Torque control method and system of electric automobile and automobile

Abstract

The invention provides a torque control method and system of an electric automobile and the automobile. The method comprises the steps that whole automobile running state data including a motor rotating speed signal and a feedback torque signal are continuously collected; pre-processing the data to extract a pre-processing signal containing a rotating speed direct current characteristic and a rotating speed alternating current characteristic; judging the whole vehicle working condition based on the direct-current characteristics; selecting corresponding compensation parameters according to working conditions, and calculating a torque compensation value in combination with alternating current characteristics; and finally outputting a torque instruction. Through a signal decomposition technology, direct current characteristics are used for working condition identification to match a control strategy, meanwhile, a jitter state is reflected in real time by utilizing alternating current characteristics, and a torque instruction is generated in combination with working condition self-adaptive compensation parameters, so that the defect of poor effect of traditional fixed parameter control under variable working conditions is overcome. Active damping control can be achieved without changing hardware, shaking of the whole vehicle is effectively restrained, and riding comfort, system adaptability and driving smoothness are remarkably improved.

Description

Technical Field

[0001] This invention relates to the field of electric vehicles, and more particularly to a torque control method, system, and vehicle for electric vehicles. Background Technology

[0002] Due to the rapid torque response and low inertia of electric motors, the drive systems of new energy vehicles, while improving dynamic performance, also bring new challenges, such as increased susceptibility to vibration. Combined with the inherently low damping and weak shock absorption capabilities of the drive system, rapid changes in motor torque, road surface excitation, or mechanical impacts can easily excite the system's natural frequencies, leading to decaying periodic fluctuations in the driveshaft speed. These fluctuations not only directly affect driving smoothness and ride comfort but can also cause fatigue damage to the drive system in the long run, hindering the improvement of overall vehicle quality.

[0003] To suppress such fluctuations, existing technologies typically employ active damping control methods based on fixed-parameter filters. This method extracts speed fluctuation signals using fixed filter characteristics and generates corresponding compensating torque. However, in actual vehicle operation, various conditions arise, including low-speed start-up, high-speed cruising, and slippage, with significant differences in the frequency characteristics of speed fluctuations under different conditions. Fixed-parameter filters struggle to maintain optimal performance across the entire operating range: in conditions requiring precise extraction of low-frequency fluctuations, phase lag can affect control timeliness; while in conditions requiring suppression of high-frequency noise, insufficient filtering can impair detection accuracy. This lack of adaptability severely limits the optimization of control performance.

[0004] Therefore, there is currently no good control method for this problem. Summary of the Invention

[0005] In order to overcome the above-mentioned technical defects, the purpose of this invention is to provide a torque control method, system and vehicle for electric vehicles.

[0006] This invention discloses a torque control method for an electric vehicle, comprising: Continuously collect vehicle operating status data, including motor speed signals and motor feedback torque signals; The operating status data is preprocessed to obtain a preprocessed signal, which includes the DC and AC characteristics of the rotational speed. Determining vehicle operating conditions based on DC characteristics; Select the corresponding compensation parameters based on the determined vehicle operating conditions, and calculate the torque compensation value in combination with AC characteristics; The torque command is output based on the torque compensation value.

[0007] Preferably, the operational status data is preprocessed, including: The speed signal is subjected to low-pass filtering to obtain a speed preprocessed signal containing both DC and AC speed characteristics; wherein the filtering parameters of the low-pass filter are calibrable parameters.

[0008] Preferably, preprocessing the operating status data further includes: The low-pass filtered speed signal is input into a fourth-order Butterworth bandpass filter to filter out the DC component and obtain the AC component. The speed signal is passed through a second-order low-pass filter to obtain the DC component of the speed signal without jitter; the cutoff frequency of the second-order low-pass filter is obtained by vehicle calibration. The speed signal is passed through another second-order low-pass filter to extract the low-speed DC component. The DC component obtained by subtracting the low-speed DC component from the low-pass filtered speed signal is taken as the AC component under low-speed conditions to ensure that the high-frequency fluctuation signal is not attenuated.

[0009] Preferably, the vehicle operating condition is determined by combining DC characteristics, including: A comprehensive judgment is made based on data including the DC component, the rate of change of the DC component, and the feedback torque signal. The vehicle operating conditions include low-speed start-up and high-speed cruising.

[0010] Preferably, the corresponding compensation parameters are selected based on the determined vehicle operating conditions, and the torque compensation value is calculated, including: Select the corresponding compensation parameter table based on the vehicle's operating conditions and calculate the torque compensation value; When the vehicle operating conditions change and the rate of change of speed is greater than the preset value, the torque compensation value is subjected to first-order inertial filtering.

[0011] Preferably, the torque control method further includes: When the rate of change of engine speed is greater than the slippage judgment threshold for N consecutive sampling periods, the vehicle is judged to have entered the slippage condition, and the slippage compensation control strategy is activated.

[0012] Preferably, a hysteresis range is set at the switching boundary between high-speed cruise mode and low-speed start-up mode; When the DC component is within the hysteresis interval, the operating condition judgment of the previous moment is maintained.

[0013] Preferably, the method further includes: Obtain the torque limit value set by the active damping module and VCU; when the torque compensation value is greater than any torque limit value, correct the torque compensation value to match the torque limit value; When the torque compensation value is lower than the negative of any torque limit value, and any torque limit value is greater than zero, the torque compensation value is corrected to the negative of the torque limit value.

[0014] The second aspect of this application provides a torque control system for an electric vehicle, the system including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, it implements the torque control method for an electric vehicle according to any one of the foregoing.

[0015] A third aspect of this application provides an automobile including the aforementioned torque control system.

[0016] Compared with existing technologies, the above technical solution has the following advantages: 1. The torque control method provided in this application achieves active damping control without any modification to the vehicle's existing hardware. Its principle lies in continuously acquiring motor speed and torque signals, decomposing the signals into DC characteristics reflecting the vehicle's average operating state and AC characteristics reflecting instantaneous vibrations. Based on this, the system uses the DC characteristics for macroscopic operating condition identification, ensuring a high degree of match between the control strategy and the vehicle's actual operating mode (such as starting and cruising). Furthermore, it adaptively selects compensation parameters based on the identified operating conditions and performs real-time calculations using the AC characteristics reflecting actual vibrations, ultimately generating precise torque compensation commands. This method fundamentally solves the problem that traditional fixed-parameter control cannot adapt to various operating conditions. It not only significantly suppresses vehicle vibration and improves ride comfort, but also greatly enhances the system's adaptability and robustness through precise control and smooth switching under various operating conditions, ultimately achieving a comprehensive improvement in driving smoothness and safety. 2. Furthermore, by preprocessing the speed signal with low-pass filtering and setting it as a calibrable parameter, a reliable signal source with both DC and AC characteristics is provided for subsequent control, significantly enhancing the method's engineering adaptability and portability. Secondly, through the parallel design of a fourth-order Butterworth bandpass filter and dual-path second-order low-pass filters, the signal extraction path is optimized for high-speed and low-speed conditions respectively. While ensuring filtering accuracy at high speeds, this effectively solves the problem of slow control response caused by phase delay at low speeds, laying a real-time and accurate signal foundation for precise compensation. Finally, by using the DC component as the core and combining its rate of change and torque feedback to scientifically define the operating conditions using a dichotomy, a clear and reliable logical basis is provided for implementing differentiated precise compensation strategies, ensuring the targeted nature of the control from the source. 3. By matching dedicated compensation parameter tables for different operating conditions and introducing first-order inertial filtering during switching, optimal output and smooth transition of compensation torque in different modes are ensured, effectively avoiding secondary shocks caused by sudden torque changes. Secondly, by monitoring the rate of change of speed in real time and setting continuous judgment conditions, rapid identification of slippage conditions and immediate intervention of dedicated strategies are achieved, greatly improving the vehicle's handling stability and driving safety. Furthermore, by setting hysteresis intervals at the operating condition switching boundaries, frequent switching of control strategies caused by small signal fluctuations is effectively suppressed, thereby eliminating torque oscillations and enhancing the system's stability and robustness. Finally, by acquiring the vehicle's torque limit and implementing bidirectional amplitude limiting, local compensation behavior is strictly constrained within the global safety framework, fundamentally preventing system overload and ensuring the ultimate safety and reliability of control. 4. By programming the above methods, the resulting torque control system provides a reliable embedded solution for improving vehicle performance. Ultimately, vehicles using this system can intelligently and smoothly control the motor torque output under various driving conditions, thereby improving overall vehicle ride comfort and handling stability. Attached Figure Description

[0017] Figure 1 A schematic flowchart of the torque control method for an electric vehicle provided in this application; Figure 2 A control block diagram for the torque control method of the electric vehicle provided in this application. Detailed Implementation

[0018] The advantages of the present invention will be further illustrated below with reference to the accompanying drawings and specific embodiments.

[0019] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this disclosure. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this disclosure as detailed in the appended claims.

[0020] The terminology used in this disclosure is for the purpose of describing particular embodiments only and is not intended to be limiting of the disclosure. The singular forms “a,” “the,” and “the” as used in this disclosure and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any and all possible combinations of one or more of the associated listed items.

[0021] It should be understood that although the terms first, second, third, etc., may be used in this disclosure to describe various information, such information should not be limited to these terms. These terms are used only to distinguish information of the same type from one another. For example, without departing from the scope of this disclosure, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Depending on the context, the word "if" as used herein may be interpreted as "when," "when," or "in response to determination."

[0022] In the description of this invention, it should be understood that the terms "longitudinal", "lateral", "up", "down", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0023] In the description of this invention, unless otherwise specified and limited, it should be noted that the terms "installation", "connection" and "linking" should be interpreted broadly. For example, they can refer to mechanical or electrical connections, or internal connections between two components. They can be direct connections or indirect connections through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms according to the specific circumstances.

[0024] In the following description, suffixes such as "module," "part," or "unit" used to denote elements are used only for the convenience of the description of the invention and have no specific meaning in themselves. Therefore, "module" and "part" can be used interchangeably.

[0025] Please see Figures 1-2 , Figure 1 A schematic flowchart of the torque control method for an electric vehicle provided in this application; Figure 2 A control block diagram for the torque control method of the electric vehicle provided in this application.

[0026] like Figures 1-2 As shown, this invention discloses a torque control method for an electric vehicle, comprising: Continuously collect vehicle operating status data, including motor speed signals and motor feedback torque signals; The operating status data is preprocessed to obtain a preprocessed signal, which includes the DC and AC characteristics of the rotational speed. Determining vehicle operating conditions based on DC characteristics; Select the corresponding compensation parameters based on the determined vehicle operating conditions, and calculate the torque compensation value in combination with AC characteristics; The torque command is output based on the torque compensation value.

[0027] The principle needs to be explained here: First, by continuously collecting motor speed and torque signals, the signals are decomposed into DC characteristics reflecting the vehicle's average operating state and AC characteristics reflecting instantaneous vibrations. Based on this, the system uses the DC characteristics to perform macroscopic operating condition identification, ensuring that the control strategy is highly matched with the vehicle's actual operating mode (such as starting and cruising). Then, based on the identified operating conditions, compensation parameters are adaptively selected, and combined with the AC characteristics reflecting actual vibrations for real-time calculation, ultimately generating accurate torque compensation commands.

[0028] This method enables active damping control without any modifications to the vehicle's existing hardware. It fundamentally solves the problem that traditional fixed-parameter control cannot adapt to various operating conditions. It not only significantly suppresses vehicle vibration and improves ride comfort, but also greatly enhances the system's adaptability and robustness through precise control and smooth switching under various operating conditions, ultimately achieving a comprehensive improvement in driving smoothness and safety.

[0029] The above is an explanation of the basic concept of this application. The following will describe the specific steps of the method provided in this application in conjunction with the accompanying drawings.

[0030] First, it should be noted that there are no restrictions on the specific methods for preprocessing runtime status data.

[0031] In one possible implementation, the runtime status data is preprocessed, including: The speed signal is subjected to low-pass filtering to obtain a speed preprocessed signal containing both DC and AC speed characteristics; wherein the filtering parameters of the low-pass filter are calibrable parameters.

[0032] By performing low-pass filtering preprocessing on the speed signal, high-frequency noise can be effectively filtered out while retaining the DC component and actual AC characteristic information, laying a reliable signal foundation for subsequent operating condition identification and torque compensation. The filter parameters are designed to be calibrable, making this preprocessing stage highly flexible and allowing for precise adjustments based on the hardware characteristics of different vehicle models or varying performance requirements, greatly enhancing the engineering adaptability and portability of this control method.

[0033] Furthermore, preprocessing of the operational status data also includes: The low-pass filtered speed signal is input into a fourth-order Butterworth bandpass filter to filter out the DC component and high-frequency noise, and obtain the AC component. The speed signal is passed through a second-order low-pass filter to obtain the DC component of the speed signal without jitter; the cutoff frequency of the second-order low-pass filter is obtained by vehicle calibration. The speed signal is passed through another second-order low-pass filter to extract the low-speed DC component. The DC component obtained by subtracting the low-speed DC component from the low-pass filtered speed signal is taken as the AC component under low-speed conditions to ensure that the high-frequency fluctuation signal is not attenuated.

[0034] This can be understood as follows: after low-pass filtering the speed signal to obtain cleaner data, parallel multi-channel filtering can be used to optimize the extraction of signal characteristics under different operating conditions. Using a fourth-order Butterworth bandpass filter, jitter signals of specific frequencies can be separated with high precision under high-speed conditions, effectively filtering out irrelevant noise interference. Simultaneously, for low-speed conditions, the AC component is obtained by subtracting the low-speed DC component obtained through low-pass filtering from the low-pass filtered speed signal. Compared to complex bandpass filtering, this method significantly reduces the phase delay of signal processing, enabling the control system to capture low-frequency jitter and respond more quickly, thus achieving more timely and effective jitter suppression under low-speed creep conditions.

[0035] The above describes the specific methods for obtaining data in this application. The specific judgment conditions and control methods will be described below.

[0036] In one possible implementation, the vehicle's operating condition is determined by combining DC characteristics, including: A comprehensive judgment is made based on data including the DC component, the rate of change of the DC component, and the feedback torque signal. The vehicle operating conditions include low-speed start-up and high-speed cruising.

[0037] By primarily basing its analysis on the DC component of engine speed, and combining this with its rate of change and feedback torque, the complex vehicle operating states are scientifically categorized into typical conditions such as "low-speed start" and "high-speed cruising." This clear classification method lays the logical foundation for implementing differentiated control strategies. Through this scientific classification, the system can precisely allocate limited compensation resources to the most critical scenarios, ensuring the targeted and efficient nature of control actions, thereby improving the overall effectiveness and systematic nature of the torque compensation strategy.

[0038] Those skilled in the art will understand that the distinction between low-speed start-up and high-speed cruising conditions can be set by those skilled in the art as needed, and this application makes no restrictions on it.

[0039] Once the operating conditions are obtained, torque compensation can be performed.

[0040] In one possible implementation, the corresponding compensation parameters are selected based on the determined vehicle operating conditions, and the torque compensation value is calculated, including: Select the corresponding compensation parameter table based on the vehicle's operating conditions and calculate the torque compensation value; When the vehicle operating conditions change and the rate of change of speed is greater than the preset value, the torque compensation value is subjected to first-order inertial filtering.

[0041] This can be understood as follows: after obtaining the DC component, AC component, and vehicle operating conditions, torque compensation can be performed. Specifically, the compensation torque can be obtained based on this formula: T = Vac × kp1 × kp2 Wherein, Vac is the extracted speed fluctuation component, used to characterize the vibration. Kp1 and Kp2 are compensation parameters obtained from a table. Kp1 is obtained from a table based on the speed and / or torque, while Kp2 is obtained from a table based on the magnitude of the AC component.

[0042] It should be noted that the compensation parameter table mentioned here needs to be calibrated in the laboratory according to the different inherent properties of the whole vehicle. Therefore, the compensation parameter table is different for different models. This application does not constitute a specific limitation.

[0043] When switching operating conditions and experiencing large speed fluctuations, a first-order inertial filter is introduced to smooth the compensation torque. This design can effectively avoid secondary impacts or vibrations caused by sudden changes in compensation torque, achieving a smooth transition between different control strategies and greatly improving the smoothness and ride comfort of the vehicle during gear shifting.

[0044] Furthermore, a hysteresis range is set at the switching boundary between high-speed cruise mode and low-speed start-up mode. When the DC component is within the hysteresis interval, the operating condition judgment of the previous moment is maintained.

[0045] For example, when the DC component of the engine speed SPD_DC is higher than a preset high-speed threshold (Spd_High_Threshold), the system determines that the vehicle has entered a high-speed cruise mode and immediately switches to the corresponding compensation strategy. When the DC component of the engine speed SPD_DC is lower than a preset low-speed threshold (Spd_Low_Threshold), the system determines that the vehicle has entered a low-speed start-up mode and switches to the corresponding compensation strategy.

[0046] To avoid frequent switching, a hysteresis band (Spd_Hysteresis_Band) is set between the high-speed threshold and the low-speed threshold. When the DC component of the rotational speed, SPD_DC, is within this band, i.e., Spd_Low_Threshold <= SPD_DC <= Spd_High_Threshold, the system will not update the operating condition judgment, but will maintain the previous valid operating condition state.

[0047] This hysteresis logic sets up a "buffer" so that the system state does not change immediately when the speed crosses a threshold, but only switches when the speed is high enough to enter another operating condition range. This significantly improves the stability and robustness of the control system during operating condition transitions, effectively avoiding torque fluctuations and driving jerks caused by repeated changes in operating conditions, and enhancing the driving experience.

[0048] The above is an explanation of the control method under normal operating conditions. It is understandable that during vehicle operation, special situations such as slippage may occur.

[0049] Therefore, in one possible implementation, the torque control method also includes: When the rate of change of engine speed is greater than the slippage judgment threshold for N consecutive sampling periods, the vehicle is judged to have entered the slippage condition, and the slippage compensation control strategy is activated.

[0050] Specifically, the system continuously calculates the rate of change ΔSpd_DC of the DC component of the rotational speed, which directly reflects the acceleration state of the drive wheels. When the drive wheels slip, their rotational speed increases sharply, causing ΔSpd_DC to increase significantly. The system then sets a slippage detection threshold (Spd_Slip_Thld). When |ΔSpd_DC| (i.e., the absolute value of the rate of change) is greater than this threshold for N consecutive sampling periods, the system determines that the vehicle has entered a slippage condition.

[0051] Once the slippage conditions are met, the system will immediately (without delay) switch from the conventional active damping control mode to a dedicated slippage compensation control strategy. This avoids exacerbating slippage due to slow response.

[0052] By monitoring the rate of change of engine speed in real time and setting up a continuous judgment mechanism, the system can identify vehicle slippage with extreme sensitivity and reliability. Once slippage is detected, the system will immediately activate a dedicated compensation control strategy for rapid intervention. This design significantly shortens the response time from the occurrence of slippage to control intervention, and can quickly suppress excessive slippage of the drive wheels, thereby improving not only the vehicle's handling stability but also driving safety.

[0053] Finally, it is understandable that safety can be further improved by limiting the output torque.

[0054] For example, the method further includes: Obtain the torque limit value set by the active damping module and VCU; when the torque compensation value is greater than any torque limit value, correct the torque compensation value to match the torque limit value; When the torque compensation value is lower than the negative of any torque limit value, and any torque limit value is greater than zero, the torque compensation value is corrected to the negative of the torque limit value.

[0055] This can be understood as follows: In this method, a comprehensive limiting mechanism is designed to ensure the safety and effectiveness of the compensated torque. The core of this mechanism lies in setting a unified and symmetrical safe operating boundary for the compensated torque. The system collects vehicle torque limits and internal calibration parameters from the CAN bus, compares them, and determines a final effective limiting value, Trq_Limit. This limiting value defines the allowable fluctuation range of the compensated torque, i.e., -Trq_Limit ≤ compensated torque ≤ +Trq_Limit.

[0056] By outputting this precisely limited compensation torque, the system smoothly counteracts the low-frequency resonance energy of the transmission system without introducing additional shocks, thereby rapidly reducing fluctuations in the actual motor speed. Ultimately, this process effectively eliminates low-frequency vibrations that cause discomfort to passengers while ensuring the overall vehicle torque safety, significantly improving the vehicle's smoothness and comfort.

[0057] A second aspect of this application provides a torque control system for an electric vehicle. The system includes 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 implements the torque control method for an electric vehicle according to any of the foregoing embodiments. By programming the above method, the resulting torque control system provides a reliable embedded solution for improving vehicle performance.

[0058] A third aspect of this application provides an automobile including the aforementioned torque control system. Ultimately, an automobile using this system can intelligently and smoothly control the motor torque output under various driving conditions, thereby improving overall vehicle ride comfort and handling stability.

[0059] It should be noted that the embodiments of the present invention have better implementability and are not intended to limit the present invention in any way. Any person skilled in the art may use the above-disclosed technical content to change or modify it into equivalent effective embodiments. However, any modifications or equivalent changes and modifications made to the above embodiments based on the technical essence of the present invention without departing from the content of the technical solution of the present invention shall still fall within the scope of the technical solution of the present invention.

Claims

1. A torque control method for an electric vehicle, characterized in that, The method includes: The vehicle continuously collects operating status data, including motor speed signals and motor feedback torque signals. The operating status data is preprocessed to obtain a preprocessed signal, which includes DC and AC characteristics of the rotational speed. The vehicle's operating condition is determined based on the aforementioned DC characteristics; Select the corresponding compensation parameters based on the determined vehicle operating conditions, and calculate the torque compensation value in conjunction with the AC characteristics. The torque command is output based on the torque compensation value.

2. The torque control method as described in claim 1, characterized in that, The preprocessing of the operating status data includes: The speed signal is subjected to low-pass filtering to obtain a speed preprocessed signal containing both DC and AC speed characteristics; wherein the filtering parameters of the low-pass filter are calibrable parameters.

3. The torque control method as described in claim 2, characterized in that, The preprocessing of the operating status data further includes: The low-pass filtered speed signal is input into a fourth-order Butterworth bandpass filter to filter out the DC component and high-frequency noise, and obtain the AC component. The speed signal is passed through a second-order low-pass filter to obtain the DC component of the speed signal without jitter; the cutoff frequency of the second-order low-pass filter is obtained by vehicle calibration. The speed signal is passed through another second-order low-pass filter to extract the low-speed DC component. The DC component obtained by subtracting the low-speed DC component from the speed signal is taken as the AC component under low-speed conditions to ensure that the high-frequency fluctuation signal is not attenuated.

4. The torque control method as described in claim 3, characterized in that, The method of determining the vehicle's operating condition by combining the DC characteristics includes: A comprehensive judgment is made based on data including the DC component, the rate of change of the DC component, and the feedback torque signal. The vehicle operating conditions include low-speed start-up and high-speed cruising.

5. The torque control method as described in claim 1, characterized in that, The step of selecting the corresponding compensation parameters based on the determined vehicle operating conditions and calculating the torque compensation value includes: Select the corresponding compensation parameter table based on the vehicle operating conditions and calculate the torque compensation value; When the vehicle operating conditions change and the rate of change of speed is greater than a preset value, the torque compensation value is subjected to first-order inertial filtering.

6. The torque control method as described in claim 1, characterized in that, The torque control method further includes: When the rate of change of engine speed is greater than the slippage judgment threshold for N consecutive sampling periods, the vehicle is judged to have entered the slippage condition, and the slippage compensation control strategy is activated.

7. The torque control method as described in claim 1, characterized in that, The switching boundary between the high-speed cruise mode and the low-speed start mode is provided with a hysteresis interval. When the DC component is within the hysteresis interval, the operating condition judgment of the previous moment is maintained.

8. The torque control method as described in claim 1, characterized in that, The method further includes: Obtain the torque limit value set by the active damping module and VCU; when the torque compensation value is greater than any of the torque limit values, correct the torque compensation value to be consistent with the torque limit value; When the torque compensation value is lower than the opposite of any of the torque limit values, and when any of the torque limit values ​​is greater than zero, the torque compensation value is corrected to the opposite of the torque limit value.

9. A torque control system for an electric vehicle, characterized in that, The system includes 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 implements the torque control method for an electric vehicle according to any one of claims 1 to 8.

10. A car, characterized in that, Includes the torque control system as described in claim 9.

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