Torque zero-crossing control method and device, electronic equipment, medium and product

Abstract

The application discloses a torque zero-crossing control method and device, electronic equipment, medium and product. The method comprises the following steps: when it is detected that a vehicle is in a torque zero-crossing risk working condition according to an original torque instruction issued by a vehicle control unit, the vehicle is controlled to enter a torque zero-crossing control mode; in the torque zero-crossing control mode, a historical actual torque and a driving shaft speed signal of an electric drive system of the vehicle at a previous moment are acquired; a required torque is calculated according to the driving shaft speed signal; a zero-crossing torque is calculated according to the required torque, the historical actual torque and the original torque instruction; and the vehicle is controlled according to the zero-crossing torque. The method can solve the problem of vehicle knocking and knocking sound caused by the sudden change of the driving shaft rotational inertia due to the gear clearance of the transmission system when the torque of the electric vehicle crosses zero.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, specifically to a torque zero-crossing control method, device, electronic equipment, readable storage medium, and computer program product. Background Technology

[0002] When an electric vehicle is in motion, if the direction of the drive motor's output torque changes, the moment of inertia of the drive shaft will abruptly decrease from the vehicle's overall inertia to the shaft's inertia due to the backlash in the transmission system. Under constant torque, the angular acceleration of the drive shaft increases sharply, causing a speed difference when the driving and driven gears re-mesh, resulting in vehicle jerking and gear knocking noise, severely affecting ride comfort. Existing technologies generally employ open-loop control schemes, using a fixed torque zero-crossing curve preset by the vehicle controller. However, variations in components within the electric drive system and significant temperature variations in lubricating oil cause fluctuations in system drag resistance, making open-loop calibration extremely cumbersome and difficult to maintain ideal vibration damping effects under various operating conditions. Summary of the Invention

[0003] In view of the above problems, this application provides a torque zero-crossing control method, device, electronic device, readable storage medium and computer program product, which can solve the problem of vehicle jerking and tooth knocking noise caused by sudden change in the rotational inertia of the drive shaft due to gear backlash in the transmission system when the torque of an electric vehicle crosses zero.

[0004] In a first aspect, this application provides a torque zero-crossing control method, including: When the vehicle is detected to be in a torque zero-crossing risk condition based on the original torque command issued by the vehicle control unit, the vehicle is controlled to enter the torque zero-crossing control mode. In the torque zero-crossing control mode, the historical actual torque and drive shaft speed signals of the vehicle's electric drive system at the previous moment are acquired; Calculate the required torque based on the drive shaft speed signal; Calculate the zero-crossing torque based on the required torque, the historical actual torque, and the original torque command; The vehicle is controlled to cross zero torque based on the zero-crossing torque.

[0005] In the above technical solution, the method first achieves timely triggering of zero-crossing control by real-time monitoring of the original torque command, thereby specifically addressing operating conditions with torque zero-crossing risk; then, it dynamically generates the required torque based on the actual speed to adapt to real-time operating conditions; next, it integrates multi-dimensional torque information (required torque, historical actual torque, and original torque command) to accurately calculate the zero-crossing torque; finally, based on this zero-crossing torque, it achieves zero-crossing closed-loop control of torque, thereby suppressing vehicle jerking and gear knocking noise.

[0006] In some embodiments, the method further includes: Obtain the raw torque command issued by the vehicle control unit; A preset threshold is obtained based on the vehicle model; When the absolute value of the original torque command is less than or equal to the preset threshold, the vehicle is determined to be in a torque zero-crossing risk condition, and the step of controlling the vehicle to enter the torque zero-crossing control mode is executed.

[0007] In the above technical solution, the method can accurately determine the risk of torque crossing zero by comparing the original torque command with the preset threshold matched with the vehicle model, and provide a clear basis for the triggering of the zero-crossing control mode.

[0008] In some embodiments, the method further includes: When the absolute value of the original torque command is greater than the preset threshold, it is determined that the vehicle is in normal driving or braking condition, and therefore does not enter the torque zero-crossing control mode.

[0009] In the above technical solution, the method can accurately distinguish between normal operating conditions and zero-crossing risk conditions by reversing the original torque command and the preset threshold, avoiding unnecessary zero-crossing compensation and ensuring control stability during normal driving.

[0010] In some implementations, calculating the required torque based on the drive shaft speed signal includes: The initial angular acceleration signal is obtained by differentiating the drive shaft speed signal; The initial angular acceleration signal is filtered to obtain the target angular acceleration signal; The required torque is calculated based on the target angular acceleration signal and the preset moment of inertia.

[0011] In the above technical solution, the method can accurately obtain the target angular acceleration through differentiation and filtering, and at the same time, combined with the preset moment of inertia, accurately calculate the required torque to adapt to the real-time working conditions.

[0012] In some embodiments, before calculating the required torque based on the target angular acceleration signal and a preset moment of inertia, the method further includes: Obtain the preset moment of inertia that matches the current mode requirements of the vehicle.

[0013] In the above technical solution, the method can match the corresponding preset moment of inertia based on the current mode requirements of the vehicle, providing adaptability parameters to support the accurate calculation of the required torque.

[0014] In some implementations, calculating the zero-crossing torque based on the required torque, the historical actual torque, and the original torque command includes: The historical actual torque is filtered to obtain the target actual torque; Calculate the compensation torque based on the required torque and the target actual torque; The zero-crossing torque is calculated based on the original torque command issued by the vehicle control unit and the compensation torque.

[0015] In the above technical solution, the method can accurately calculate the compensation torque by filtering and optimizing the historical actual torque, and then obtain the accurate zero-crossing torque by fusing the original torque command, thereby effectively improving the torque control accuracy.

[0016] Secondly, this application provides a torque zero-crossing control device, comprising: The first control unit is used to control the vehicle to enter the torque zero-crossing control mode when the vehicle is detected to be in a torque zero-crossing risk condition based on the original torque command issued by the vehicle control unit. The acquisition unit is used to acquire the historical actual torque and drive shaft speed signals of the vehicle's electric drive system at the previous moment in the torque zero-crossing control mode. The first calculation unit is used to calculate the required torque based on the drive shaft speed signal; The second calculation unit is used to calculate the zero-crossing torque based on the required torque, the historical actual torque, and the original torque command; The second control unit is used to perform torque zero-crossing control on the vehicle based on the zero-crossing torque.

[0017] In the above technical solution, the device first achieves timely triggering of zero-crossing control by real-time monitoring of the original torque command, thereby specifically addressing operating conditions with the risk of torque zero-crossing; then, it dynamically generates the required torque based on the actual speed to adapt to the real-time operating conditions; next, it integrates multi-dimensional torque information (required torque, historical actual torque, and original torque command) to accurately calculate the zero-crossing torque; finally, based on this zero-crossing torque, it achieves zero-crossing closed-loop control of torque, thereby suppressing vehicle jerking and gear knocking noise.

[0018] Thirdly, this application provides an electronic device including a memory and a processor, the memory storing a computer program, and the processor running the computer program to cause the electronic device to perform the torque zero-crossing control method described in any one of the first aspects.

[0019] Fourthly, this application provides a readable storage medium storing a computer program, which, when executed by a processor, performs the torque zero-crossing control method described in any one of the first aspects.

[0020] Fifthly, this application provides a computer program product, which includes a computer program that, when executed by a processor, performs the torque zero-crossing control method described in any one of the first aspects.

[0021] The beneficial effects of this application are: when the torque of an electric vehicle crosses zero, it can suppress the jerking of the whole vehicle and the knocking noise caused by the sudden change in the rotational inertia of the drive shaft due to the gear backlash in the transmission system, thereby effectively ensuring the comfort of driving and riding. Attached Figure Description

[0022] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 This is a schematic diagram of an interdental gap in the background art of this application; Figure 2 This is a flowchart illustrating the torque zero-crossing control method in some embodiments of this application; Figure 3 This is a logic diagram for enabling the torque zero-crossing control function in some embodiments of this application; Figure 4 This is a flowchart illustrating the calculation of zero-crossing torque in some embodiments of this application; Figure 5 This is a flowchart illustrating the torque zero-crossing control method in some embodiments of this application; Figure 6 This is a schematic diagram of a disturbance observer in some embodiments of this application; Figure 7 This is a schematic diagram of the torque zero-crossing control device in some embodiments of this application; Figure 8 This is a schematic diagram of the structure of an electronic device in some embodiments of this application. Detailed Implementation

[0024] The embodiments of the technical solution of this application will now be described in detail with reference to the accompanying drawings. These embodiments are only used to more clearly illustrate the technical solution of this application and are therefore merely examples, and should not be used to limit the scope of protection of this application.

[0025] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms “comprising” and “having”, and any variations thereof, in the specification, claims, and foregoing description of the drawings are intended to cover non-exclusive inclusion.

[0026] In the description of the embodiments of this application, technical terms such as "first" and "second" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly specifying the number, specific order, or primary and secondary relationship of the indicated technical features. In the description of the embodiments of this application, "multiple" means two or more (including two), similarly, "multiple sets" refers to two or more sets (including two sets), and "multiple pieces" refers to two or more pieces (including two pieces) unless otherwise explicitly defined.

[0027] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0028] In the description of the embodiments in this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0029] When an electric vehicle is in motion, there is gear backlash between the drive and driven gears (e.g., ... Figure 1 As shown, Figure 1 (A schematic diagram of tooth clearance is shown). Therefore, during torque reversal, the rotational inertia of the drive shaft changes abruptly. However, this abrupt change is caused by the conversion of the vehicle's overall inertia into the rotational inertia of the shaft teeth. Since the torque remains constant at this time, the angular acceleration of the drive shaft will increase unexpectedly. This causes the larger shaft end speed when the input shaft meshes with the output shaft, directly resulting in jerking and tooth knocking noise in the vehicle.

[0030] To address the aforementioned technical issues, this application provides a torque zero-crossing control method. This method can limit the angular acceleration at the input shaft end through closed-loop control, thereby reducing vehicle jerking and tooth knocking noise.

[0031] like Figure 2As shown, some embodiments of this application provide a torque zero-crossing control method, which includes: S101. When the vehicle is detected to be in a torque zero-crossing risk condition based on the original torque command issued by the vehicle control unit, the vehicle is controlled to enter the torque zero-crossing control mode. S102. In the torque zero-crossing control mode, acquire the historical actual torque and drive shaft speed signals of the vehicle's electric drive system at the previous moment. S103. Calculate the required torque based on the drive shaft speed signal; S104. Calculate the zero-crossing torque based on the required torque, historical actual torque, and original torque command; S105. Perform torque zero-crossing control on the vehicle based on the zero-crossing torque.

[0032] In some embodiments, the initial torque command refers to the initial torque control signal issued by the vehicle control unit for controlling the vehicle's drive or braking.

[0033] In some embodiments, the torque zero-crossing risk condition refers to a vehicle operating condition in which the original torque command is close to zero and the torque direction may change.

[0034] In some embodiments, the torque zero-crossing control mode refers to a special torque control mode activated to suppress jerking and teeth-knocking sounds when the vehicle detects a risk of torque zero-crossing.

[0035] In some embodiments, historical actual torque refers to the torque value actually output by the vehicle's electric drive system at the previous moment under torque zero-crossing control mode.

[0036] In some embodiments, the drive shaft speed signal refers to the detection signal of the real-time rotational speed of the vehicle drive shaft.

[0037] In some embodiments, the required torque refers to the target torque value that is calculated based on the drive shaft speed signal and adapted to the real-time operating conditions.

[0038] In some embodiments, zero-crossing torque refers to the final torque value used for torque zero-crossing control, calculated by integrating the required torque, historical actual torque, and original torque command.

[0039] In some embodiments, torque zero-crossing control refers to closed-loop adjustment control of the vehicle's torque output based on the zero-crossing torque, in order to smoothly pass through the torque zero-crossing stage.

[0040] In the above embodiments, the method first achieves timely triggering of zero-crossing control by real-time monitoring of the original torque command, thereby specifically addressing operating conditions with torque zero-crossing risk; then, it dynamically generates the required torque based on the actual speed to adapt to real-time operating conditions; next, it integrates multi-dimensional torque information (required torque, historical actual torque, and original torque command) to accurately calculate the zero-crossing torque; finally, based on this zero-crossing torque, it achieves zero-crossing closed-loop control of torque, thereby suppressing vehicle jerking and gear knocking noise.

[0041] In some embodiments, the method further includes: Obtain the raw torque command issued by the vehicle control unit; A preset threshold is obtained based on the vehicle model; When the absolute value of the original torque command is less than or equal to a preset threshold, the vehicle is determined to be in a torque zero-crossing risk condition, and the steps to control the vehicle to enter the torque zero-crossing control mode are executed.

[0042] In some embodiments, the method can set a corresponding threshold Tthred based on different vehicle models.

[0043] In some embodiments, the method can determine whether to enable the torque zero-crossing control function by judging whether the absolute value of the original torque command given by the VCU (Vehicle Control Unit) is less than or equal to the threshold Tthred. Specifically, the function is enabled when the absolute value of the original torque command is less than or equal to Tthred, and disabled when the absolute value of the original torque command is greater than Tthred.

[0044] In some embodiments, Figure 3 A logic diagram for enabling a torque zero-crossing control function is shown. Here, Torqset represents the given torque (i.e., the raw torque command issued by the vehicle control unit). Abs(Torqset) is the absolute value of a given torque; Tthred is a preset threshold (a threshold used to determine the risk of torque crossing zero). Tcamp is the zero-crossing compensation torque; Tfinal is the zero-crossing torque (the final torque used for control).

[0045] In the above embodiments, the method can accurately determine the risk of torque crossing zero by comparing the original torque command with a preset threshold matched with the vehicle model, providing a clear basis for triggering the zero-crossing control mode.

[0046] In some embodiments, the method further includes: When the absolute value of the original torque command is greater than the preset threshold, it is determined that the vehicle is in normal driving or braking condition, and therefore does not enter the torque zero-crossing control mode.

[0047] In the above embodiments, the method can accurately distinguish between normal operating conditions and zero-crossing risk conditions by reverse determination of the original torque command and the preset threshold, avoid unnecessary zero-crossing compensation, and ensure control stability during normal driving.

[0048] In some embodiments, calculating the required torque based on the drive shaft speed signal includes: The initial angular acceleration signal is obtained by differentiating the drive shaft speed signal; The initial angular acceleration signal is filtered to obtain the target angular acceleration signal; The required torque is calculated based on the target angular acceleration signal and the preset moment of inertia.

[0049] For example, Figure 4 A flowchart for calculating zero-crossing torque is shown. This method involves differentiating the drive shaft speed *n* when the torque crosses zero, and then calculating the required torque *Tneed* based on the moment of inertia *Jr*. The calculation formula is as follows: Tneed(s) = Jr*s*n(s); The drive shaft speed s is obtained by decoding using a rotary transformer.

[0050] Since the calculation of motor shaft acceleration involves differentiating the speed signal, this operation amplifies motor speed noise. Therefore, the speed signal needs to be processed. Processing methods are not limited to low-pass filters (a second-order filter is recommended for system stability) or Kalman filters. The formula for calculating the required torque after filtering is as follows: TneedLpf(s) = Jr * s * wn 2 *n(s) / (s 2 +2ζwn*s+wn 2 ); Where TneedLpf(s) is the filtered demand torque (s-domain), which refers to the target demand torque obtained after low-pass filtering the initial demand torque; Jr is the preset moment of inertia, a parameter obtained from calibration (which can be adjusted according to the vehicle mode). s is the Laplace operator, used for frequency domain analysis, and s*n(s) represents the derivative with respect to the drive shaft speed n (to obtain the angular acceleration). wn 2 It is the square of the natural frequency (wn is the natural frequency of the second-order low-pass filter). n(s) is the drive shaft speed (s-domain), specifically the real-time drive shaft speed signal obtained by decoding from the rotary transformer; s 2 It is the square of the Laplace operator; ζ is the damping ratio, a core parameter of a second-order low-pass filter, used to adjust the smoothness of the filter and the stability of the system. 2ζwn is the standard damping coefficient in the formula for a second-order low-pass filter.

[0051] In the above embodiments, the method can accurately obtain the target angular acceleration through differentiation and filtering, and at the same time, combined with the preset moment of inertia, accurately calculate the required torque to adapt to the real-time working conditions.

[0052] In some embodiments, before calculating the required torque based on the target angular acceleration signal and a preset moment of inertia, the method further includes: Obtain the preset moment of inertia that matches the current mode requirements of the vehicle.

[0053] In some embodiments, the method can adjust the value of the moment of inertia Jr according to the different current mode requirements of the vehicle, thereby achieving the adjustment of the torque zero-crossing speed.

[0054] In the above embodiments, the method can match the corresponding preset moment of inertia based on the current mode requirements of the vehicle, providing adaptability parameters to support the accurate calculation of the required torque.

[0055] In some embodiments, the zero-crossing torque is calculated based on the required torque, historical actual torque, and original torque command, including: The historical actual torque is filtered to obtain the target actual torque; Calculate the compensation torque based on the required torque and the target actual torque; The zero-crossing torque is calculated based on the original torque command and compensation torque issued by the vehicle control unit.

[0056] For example, in Figure 4 In the flowchart shown for calculating zero-crossing torque, the zero-crossing compensation torque can be obtained by Tcamp = Tact - Tneed, and the calculation formula is as follows: Tcamp(s) = Tact(s) * wn 2 / (s 2 +2ζwn*s+wn 2 )-Jr*s*wn 2 *n(s) / (s 2 +2ζwn*s+wn 2 ); The final zero-crossing torque can be calculated as follows: Tfinal = Torque Command - Tcamp.

[0057] In the above embodiments, the method can accurately calculate the compensation torque by filtering and optimizing the historical actual torque, and then obtain the accurate zero-crossing torque by fusing the original torque command, thereby effectively improving the torque control accuracy.

[0058] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in this application will be clearly and completely described below. In some embodiments, such as Figure 5 As shown, the torque zero-crossing control method includes: S201. Obtain the raw torque command issued by the vehicle control unit; S202. Obtain a preset threshold based on the vehicle model; S203. When the absolute value of the original torque command is less than or equal to a preset threshold, determine that the vehicle is in a torque zero-crossing risk condition and control the vehicle to enter the torque zero-crossing control mode. S204. In the torque zero-crossing control mode, acquire the historical actual torque and drive shaft speed signals of the vehicle's electric drive system at the previous moment. S205. Differentiate the drive shaft speed signal to obtain the initial angular acceleration signal; S206. Filter the initial angular acceleration signal to obtain the target angular acceleration signal; S207. Obtain the preset moment of inertia that matches the current mode requirements of the vehicle; S208. Calculate the required torque based on the target angular acceleration signal and the preset moment of inertia; S209. Filter the historical actual torque to obtain the target actual torque; S210. Calculate the compensation torque based on the required torque and the target actual torque; S211. Calculate the zero-crossing torque based on the original torque command and compensation torque issued by the vehicle control unit; S212. Perform torque zero-crossing control on the vehicle based on the zero-crossing torque.

[0059] In some embodiments, this method can be based on the concept of a disturbance observer to design zero-crossing control. Wherein, Figure 6 A schematic diagram of the disturbance observer is shown. Here, s is the Laplace operator, Gp(s) is the vehicle model, and Gn(s) is the nominal acceleration model. The nominal model is simplified here as follows: Gn(s) = 1 / (Jr*s); Here, Jr is the moment of inertia, which is obtained through calibration.

[0060] To better understand Gp(s), this method can simplify the vehicle model as follows: Gp(s) = 1 / (Jcar*s) — non-zero crossing; Gp(s) = 1 / (Jm*s) — zero crossing; Among them, Jcar is much larger than Jm.

[0061] Q(s) is a second-order low-pass filter. When the electric drive system crosses zero, the moment of inertia of the drive shaft changes abruptly, but it is expected that the drive shaft will complete the torque zero-crossing process with the angular acceleration corresponding to the moment of inertia Jr. Therefore, this method treats this change as a disturbance d and observes it, and uses a disturbance observer for observation compensation to reduce jagging and knocking noise during zero crossing.

[0062] Figure 7 A schematic diagram of a torque zero-crossing control device is shown. It should be understood that this device is related to... Figure 1 The method executed in the middle corresponds to the steps involved in the aforementioned method. The specific functions and effects of the device can be found in the description above. To avoid repetition, detailed descriptions are omitted here.

[0063] The torque zero-crossing control device includes: The first control unit 310 is used to control the vehicle to enter the torque zero-crossing control mode when the vehicle is detected to be in a torque zero-crossing risk condition according to the original torque command issued by the vehicle control unit. The acquisition unit 320 is used to acquire the historical actual torque and drive shaft speed signals of the vehicle's electric drive system at the previous moment in the torque zero-crossing control mode. The first calculation unit 330 is used to calculate the required torque based on the drive shaft speed signal; The second calculation unit 340 is used to calculate the zero-crossing torque based on the required torque, historical actual torque, and original torque command. The second control unit 350 is used to perform torque zero-crossing control on the vehicle based on the zero-crossing torque.

[0064] In some embodiments, the acquisition unit 320 is further configured to acquire the original torque command issued by the vehicle control unit; The acquisition unit 320 is also used to acquire a preset threshold based on the vehicle model. The first control unit 310 is specifically used to determine that the vehicle is in a torque zero-crossing risk condition when the absolute value of the original torque command is less than or equal to a preset threshold, and to control the vehicle to enter the torque zero-crossing control mode.

[0065] In some embodiments, the torque zero-crossing control device further includes: The determination unit 360 is used to determine that the vehicle is in normal driving or braking condition when the absolute value of the original torque command is greater than a preset threshold, and therefore does not enter the torque zero-crossing control mode.

[0066] In some embodiments, the first computing unit 330 includes: Micro-molecular unit 331 is used to differentiate the drive shaft speed signal to obtain the initial angular acceleration signal; The first filtering subunit 332 is used to filter the initial angular acceleration signal to obtain the target angular acceleration signal; The first calculation subunit 333 is used to calculate the required torque based on the target angular acceleration signal and the preset moment of inertia.

[0067] In some embodiments, the first computing unit 330 further includes: The acquisition subunit 334 is used to acquire a matching preset moment of inertia based on the current mode requirements of the vehicle before the first calculation subunit 333 calculates the required torque based on the target angular acceleration signal and the preset moment of inertia.

[0068] In some embodiments, the second computing unit 340 includes: The second filtering subunit 341 is used to filter the historical actual torque to obtain the target actual torque. The second calculation subunit 342 is used to calculate the compensation torque based on the required torque and the target actual torque; The second calculation subunit 342 is also used to calculate the zero-crossing torque based on the original torque command and compensation torque issued by the vehicle control unit.

[0069] like Figure 8 As shown, this application provides an electronic device 400, which includes a processor 401 and a memory 402. The processor 401 and the memory 402 are interconnected and communicate with each other through a communication bus 403 and / or other forms of connection mechanism (not shown). The memory 402 stores a computer program that can be executed by the processor 401. When the computing device is running, the processor 401 executes the computer program to perform the method in any of the aforementioned optional implementations.

[0070] This application provides a computer-readable storage medium storing a computer program, which, when executed by a processor, performs the method in any of the aforementioned optional implementations.

[0071] The computer-readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read Only Memory (EPROM), Programmable Red-Only Memory (PROM), Read-Only Memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk.

[0072] This application provides a computer program product, which includes a computer program that, when run by a processor, executes the method in any of the aforementioned optional implementations.

[0073] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and not to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application, and they should all be covered within the scope of the claims and specification of this application. In particular, as long as there is no conflict, the various technical features mentioned in the embodiments can be combined in any way. This application is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A torque zero-crossing control method, characterized in that, include: When the vehicle is detected to be in a torque zero-crossing risk condition based on the original torque command issued by the vehicle control unit, the vehicle is controlled to enter the torque zero-crossing control mode. In the torque zero-crossing control mode, the historical actual torque and drive shaft speed signals of the vehicle's electric drive system at the previous moment are acquired; Calculate the required torque based on the drive shaft speed signal; Calculate the zero-crossing torque based on the required torque, the historical actual torque, and the original torque command; The vehicle is subjected to torque zero-crossing control based on the zero-crossing torque; The step of calculating the required torque based on the drive shaft speed signal includes: The initial angular acceleration signal is obtained by differentiating the drive shaft speed signal; The initial angular acceleration signal is filtered to obtain the target angular acceleration signal; The required torque is calculated based on the target angular acceleration signal and the preset moment of inertia. The step of calculating the zero-crossing torque based on the required torque, the historical actual torque, and the original torque command includes: The historical actual torque is filtered to obtain the target actual torque; Calculate the compensation torque based on the required torque and the target actual torque; The zero-crossing torque is calculated based on the original torque command issued by the vehicle control unit and the compensation torque.

2. The torque zero-crossing control method according to claim 1, characterized in that, The method further includes: Obtain the raw torque command issued by the vehicle control unit; Get a preset threshold based on the vehicle model; When the absolute value of the original torque command is less than or equal to the preset threshold, the vehicle is determined to be in a torque zero-crossing risk condition, and the step of controlling the vehicle to enter the torque zero-crossing control mode is executed.

3. The torque zero-crossing control method according to claim 2, characterized in that, The method further includes: When the absolute value of the original torque command is greater than the preset threshold, it is determined that the vehicle is in normal driving or braking condition, and therefore does not enter the torque zero-crossing control mode.

4. The torque zero-crossing control method according to claim 1, characterized in that, Before calculating the required torque based on the target angular acceleration signal and the preset moment of inertia, the method further includes: Obtain the preset moment of inertia that matches the current mode requirements of the vehicle.

5. A torque zero-crossing control device, characterized in that, The torque zero-crossing control device includes: The first control unit is used to control the vehicle to enter the torque zero-crossing control mode when the vehicle is detected to be in a torque zero-crossing risk condition based on the original torque command issued by the vehicle control unit. The acquisition unit is used to acquire the historical actual torque and drive shaft speed signals of the vehicle electric drive system at the previous moment in the torque zero-crossing control mode. The first calculation unit is used to calculate the required torque based on the drive shaft speed signal; The second calculation unit is used to calculate the zero-crossing torque based on the required torque, the historical actual torque, and the original torque command. The second control unit is used to perform torque zero-crossing control on the vehicle based on the zero-crossing torque; The first computing unit includes: Micro-molecular units are used to differentiate the drive shaft rotation speed signal to obtain an initial angular acceleration signal; The first filtering subunit is used to filter the initial angular acceleration signal to obtain the target angular acceleration signal; The first calculation subunit is used to calculate the required torque based on the target angular acceleration signal and the preset moment of inertia. The second computing unit includes: The second filtering subunit is used to filter the historical actual torque to obtain the target actual torque. The second calculation subunit is used to calculate the compensation torque based on the required torque and the target actual torque; The second calculation subunit is also used to calculate the zero-crossing torque based on the original torque command issued by the vehicle control unit and the compensation torque.

6. An electronic device, characterized in that, The electronic device includes a memory and a processor, the memory being used to store a computer program, and the processor running the computer program to cause the electronic device to perform the torque zero-crossing control method according to any one of claims 1 to 4.

7. A readable storage medium, characterized in that, The readable storage medium stores a computer program, which, when executed by a processor, performs the torque zero-crossing control method according to any one of claims 1 to 4.

8. A computer program product, characterized in that, The computer program product includes a computer program that, when executed by a processor, performs the torque zero-crossing control method as described in any one of claims 1 to 4.

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