change rate determined based on the actual speed at the current sampling time and the actual speed at the previous sampling time.

[0091] It should be understood that when both the deviation and the rate of change of speed are positive, it indicates that the actual speed is rapidly moving away from the target. Therefore, the response speed of the closed-loop control can be increased by increasing the absolute value of the integral gain. Similarly, when both the deviation and the rate of change of speed are negative, it also indicates that the actual speed is rapidly moving away from the target. Therefore, the response speed of the closed-loop control can be increased by increasing the absolute value of the integral gain.

[0092] In some embodiments, when one of the deviation and the rate of change of rotational speed is positive and the other is negative, the absolute values ​​of a preset deviation and a preset rate of change of rotational speed can be set to be negatively correlated with the absolute value of a preset integral gain.

[0093] The mapping relationship between the absolute values ​​of the preset deviation and the preset speed change rate and the preset integral gain is characterized by the fourth mapping relationship. The following is an example table illustrating the fourth mapping relationship: Table 4: Fourth Mapping Relationship Table

[0094] In this embodiment, the target integral gain is dynamically determined through the above steps, which can quickly correct the deviation when both the deviation and the rate of change of rotation speed are positive or both are negative, so as to quickly control the actual rotation speed to approach the target rotation speed.

[0095] To better understand the technical solutions of the embodiments of this application, the following is combined with... Figure 2 The torque control method in the embodiments of this application will be described.

[0096] See Figure 2 Torque required when anti-slip mode is not activated Equal to the execution torque The anti-slip mode is indicated by the flag K1=0; the torque compensation mode is indicated by the flag K2=0.

[0097] The speed difference between adjacent sampling times was detected for the first time. When the speed is ≥20 rpm, calculate the first preset time period. If the speed is greater than or equal to 20 rpm, and the brake pedal is not depressed (i.e., B=0), then the anti-slip mode is entered, and the corresponding flag for the anti-slip mode is K1=1.

[0098] Record the most recent actual RPM before slippage. And calculate the rotational speed and acceleration before slippage. (rpm / s) (Latched after K1=1) and (This process continues until K1=0, at which point it is recalculated).

[0099] Upon entering the torque compensation phase, adjust the corresponding torque compensation flag K2=1, and record the number of times K2 switches from 0 to 1 when K1=1 as the number of consecutive slippages. Calculate the real-time dynamic target speed after slippage. To calculate the deviation between the actual rotational speed and the target rotational speed: .by To input the value, refer to Table 3 and adjust the proportional gain Kp; using the actual speed change rate A and Refer to Table 4 for the input and adjust the integral gain Ki.

[0100] If the anti-slip mode exit condition is met during the torque compensation phase, i.e., |Tq2|+5Nm≥|Tq1| or the brake pedal depress flag B=1, then the anti-slip mode exits. Otherwise, if the fourth average speed difference within the fifth preset time period before the current sampling time is less than or equal to the fourth preset threshold, i.e., △Savg4≤5rpm, then the torque recovery phase begins, and the corresponding torque compensation flag K2=0 is adjusted.

[0101] In the first stage of the torque recovery phase, the target rise parameter for the first stage is obtained by referring to Table 1 based on ΔSavg1. Torque according to Limit Follow In the second stage, the target limiting coefficient is obtained by referring to Table 2 based on the number of consecutive slippages n2 and the difference between the second average rotational speed ΔSavg2. ,based on The target ascent parameters for the second stage are obtained. .

[0102] If the anti-slip mode exit condition is not met during the torque recovery phase, but the torque compensation condition is met, then the torque compensation phase will be re-entered, and the corresponding torque compensation flag K2=1 will be adjusted.

[0103] If the anti-slip mode exit condition is met during the torque recovery phase, i.e., |Tq2|+5Nm≥|Tq1| or the brake pedal depressing flag B=1, then the anti-slip mode is exited, and the flag corresponding to the anti-slip mode K1=0 and the flag corresponding to the torque compensation K2=0 are adjusted.

[0104] It should be understood that although the steps in the flowchart above are shown sequentially as indicated by the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowchart above may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the sub-steps or stages of other steps.

[0105] Based on the same inventive concept, please refer to Figure 3 As shown, this embodiment provides a torque control device, including: a first determining module 301, used to determine a target increase parameter based on the motor speed fluctuation parameter when the vehicle enters the torque recovery phase of anti-slip mode; wherein the target increase parameter is negatively correlated with the speed fluctuation parameter, and the speed fluctuation parameter is used to characterize the risk level of slippage; and a control module 302, used to control the execution torque of the motor to increase according to the target increase parameter until a preset stop increase condition is met.

[0106] In some embodiments, the device further includes: a second determining module, configured to determine a first speed difference based on the actual speed of the motor at a first sampling time and a second sampling time, wherein the second sampling time is the previous sampling time of the first sampling time; and a third determining module, configured to determine to enter the anti-slip mode if the first speed difference is greater than or equal to a first preset threshold, and the first average speed difference of the motor within a first preset time period after the second sampling time is greater than or equal to the first preset threshold; wherein the speed fluctuation parameter includes the first average speed difference.

[0107] In some embodiments, the speed fluctuation parameter further includes a first parameter, which includes the number of consecutive slips in the anti-slip mode and / or the second average speed difference of the motor within a second pre-duration period prior to the current sampling time.

[0108] In some embodiments, the torque recovery stage includes a first stage and a second stage. The first determining module 301 is specifically configured to: in the first stage, determine a target rising parameter for the first stage from the preset rising parameters based on the first average speed difference and a first mapping relationship between different preset first average speed differences and preset rising parameters; in the second stage, determine a target limiting coefficient from the preset limiting coefficient based on the first parameter and a second mapping relationship between different preset first parameters and preset limiting coefficients; and determine the target limiting parameter for the second stage as the product of the target rising parameter for the first stage and the target limiting coefficient.

[0109] In some embodiments, the stop-ascent condition includes an anti-slip mode exit condition and a torque compensation condition. The control module 302 is specifically configured to: determine that the anti-slip mode exit condition is met if the sum of the absolute value of the executed torque and a preset value is greater than or equal to the absolute value of the required torque; wherein the preset value is greater than 0; if the anti-slip mode exit condition is not met, and the third average speed difference of the motor within a third preset time period before the current sampling time is greater than or equal to a second preset threshold, then determine that the torque compensation condition is met; wherein the torque compensation condition is used to indicate entering the torque compensation stage, and the number of consecutive slippages is equal to the number of times the torque compensation stage is entered.

[0110] In some embodiments, the apparatus further includes: an acquisition module, configured to acquire the actual rotational speed of the motor and the target rotational speed of the motor in response to entering the torque compensation phase; a fourth determination module, configured to determine a target gain based on at least one of the deviation between the actual rotational speed and the target rotational speed and the rate of change of the motor rotational speed; and a fifth determination module, configured to determine the compensation torque based on the deviation between the actual rotational speed and the target rotational speed and the target gain.

[0111] In some embodiments, the fourth determining module is specifically configured to: determine a target proportional gain from the preset proportional gains based on the deviation and a third mapping relationship between different preset deviations and preset proportional gains; wherein the absolute value of the preset deviation is positively correlated with the absolute value of the preset proportional gain; and determine a target integral gain from the preset integral gains based on the deviation and the speed change rate, and a fourth mapping relationship between different preset deviations, preset speed change rates, and preset integral gains; wherein, when both the preset deviation and the preset speed change rate are greater than 0 or both are less than 0, the absolute values ​​of the preset deviation and the preset speed change rate are positively correlated with the absolute value of the preset integral gain.

[0112] It should be understood that, for the sake of brevity, some of the content described in the previous embodiments will not be repeated in this embodiment.

[0113] Based on the same inventive concept, embodiments of this application provide a computer device, which may be a server, and its internal structure diagram may be as follows: Figure 4 As shown, the computer device includes a processor, memory, and a network interface connected via a system bus. The processor provides computing and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system, computer programs, and a database. The internal memory provides an environment for the operation of the operating system and computer programs stored in the non-volatile storage media. The network interface is used to communicate with external terminals via a network connection. When the computer program is executed by the processor, it implements a text classification method.

[0114] Those skilled in the art will understand that Figure 4 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0115] Based on the same inventive concept, this application provides a computer device including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it performs the following steps: when the vehicle enters the torque recovery phase of anti-slip mode, a target increase parameter is determined based on the motor speed fluctuation parameter; wherein the target increase parameter is negatively correlated with the speed fluctuation parameter, and the speed fluctuation parameter is used to characterize the risk level of slippage; the execution torque of the motor is controlled to increase according to the target increase parameter until a preset stop increase condition is met.

[0116] In some embodiments, when the processor executes a computer program, it performs the following steps: determining a first speed difference based on the actual speed of the motor at a first sampling time and a second sampling time, wherein the second sampling time is the previous sampling time of the first sampling time; if the first speed difference is greater than or equal to a first preset threshold, and the first average speed difference of the motor within a first preset time period after the second sampling time is greater than or equal to the first preset threshold, then determining to enter the anti-slip mode; wherein the speed fluctuation parameter includes the first average speed difference.

[0117] In some embodiments, the speed fluctuation parameter further includes a first parameter, which includes the number of consecutive slips in the anti-slip mode and / or the second average speed difference of the motor within a second pre-duration period prior to the current sampling time.

[0118] In some embodiments, when the processor executes a computer program, it performs the following steps: in the first stage, based on the first average speed difference and a first mapping relationship between different preset first average speed differences and preset rise parameters, a target rise parameter for the first stage is determined from the preset rise parameter; In the second stage, based on the first parameter and the second mapping relationship between different preset first parameters and preset limit coefficients, a target limit coefficient is determined from the preset limit coefficients; the product of the target increase parameter of the first stage and the target limit coefficient is determined as the target limit parameter of the second stage.

[0119] In some embodiments, when the processor executes a computer program, it performs the following steps: if the sum of the absolute value of the executed torque and a preset value is greater than or equal to the absolute value of the required torque, then it is determined that the anti-slip mode exit condition is met; wherein the preset value is greater than 0; if the anti-slip mode exit condition is not met, and the third average speed difference of the motor within a third preset time period before the current sampling time is greater than or equal to a second preset threshold, then it is determined that the torque compensation condition is met; wherein the torque compensation condition is used to indicate entering the torque compensation stage, and the number of consecutive slippages is equal to the number of times the torque compensation stage is entered.

[0120] In some embodiments, when the processor executes a computer program, it performs the following steps: in response to entering a torque compensation phase, it acquires the actual speed of the motor and the target speed of the motor; determines a target gain based on at least one of the deviation between the actual speed and the target speed and the rate of change of the motor speed; and determines a compensation torque based on the deviation between the actual speed and the target speed and the target gain.

[0121] In some embodiments, when the processor executes a computer program, it performs the following steps: determining a target proportional gain from the preset proportional gains based on the deviation and a third mapping relationship between different preset deviations and preset proportional gains; wherein the absolute value of the preset deviation is positively correlated with the absolute value of the preset proportional gain; determining a target integral gain from the preset integral gains based on the deviation and the speed change rate, and a fourth mapping relationship between different preset deviations, preset speed change rates, and preset integral gains; wherein, when both the preset deviation and the preset speed change rate are greater than 0 or both are less than 0, the absolute values ​​of the preset deviation and the preset speed change rate are positively correlated with the absolute value of the preset integral gain.

[0122] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), Rambus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0123] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0124] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A torque control method, characterized in that, The method includes: Based on the actual speed of the motor at the first sampling time and the second sampling time, the first speed difference is determined, and the second sampling time is the previous sampling time of the first sampling time; If the first speed difference is greater than or equal to the first preset threshold, and the first average speed difference of the motor within the first preset time after the second sampling time is greater than or equal to the first preset threshold, then it is determined that the anti-slip mode is entered. In the first stage of the torque recovery phase of the anti-slip mode, based on the first average speed difference and the first mapping relationship between different preset first average speed differences and preset rise parameters, the target rise parameter for the first stage is determined from the preset rise parameter. In the second stage of entering the torque recovery stage, a target limiting coefficient is determined from the preset limiting coefficients based on the first parameter and the second mapping relationship between different preset first parameters and preset limiting coefficients; wherein, the first parameter includes the number of consecutive slips in the anti-slip mode, and / or, the second average speed difference of the motor within a second pre-duration period before the current sampling time; The product of the target ascent parameter of the first stage and the target constraint coefficient is determined as the target ascent parameter of the second stage; The motor's torque is controlled to increase according to the target rising parameter until a preset stopping condition is met.

2. The torque control method according to claim 1, characterized in that, The conditions for stopping ascent include anti-slip mode exit conditions and torque compensation conditions. The condition for stopping ascent until the preset conditions are met includes: If the sum of the absolute value of the executed torque and the preset value is greater than or equal to the absolute value of the required torque, then the anti-slip mode exit condition is determined to be met; wherein, the preset value is greater than 0; If the anti-slip mode exit condition is not met, and the third average speed difference of the motor within the third preset time period before the current sampling time is greater than or equal to the second preset threshold, then the torque compensation condition is determined to be met; wherein, the torque compensation condition is used to indicate entering the torque compensation stage, and the number of consecutive slippages is equal to the number of times the torque compensation stage is entered.

3. The torque control method according to claim 1, characterized in that, After determining that the anti-slip mode has been entered, the method further includes: In response to entering the torque compensation phase, the actual speed of the motor and the target speed of the motor are obtained; The target gain is determined based on at least one of the deviation between the actual rotational speed and the target rotational speed and the rate of change of the motor speed; The compensation torque is determined based on the deviation between the actual rotational speed and the target rotational speed, as well as the target gain.

4. The torque control method according to claim 3, characterized in that, Determining the target gain based on at least one of the deviation between the actual rotational speed and the target rotational speed and the rate of change of the motor speed includes: Based on the aforementioned deviation and the third mapping relationship between different preset deviations and preset proportional gains, a target proportional gain is determined from the preset proportional gains; wherein, the absolute value of the preset deviation is positively correlated with the absolute value of the preset proportional gain. Based on the deviation and the speed change rate, and the fourth mapping relationship between different preset deviations, preset speed change rates and preset integral gains, a target integral gain is determined from the preset integral gains; wherein, when both the preset deviation and the preset speed change rate are greater than 0 or both are less than 0, the absolute values ​​of the preset deviation and the preset speed change rate are positively correlated with the absolute value of the preset integral gain.

5. A torque control device, characterized in that, The device includes: The second determining module is used to determine the first speed difference based on the actual speed of the motor at the first sampling time and the second sampling time, wherein the second sampling time is the previous sampling time of the first sampling time; The third determining module is used to determine to enter the anti-slip mode if the first speed difference is greater than or equal to the first preset threshold, and the first average speed difference of the motor within the first preset time after the second sampling time is greater than or equal to the first preset threshold. The first determining module is configured to, in the first stage of the torque recovery phase of entering the anti-slip mode, determine a target rise parameter for the first stage from the preset rise parameter based on the first average speed difference and a first mapping relationship between different preset first average speed differences and preset rise parameters; and It is also used to determine a target limiting coefficient from the preset limiting coefficients based on the first parameter and a second mapping relationship between different preset first parameters and preset limiting coefficients when entering the second stage of the torque recovery stage, and to determine the target rising parameter of the second stage by multiplying the target rising parameter of the first stage with the target limiting coefficient; wherein the first parameter includes the number of consecutive slips in the anti-slip mode, and / or the second average speed difference of the motor within a second pre-duration period before the current sampling time; The control module is used to control the motor's execution torque to increase according to the target rising parameter until a preset stopping rising condition is met.

6. An electronic device, characterized in that, It includes a processor and a memory, wherein the memory stores a computer program, and the processor executes the computer program to implement the method as described in any one of claims 1-4.

7. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by at least one processor, implements the method as described in any one of claims 1-4.

Images