Motor control method, vehicle, and medium

Abstract

The application provides a motor control method, a vehicle and a medium. The method is applied to a vehicle and includes the following steps: identifying a driving condition of the target vehicle; in response to the driving condition being a target condition, detecting a current state of a driving motor of the target vehicle, and calculating a motor speed estimation value of the vehicle according to current speed information of the target vehicle when the current state is a motor fluctuation state; comparing the motor speed estimation value with an actual motor speed of the target vehicle, and determining a maximum driving torque of the target vehicle according to a comparison result, so as to control the driving motor to output according to the maximum driving torque. The method can estimate and calculate the motor speed by identifying the large throttle acceleration condition of the vehicle, calculate the maximum available torque of the MCU by using the estimated motor speed, avoid the VCU request torque fluctuation caused by the maximum available torque of the MCU, and further avoid the obvious jerk of the vehicle, so as to ensure the smoothness, safety and driving comfort of the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more specifically, to motor control methods, vehicles, and media in the field of vehicle motor control. Background Technology

[0002] In related technologies, the external characteristic curve of an electric motor follows the principle of "constant torque at low speeds and constant power at high speeds." After the motor speed exceeds the base speed, the maximum usable torque of the motor decreases inversely with the increase in speed. When a vehicle accelerates at high throttle, it often needs to output maximum driving force. At this time, the vehicle's VCU (Vehicle Control Unit) will request the MCU (Microcontroller Unit) to output the maximum motor torque based on the maximum usable torque reported by the MCU.

[0003] However, in related technologies, when the motor speed exceeds the motor base speed and the motor speed fluctuates slightly due to certain excitation, the fluctuation of the motor speed will cause the MCU's maximum available torque to fluctuate. In turn, the fluctuation of the MCU's maximum available torque will cause the VCU's requested torque to fluctuate. The fluctuation of the VCU's requested torque will then lead to a larger fluctuation in the motor speed, ultimately causing the vehicle to jerk significantly. This not only disrupts the smoothness of the vehicle's ride but also reduces the user's driving comfort. It may even cause the vehicle's trajectory to deviate due to sudden jerking, increasing safety risks in scenarios such as following other vehicles and changing lanes.

[0004] In summary, in the relevant technologies, when the motor speed exceeds the motor base speed and the VCU requests torque based on the MCU's maximum available torque, if the motor speed is slightly fluctuated due to a certain excitation, it will cause fluctuations in the MCU's available torque, which in turn will cause fluctuations in the VCU's requested torque, resulting in obvious jerking of the vehicle. This not only disrupts the vehicle's driving smoothness but also reduces the user's driving comfort and may even pose a safety risk to the vehicle, which urgently needs to be improved. Summary of the Invention

[0005] This application provides a motor control method, a vehicle, and a medium. The method can predict the motor speed by identifying the vehicle's high-throttle acceleration condition, and use the predicted motor speed to calculate the maximum available torque of the MCU. This avoids the VCU request torque fluctuation caused by the MCU's maximum available torque, thereby preventing significant vehicle jerking and ensuring the smoothness, safety, and driving comfort of the vehicle.

[0006] In a first aspect, a method for controlling a vehicle motor is provided, comprising the following steps: identifying the driving condition of a target vehicle; in response to the driving condition being the target condition, detecting the current state of the drive motor of the target vehicle, and, if the current state is a motor fluctuation state, calculating an estimated value of the motor speed of the vehicle based on the current speed information of the target vehicle; comparing the estimated value of the motor speed with the actual motor speed of the target vehicle to obtain a comparison result, and determining the maximum drive torque of the target vehicle based on the comparison result, so as to control the drive motor to output according to the maximum drive torque.

[0007] The above technical solution identifies the driving conditions, detects the motor status and calculates the estimated speed, and finally determines the maximum drive torque based on the comparison between the estimated and actual values. This proactively predicts and smooths changes in motor speed when the actual motor speed exceeds the motor base speed and the vehicle is under heavy acceleration, a condition prone to jerking. This ensures that the maximum available torque reported by the MCU remains stable and decreases steadily, effectively avoiding drastic fluctuations in the torque requested by the VCU. Ultimately, this significantly improves the vehicle's acceleration smoothness, ride comfort, and powertrain stability, effectively enhancing the compatibility of this application with new energy vehicles that have high requirements for drive quality.

[0008] In conjunction with the first aspect, in some possible implementations, identifying the driving conditions of the target vehicle includes: acquiring the actual accelerator pedal opening, the target motor base speed, the maximum drive torque, and the user-requested torque of the vehicle; and identifying the driving conditions of the target vehicle by combining a first comparison result of the actual accelerator pedal opening and the target accelerator threshold, a second comparison result of the actual motor speed and the target motor base speed, and the torque difference between the maximum drive torque and the user-requested torque.

[0009] By comprehensively collecting and comparing multi-dimensional signals such as accelerator pedal opening, motor base speed, maximum drive torque, and user-requested torque, the system can more accurately identify whether the vehicle is truly in a sensitive operating condition where the motor speed exceeds the base speed and the throttle is being accelerated at high speed, which is prone to causing jerking. This provides a reliable prerequisite for determining whether to activate speed prediction and torque smoothing control, enhancing the pertinence and robustness of the entire control strategy and avoiding the accidental triggering of control logic under unnecessary operating conditions.

[0010] In conjunction with the first aspect, in some possible implementations, identifying the driving condition of the target vehicle by combining a first comparison result of the actual accelerator pedal opening and the target accelerator threshold, a second comparison result of the actual motor speed and the target motor base speed, and the torque difference between the maximum driving torque and the user-requested torque includes: determining the driving condition as a high-throttle acceleration condition when the first comparison result is that the actual accelerator pedal opening is greater than the target throttle threshold, the second comparison result is that the actual motor speed is greater than the target motor base speed, and the torque difference is less than the target torque threshold.

[0011] The above technical solution allows for a joint decision logic that requires the throttle opening, motor speed, and torque difference to simultaneously meet certain conditions. This ensures that the operating condition identification has clear judgment boundaries, guaranteeing that the motor control strategy in this application can only be activated under the operating condition with the highest risk of vehicle jerking. This effectively avoids redundant execution of control functions from burdening the motor control system, while also preventing unnecessary intervention under normal operating conditions that could affect the driver's power request response.

[0012] In conjunction with the first aspect, in some possible implementations, detecting the current state of the drive motor of the target vehicle, and calculating an estimated value of the vehicle's motor speed based on the current speed information of the target vehicle when the current state is a motor fluctuation state, includes: obtaining the first cycle motor speed and the second cycle motor speed of the target vehicle; and determining the current state as the motor fluctuation state when the current motor speed of the target vehicle is less than the first cycle motor speed and the first cycle motor speed is greater than the second cycle motor speed.

[0013] The above technical solution can detect the current state of the drive motor in a timely and accurate manner by acquiring and comparing the motor speed data of the current cycle and the previous two sampling cycles. When the motor speed is detected to show an inflection point characteristic of "first rising and then falling", it can be determined in a timely manner that the motor has entered a slight fluctuation state. This can ensure that the application can capture the starting moment of the speed disturbance in a timely manner, providing an accurate triggering time for the subsequent start speed prediction method. Moreover, the calculation amount of this detection method is small, but the response speed is fast, which can effectively improve the applicability of this application in the real-time control cycle.

[0014] In conjunction with the first aspect, in some possible implementations, calculating the estimated motor speed of the target vehicle based on its current speed information includes: constructing a correlation between the vehicle acceleration and the motor speed based on the correlation between the vehicle speed and the vehicle acceleration of the target vehicle, and the correlation between the vehicle speed and the motor speed of the target vehicle; calculating an initial estimated motor speed based on the correlation between the vehicle acceleration and the motor speed; and correcting the initial estimated motor speed based on the time-varying information of the initial estimated motor speed and the time-varying information of the actual motor speed to obtain the estimated motor speed.

[0015] The above technical solution allows for the derivation of a theoretical estimation model for motor speed based on the relationship between vehicle speed and acceleration and motor speed. This model calculates an initial estimated motor speed. By introducing a correction coefficient and considering the trends of the predicted and actual speeds over time (ensuring an intersection point), the initial estimated motor speed is calibrated, resulting in a final estimate that better reflects the actual dynamics. This ensures that the estimated speed maintains a smooth trend while remaining consistent with the dynamics of the actual application, providing reliable data support for the stable calculation of maximum driving torque.

[0016] In conjunction with the first aspect, in some possible implementations, determining the maximum drive torque of the target vehicle based on the comparison result includes: when the comparison result indicates that the estimated motor speed is less than the actual motor speed, obtaining the first drive torque of the target vehicle based on the actual speed; and determining the maximum drive torque of the target vehicle based on the first drive torque.

[0017] The above technical solution allows the prediction logic to exit when the estimated motor speed is lower than the actual speed, and the maximum drive torque can be calculated directly using the actual speed. This avoids inaccurate motor speed estimation caused by changes in vehicle operating conditions, thus preventing limitations on motor performance or the introduction of control deviations. Furthermore, it allows for timely switching back to the vehicle's actual speed, effectively ensuring reliable power output and control stability, and preventing power interruptions due to incorrect speed predictions.

[0018] In conjunction with the first aspect, in some possible implementations, determining the maximum drive torque of the target vehicle based on the comparison result includes: when the comparison result is that the estimated motor speed is greater than or equal to the actual motor speed, obtaining the second drive torque of the target vehicle based on the estimated motor speed; and determining the maximum drive torque of the target vehicle based on the second drive torque.

[0019] The above technical solution allows for the calculation of maximum drive torque using the estimated motor speed when it is not lower than the actual speed. It also enables the use of a smoothly rising estimated motor speed to look up a table or calculate the maximum drive torque when the actual motor speed fluctuates due to disturbances. This results in a stable and predictable trend in the maximum available torque reported to the MCU by the VCU, cutting off the transmission link of fluctuations and effectively solving the problem of vehicle jerking under high throttle acceleration conditions.

[0020] In conjunction with the first aspect, in some possible implementations, determining the maximum drive torque of the target vehicle based on the comparison result includes: constructing a maximum drive torque mapping table based on the mapping relationship between the motor speed and the maximum drive torque of the target vehicle; and querying the maximum drive torque mapping table based on the estimated motor speed or the actual motor speed to obtain the maximum drive torque.

[0021] The above technical solution can quickly determine the estimated motor speed or the maximum driving torque corresponding to the actual motor speed by using a pre-stored speed-maximum torque mapping table. It has the advantages of fast execution speed, high determinism, and low resource consumption. It can ensure that the maximum torque limit corresponding to the estimated motor speed or the actual motor speed can be quickly obtained in each control cycle, thereby constraining the torque output in a timely and accurate manner, and effectively ensuring the real-time performance and consistency of the control response.

[0022] Secondly, a motor control device for a vehicle is provided, comprising: an identification module for identifying the driving condition of a target vehicle; a detection module for detecting the current state of the drive motor of the target vehicle in response to the driving condition being the target condition, and calculating an estimated motor speed of the vehicle based on the current speed information of the target vehicle when the current state is a motor fluctuation state; and a control module for comparing the estimated motor speed with the actual motor speed of the target vehicle to obtain a comparison result, and determining the maximum drive torque of the target vehicle based on the comparison result, so as to control the drive motor to output according to the maximum drive torque.

[0023] The above technical solution identifies the driving conditions, detects the motor status and calculates the estimated speed, and finally determines the maximum drive torque based on the comparison between the estimated and actual values. This proactively predicts and smooths changes in motor speed when the actual motor speed exceeds the motor base speed and the vehicle is under heavy acceleration, a condition prone to jerking. This ensures that the maximum available torque reported by the MCU remains stable and decreases steadily, effectively avoiding drastic fluctuations in the torque requested by the VCU. Ultimately, this significantly improves the vehicle's acceleration smoothness, ride comfort, and powertrain stability, effectively enhancing the compatibility of this application with new energy vehicles that have high requirements for drive quality.

[0024] In conjunction with the first aspect, in some possible implementations, the identification module includes: a first acquisition unit, configured to acquire the actual accelerator pedal opening, target motor base speed, maximum drive torque, and user-requested torque of the vehicle; and an identification unit, configured to identify the driving condition of the target vehicle by combining a first comparison result of the actual accelerator pedal opening and the target accelerator threshold, a second comparison result of the actual motor speed and the target motor base speed, and the torque difference between the maximum drive torque and the user-requested torque.

[0025] By comprehensively collecting and comparing multi-dimensional signals such as accelerator pedal opening, motor base speed, maximum drive torque, and user-requested torque, the system can more accurately identify whether the vehicle is truly in a sensitive operating condition where the motor speed exceeds the base speed and the throttle is being accelerated at high speed, which is prone to causing jerking. This provides a reliable prerequisite for determining whether to activate speed prediction and torque smoothing control, enhancing the pertinence and robustness of the entire control strategy and avoiding the accidental triggering of control logic under unnecessary operating conditions.

[0026] In conjunction with the first aspect, in some possible implementations, the identification unit includes: a determining subunit, configured to determine the driving condition as a high-throttle acceleration condition when the first comparison result is that the actual opening of the accelerator pedal is greater than the target throttle threshold, and the second comparison result is that the actual motor speed is greater than the target motor base speed, and the torque difference is less than the target torque threshold.

[0027] The above technical solution allows for a joint decision logic that requires the throttle opening, motor speed, and torque difference to simultaneously meet certain conditions. This ensures that the operating condition identification has clear judgment boundaries, guaranteeing that the motor control strategy in this application can only be activated under the operating condition with the highest risk of vehicle jerking. This effectively avoids redundant execution of control functions from burdening the motor control system, while also preventing unnecessary intervention under normal operating conditions that could affect the driver's power request response.

[0028] In conjunction with the first aspect, in some possible implementations, the detection module includes: a second acquisition unit, configured to acquire the first cycle motor speed and the second cycle motor speed of the target vehicle; and a first determination unit, configured to determine the current state as the motor fluctuation state when the current motor speed of the target vehicle is less than the first cycle motor speed and the first cycle motor speed is greater than the second cycle motor speed.

[0029] The above technical solution can detect the current state of the drive motor in a timely and accurate manner by acquiring and comparing the motor speed data of the current cycle and the previous two sampling cycles. When the motor speed is detected to show an inflection point characteristic of "first rising and then falling", it can be immediately determined that the motor has entered a slight fluctuation state. This can ensure that the application can capture the starting moment of the speed disturbance in a timely manner, providing an accurate triggering time for the subsequent start speed prediction method. Moreover, the calculation amount of this detection method is small, but the response speed is fast, which can effectively improve the applicability of this application in the real-time control cycle.

[0030] In conjunction with the first aspect, in some possible implementations, the detection module includes: a first construction unit, configured to construct a correlation between the vehicle acceleration and the motor speed based on the correlation between the vehicle speed and the vehicle acceleration of the target vehicle, and the correlation between the vehicle speed and the motor speed of the target vehicle; a calculation unit, configured to calculate an initial motor speed estimate of the vehicle based on the correlation between the vehicle acceleration and the motor speed; and a correction unit, configured to correct the initial motor speed estimate based on the change information of the initial motor speed estimate over time and the change information of the actual motor speed over time, to obtain the motor speed estimate.

[0031] The above technical solution allows for the derivation of a theoretical estimation model for motor speed based on the relationship between vehicle speed and acceleration and motor speed. This model calculates an initial estimated motor speed. By introducing a correction coefficient and considering the trends of the predicted and actual speeds over time (ensuring an intersection point), the initial estimated motor speed is calibrated, resulting in a final estimate that better reflects the actual dynamics. This ensures that the estimated speed maintains a smooth trend while remaining consistent with the dynamics of the actual application, providing reliable data support for the stable calculation of maximum driving torque.

[0032] In conjunction with the first aspect, in some possible implementations, the control module includes: a third acquisition unit, configured to acquire a first drive torque of the target vehicle based on the actual motor speed when the comparison result indicates that the estimated motor speed is less than the actual motor speed; and a second determination unit, configured to determine the maximum drive torque of the target vehicle based on the first drive torque.

[0033] The above technical solution allows the prediction logic to exit when the estimated motor speed is lower than the actual speed, and the maximum drive torque can be calculated directly using the actual speed. This avoids inaccurate motor speed estimation caused by changes in vehicle operating conditions, thus preventing limitations on motor performance or the introduction of control deviations. Furthermore, it allows for timely switching back to the vehicle's actual speed, effectively ensuring reliable power output and control stability, and preventing power interruptions due to incorrect speed predictions.

[0034] In conjunction with the first aspect, in some possible implementations, the control module includes: a fourth acquisition unit, configured to acquire the second drive torque of the target vehicle based on the estimated motor speed when the comparison result is that the estimated motor speed is greater than or equal to the actual motor speed; and a third determination unit, configured to determine the maximum drive torque of the target vehicle based on the second drive torque.

[0035] The above technical solution allows for the calculation of maximum drive torque using the estimated motor speed when it is not lower than the actual speed. It also enables the use of a smoothly rising estimated motor speed to look up a table or calculate the maximum drive torque when the actual motor speed fluctuates due to disturbances. This results in a stable and predictable trend in the maximum available torque reported to the MCU by the VCU, cutting off the transmission link of fluctuations and effectively solving the problem of vehicle jerking under high throttle acceleration conditions.

[0036] In conjunction with the first aspect, in some possible implementations, the control module includes: a second construction unit, configured to construct a maximum drive torque mapping table based on the mapping relationship between the motor speed and the maximum drive torque of the target vehicle; and a query unit, configured to query the maximum drive torque mapping table based on the estimated motor speed or the actual motor speed to obtain the maximum drive torque.

[0037] The above technical solution can quickly determine the estimated motor speed or the maximum driving torque corresponding to the actual motor speed by using a pre-stored speed-maximum torque mapping table. It has the advantages of fast execution speed, high determinism, and low resource consumption. It can ensure that the maximum torque limit corresponding to the estimated motor speed or the actual motor speed can be quickly obtained in each control cycle, thereby constraining the torque output in a timely and accurate manner, and effectively ensuring the real-time performance and consistency of the control response.

[0038] Thirdly, a vehicle is provided, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the motor control method of the vehicle as described in the above embodiments.

[0039] Fourthly, a computer-readable storage medium is provided that stores a computer program, which, when executed by a processor, implements the above-described vehicle motor control method.

[0040] Fifthly, a computer program product is provided, including a computer program that, when executed, implements the above-described method for controlling the motor of a vehicle. Attached Figure Description

[0041] Figure 1 This is a schematic diagram of the external characteristic curve of a motor according to an embodiment of this application; Figure 2 This is a schematic diagram of various data during vehicle lurching according to one embodiment of this application; Figure 3 This is a schematic flowchart of a vehicle motor control method provided in an embodiment of this application; Figure 4 A schematic diagram illustrating the estimated rotational speed-time variation provided in one embodiment of this application; Figure 5 This is a logic diagram of motor control provided in one embodiment of this application; Figure 6 This is a schematic diagram of the structure of a vehicle motor control device provided in an embodiment of this application; Figure 7 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0042] Figure label: Among them, 10-vehicle motor control device; 100-identification module, 200-detection module, 300-control module; 701-memory, 702-processor, 703-communication interface. Detailed Implementation

[0043] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text 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. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0044] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0045] Before explaining the vehicle motor control method in the embodiments of this application, the reason why "the vehicle will experience obvious jerking when the motor speed exceeds the motor base speed" in the embodiments of this application will be explained.

[0046] First, those skilled in the art will understand that the external characteristic curve of a motor follows the principle of "constant torque at low speeds and constant power at high speeds." In other words, when the vehicle's motor speed exceeds its base speed, the maximum usable torque of the motor will actually decrease as the speed increases. That is, when the vehicle's motor speed exceeds its base speed, the maximum usable torque of the motor is inversely proportional to the speed. For example... Figure 1 As shown, where, Figure 1 This is a schematic diagram of the external characteristic curve of a motor provided in one embodiment of this application.

[0047] When a new energy vehicle detects that the user has pressed the accelerator pedal to accelerate, it needs to output the maximum driving force. This driving request will be fed back to the MCU, which will then report to the VCU. The VCU will request the MCU to output the maximum motor torque based on the maximum available torque reported by the MCU.

[0048] However, when the motor speed of a new energy vehicle exceeds its base speed during acceleration and experiences slight fluctuations due to certain excitation, these fluctuations will cause fluctuations in the MCU's maximum available torque. These fluctuations will in turn cause fluctuations in the VCU's requested torque, which in turn leads to even greater fluctuations in the motor speed, ultimately resulting in noticeable jerkiness in the vehicle. Figure 2 As shown, Figure 2 This is a schematic diagram of various data points during vehicle lurching, provided as an embodiment of this application.

[0049] Figure 3 This is a schematic flowchart of a vehicle motor control method provided in an embodiment of this application.

[0050] For example, such as Figure 3 As shown, the method 300 includes: In step S301, the driving conditions of the target vehicle are identified.

[0051] Based on the relevant descriptions in other embodiments, it can be understood that the maximum available torque of the MCU will fluctuate only when the motor speed exceeds the motor base speed and the motor speed is slightly fluctuated due to a certain excitation, thereby causing a series of fluctuations.

[0052] Therefore, in some embodiments, this application may first identify the driving conditions of the target vehicle.

[0053] Here, the target vehicle can be understood as a specific new energy vehicle subject to motor control. The driving condition can be understood as the comprehensive operating scenario of the vehicle during actual driving, which is composed of driving state parameters (such as vehicle speed, acceleration, and braking status), driver operation input (such as accelerator / brake pedal travel), and environmental and road conditions (such as road conditions and slope).

[0054] Therefore, the embodiments of this application can use the driving conditions of the target vehicle as the basic condition, and further determine whether subsequent steps can be performed based on the condition.

[0055] Optionally, in one embodiment of this application, identifying the driving condition of the target vehicle includes: acquiring the actual accelerator pedal opening, the target motor base speed, the maximum drive torque, and the user-requested torque; and identifying the driving condition of the target vehicle by combining a first comparison result of the actual accelerator pedal opening and the target accelerator threshold, a second comparison result of the actual motor speed and the target motor base speed, and the torque difference between the maximum drive torque and the user-requested torque.

[0056] In some embodiments, when identifying the driving conditions of the target vehicle, this application can first collect various driving parameters of the vehicle, including but not limited to the actual opening of the accelerator pedal, the base speed of the target motor, the maximum driving torque, and the torque requested by the user.

[0057] In this context, the actual accelerator pedal opening can be understood as the actual amount of time the driver depresses the accelerator pedal while the vehicle is in motion, and it can generally be expressed as a percentage. For example, based on the mechanical travel limit of the accelerator pedal, its actual depressing distance can be converted into a percentage value from 0% to 100%, where 0% corresponds to the pedal being completely released (no acceleration required) and 100% corresponds to the pedal being fully depressed (maximum acceleration required). The intermediate value can be calculated as "actual depressing distance / total pedal travel × 100%", and its magnitude directly determines the torque request from the VCU to the MCU.

[0058] The target motor base speed can be understood here as a pre-set reference speed threshold for the motor, which is the critical speed between constant torque operation and constant power operation of the motor. In the embodiments of this application, the highest speed at which the target vehicle's motor outputs rated torque with rated armature current under rated voltage and rated frequency can be used as the motor base speed, but is not limited to this. In practical applications, the target motor base speed can be determined by those skilled in the art based on the characteristics of the target vehicle's motor, the vehicle's power requirements, and the control strategy objectives. The embodiments of this application are only illustrative and do not impose specific limitations.

[0059] The maximum drive torque can be understood here as the maximum available torque that the MCU can output under the current driving conditions of the vehicle.

[0060] The user-requested torque can be understood here as the torque request value sent by the VCU to the MCU based on the driver's actual operation (such as the accelerator pedal opening).

[0061] The target throttle threshold here can be understood as a pre-calibrated throttle pedal opening determination threshold, for example, set to any value between 60% and 100% of the throttle pedal opening, etc. The specific value can be determined by those skilled in the art based on the actual situation of the target vehicle. This application embodiment is only for illustrative purposes and does not impose any specific limitations.

[0062] The actual motor speed here can be understood as the real-time operating speed of the motor during vehicle operation.

[0063] The torque difference can be understood here as the numerical difference between the MCU's maximum available torque and the torque requested by the user, which can be used to identify the driving conditions of the target vehicle.

[0064] Finally, by combining the first comparison result of the accelerator pedal opening and the target accelerator threshold, the second comparison result of the actual motor speed and the target motor base speed, and the torque difference between the maximum drive torque and the user-requested torque, this application can determine the current driving condition of the target vehicle.

[0065] Optionally, in one embodiment of this application, the driving condition of the target vehicle is identified by combining a first comparison result of the actual accelerator pedal opening and the target accelerator threshold, a second comparison result of the actual motor speed and the target motor base speed, and the torque difference between the maximum driving torque and the user-requested torque. This includes: when the first comparison result is that the actual accelerator pedal opening is greater than the target accelerator threshold, and the second comparison result is that the actual motor speed is greater than the target motor base speed, and the torque difference is less than the target torque threshold, the driving condition is determined to be a high-throttle acceleration condition.

[0066] In some embodiments, this application determines the current driving condition of the target vehicle by combining a first comparison result of the accelerator pedal opening and the target accelerator threshold, a second comparison result of the actual motor speed and the target motor base speed, and the torque difference between the maximum drive torque and the user-requested torque. This determination may be made according to, but is not limited to, the following logic: If the first comparison result is that the actual accelerator pedal opening of the vehicle is greater than a certain accelerator threshold, and the second comparison result is that the actual motor speed of the vehicle is greater than a certain motor base speed, and the torque difference between the maximum driving torque and the user-requested torque is less than the target torque threshold, then it can be determined that the current driving condition of the vehicle is a high-throttle acceleration condition, that is, the vehicle is currently under high throttle and is accelerating.

[0067] Here, the target torque threshold can be understood as a threshold for determining the torque difference between the pre-calibrated maximum driving torque and the torque requested by the user, for example, a value between 5-10 Nm. The specific value can be, but is not limited to, determined by those skilled in the art based on the actual situation of the target vehicle. This embodiment is merely illustrative and does not impose any specific limitations.

[0068] For example, this application considers the comparison between the actual accelerator pedal opening and a certain accelerator threshold, the comparison between the actual motor speed and a certain motor base speed, and the comparison between the torque difference and a certain torque threshold as three conditions, which can be expressed as follows, but are not limited to: (1) Accelerator pedal opening > a certain accelerator threshold; (2) The motor speed is greater than a certain base speed of the motor; (3) The difference between the maximum available torque of the MCU and the torque requested by the VCU is less than a certain torque threshold; The current driving condition of the vehicle can only be determined to be a high-throttle acceleration condition when conditions (1), (2) and (3) are met simultaneously. If any one of conditions (1), (2) and (3) is not met, the current driving condition of the vehicle cannot be determined to be a high-throttle acceleration condition.

[0069] In step S302, in response to the target driving condition, the current state of the drive motor of the target vehicle is detected, so that if the current state is a motor fluctuation state, the estimated value of the motor speed of the vehicle is calculated based on the current speed information of the target vehicle.

[0070] As one possible implementation, in response to the vehicle's current driving condition as the target condition, embodiments of this application can then detect the current state of the vehicle's drive motor. Here, the target condition can be understood as a high-throttle acceleration condition.

[0071] In other words, the embodiments of this application can detect whether the current state of the vehicle's drive motor is in a motor fluctuation state when the vehicle's current driving condition is a high throttle acceleration condition. Then, when the current state of the vehicle's drive motor is in a motor fluctuation state, the estimated value of the vehicle's motor speed is calculated based on the vehicle's current speed information.

[0072] Here, the motor fluctuation state can be understood as the fluctuation state that occurs when the motor is subjected to a certain excitation (generally it is relatively slight).

[0073] The motor speed estimate here can be understood as the motor speed value estimated based on the vehicle's current speed information (such as acceleration, speed, etc.) for each time after the current time.

[0074] Optionally, in one embodiment of this application, the current state of the drive motor of the target vehicle is detected, so that when the current state is a motor fluctuation state, the estimated value of the motor speed of the vehicle is calculated based on the current speed information of the target vehicle, including: obtaining the first cycle motor speed and the second cycle motor speed of the target vehicle; when the current motor speed of the target vehicle is less than the first cycle motor speed and the first cycle motor speed is greater than the second cycle motor speed, the actual state is determined to be a motor fluctuation state.

[0075] In actual implementation, when detecting the current state of the drive motor of the target vehicle, this application may, but is not limited to, detect whether the current state of the drive motor is in a fluctuating state based on the motor speed in the historical cycle of the vehicle.

[0076] Specifically, in this application embodiment, the first cycle motor speed and the second cycle motor speed of the vehicle can be obtained first, so that when the current motor speed of the vehicle is less than the first cycle motor speed and the first cycle motor speed is greater than the second cycle motor speed, the actual state is determined to be a motor fluctuation state.

[0077] Here, the motor speed in the first cycle can be understood as the motor speed obtained in the previous sampling cycle that is immediately adjacent to the current sampling cycle in terms of timing; the motor speed in the second cycle can be understood as the motor speed obtained in the previous sampling cycle that is preceding and adjacent to the motor speed in the first cycle in terms of timing, based on the current sampling state.

[0078] The motor fluctuation state here can be specifically manifested as a dynamic change state that satisfies the time sequence relationship between the current motor speed, the first cycle motor speed, and the second cycle motor speed, satisfying the condition that "the current speed is lower than the first cycle speed and the first cycle speed is higher than the second cycle speed". This motor fluctuation state indicates that the motor speed exhibits an inflection point characteristic of first rising and then falling.

[0079] It should be noted that in this embodiment, the vehicle's driving condition is first detected as a high-throttle acceleration condition, and then the vehicle's motor status is detected as a fluctuating state. Therefore, in this embodiment, "actual motor speed" and "current motor speed" both refer to the motor speed of the vehicle at the detection time, except that the detection time of the actual motor speed is earlier than the detection time of the current motor speed.

[0080] For example, taking the "current frame" of the motor as a reference, this application can, but is not limited to, define the sampling time sequence in reverse, letting the prefix "previous N frames" correspond to the time interval of the current frame (N=1 is the immediate preceding sampling cycle, N=2 is the previous sampling cycle with an interval of 1 cycle). Then, the comparison between the current motor speed and the motor speed in the first cycle, and the comparison between the motor speed in the first cycle and the motor speed in the second cycle are regarded as two conditions, which can be expressed as follows, but is not limited to: (1) The current motor speed is less than the motor speed of the previous frame (corresponding to the motor speed of the first cycle in the embodiment of this application); (2) The motor speed in the previous frame is greater than the motor speed in the previous two frames (corresponding to the motor speed in the second cycle in the embodiments of this application). The current state of the drive motor can only be determined to be a motor fluctuation state if both conditions (1) and (2) are met. If either condition (1) or (2) is not met, the current state of the drive motor cannot be determined to be a motor fluctuation state, and the motor speed in the previous frame is the motor speed at the inflection point. .

[0081] Optionally, in one embodiment of this application, calculating the estimated motor speed of the vehicle based on the current speed information of the target vehicle includes: constructing a correlation between vehicle acceleration and motor speed based on the correlation between the vehicle speed and the vehicle acceleration of the target vehicle, and the correlation between the vehicle speed and the motor speed of the target vehicle; calculating an initial estimated motor speed of the vehicle based on the correlation between the vehicle acceleration and the motor speed; and correcting the initial estimated motor speed based on the change information of the initial estimated motor speed over time and the change information of the actual motor speed over time to obtain the estimated motor speed.

[0082] In some embodiments, when calculating the estimated value of the motor speed of the vehicle based on the current speed information of the target vehicle, this application can first construct the "correlation relationship between the vehicle's acceleration and the vehicle's motor speed" based on the "correlation relationship between the vehicle's speed and the vehicle's acceleration" and the "correlation relationship between the vehicle's speed and the vehicle's motor speed", and then calculate the estimated value of the vehicle's initial motor speed based on the correlation relationship between the vehicle's acceleration and the vehicle's motor speed.

[0083] For example, when a vehicle is accelerating at high throttle, the motor speed will theoretically gradually increase. When the motor speed fluctuates, this embodiment of the application can use the vehicle's acceleration signal to estimate the motor speed, so that the estimated speed (estimated motor speed value) is in a gradually increasing trend, avoiding fluctuations in the maximum available torque of the MCU caused by the fluctuations in speed.

[0084] The relationship between vehicle speed and acceleration can be expressed, but is not limited to, as follows: dt(1) in, Indicates the current vehicle speed. Indicates the initial velocity of the vehicle. This indicates vehicle acceleration (which can be obtained, but is not limited to, through the vehicle's acceleration sensors). The relationship between vehicle speed and motor speed can be expressed, but is not limited to, as follows: (2) in, Indicates the motor speed. Indicates vehicle speed. Indicates the bridge gear ratio. This indicates the tire's circumference.

[0085] By combining formulas (1) and (2), the relationship between the vehicle's motor speed and vehicle acceleration can be obtained, which can be expressed, but is not limited to, as follows: dt (3) in, Indicates the estimated speed of the motor. This indicates the motor speed at the inflection point.

[0086] By substituting the vehicle's current motor speed and acceleration into formula (3), the initial estimated speed of the vehicle (initial motor speed estimate) can be obtained. If the acceleration and motor speed remain constant for a short period, the curve showing the change of the initial estimated speed (initial motor speed estimate) over time can be obtained. Figure 4 As shown, Figure 4 This is a schematic diagram illustrating the estimated rotational speed-time variation according to an embodiment of this application.

[0087] Furthermore, in this embodiment, the estimated speed can be corrected in combination with the actual application scenario. The estimated speed obtained by directly substituting the current motor speed and acceleration of the vehicle into formula (3) is the initial motor speed estimate. In this embodiment, the initial motor speed estimate can be corrected based on the information of the change of the initial motor speed estimate over time and the information of the change of the actual motor speed over time, so as to obtain the motor speed estimate.

[0088] In practical applications, the actual motor speed fluctuates over time, while the initial estimated motor speed does not. However, the curves of the two changing over time should intersect to ensure that the motor speed prediction logic (process) can exit normally in subsequent processes.

[0089] Therefore, in this embodiment of the application, the initial motor speed estimate obtained by direct calculation can be corrected based on the information of the change of the initial motor speed estimate over time and the information of the change of the actual motor speed over time, and the information of the change of the two over time should have an intersection point, so as to obtain the final motor speed estimate.

[0090] For example, the correction formula for the initial motor speed estimate in this application can be, but is not limited to, expressed as follows: dt (4) in, To estimate the speed correction coefficient, it can be set and adjusted by those skilled in the art, based on the intersection of the estimated speed and the actual motor speed, according to the information on the change of the initial estimated motor speed over time and the information on the change of the actual motor speed over time. The embodiments in this application are only illustrative and do not impose specific limitations.

[0091] In step S303, the estimated motor speed is compared with the actual motor speed of the target vehicle to obtain a comparison result, and the maximum driving torque of the target vehicle is determined based on the comparison result so as to control the drive motor to output the maximum driving torque.

[0092] In some embodiments, after obtaining the estimated motor speed, the embodiments of this application can determine the maximum driving torque of the target vehicle based on the comparison between the estimated motor speed and the actual motor speed of the vehicle, and finally control the vehicle's drive motor to output according to the maximum driving torque.

[0093] Under the constraint of the motor speed prediction, even when the vehicle is accelerating at high throttle and the motor speed is greater than the base speed, the motor speed obtained during the acceleration process can be used to accelerate smoothly. This ensures that the maximum available torque of the MCU obtained based on the motor speed prediction will show a smooth downward trend, without causing fluctuations in the torque requested by the VCU, thereby effectively reducing vehicle jerking.

[0094] Optionally, in one embodiment of this application, determining the maximum drive torque of the target vehicle based on the comparison result includes: when the comparison result shows that the estimated motor speed is less than the actual motor speed, obtaining the first drive torque of the target vehicle based on the actual speed; and determining the maximum drive torque of the target vehicle based on the first drive torque.

[0095] In some embodiments, when the estimated motor speed of the target vehicle at the current moment is less than or equal to the actual motor speed, the first drive torque obtained based on the actual motor speed of the vehicle can be used as the maximum drive torque (maximum available torque of the MCU) of the vehicle.

[0096] In other words, if the estimated motor speed at the current moment is less than the actual motor speed, this embodiment of the application can exit the motor speed prediction logic to avoid a large deviation in the predicted speed, which would cause the calculated predicted speed to deviate from the actual speed and limit the motor torque output; and then re-enter the high throttle condition judgment.

[0097] Furthermore, in this embodiment of the application, when the estimated motor speed at the current moment is less than the actual motor speed, the actual motor speed can be used to calculate the maximum available torque of the MCU (first drive torque), and the maximum available torque of the MCU calculated based on the actual motor speed of the vehicle at this time can be used as the maximum available torque reported to the VCU. The VCU will request the MCU to output the maximum motor torque based on the maximum available torque.

[0098] Optionally, in one embodiment of this application, determining the maximum drive torque of the target vehicle based on the comparison result includes: when the comparison result shows that the estimated motor speed is greater than or equal to the actual motor speed, obtaining the second drive torque of the target vehicle based on the estimated motor speed; and determining the maximum drive torque of the target vehicle based on the second drive torque.

[0099] In some embodiments, when the estimated motor speed is greater than or equal to the actual motor speed, the second drive torque of the target vehicle obtained based on the estimated motor speed can be used as the maximum drive torque of the MCU.

[0100] In other words, if the estimated motor speed at the current moment is greater than the actual motor speed, this embodiment of the application can use the estimated motor speed to calculate the maximum available torque of the MCU (second drive torque), and use the maximum available torque of the MCU calculated at this time as the maximum available torque reported to the VCU. The VCU will request the MCU to output the maximum motor torque based on the maximum available torque.

[0101] It should be noted that the first drive torque and the second drive torque are only used here to distinguish the maximum drive torque obtained from the estimated motor speed or the actual motor speed, but both are essentially the maximum available torque of the MCU.

[0102] Optionally, in one embodiment of this application, determining the maximum drive torque of the target vehicle based on the comparison results includes: constructing a maximum drive torque mapping table based on the mapping relationship between the motor speed and the maximum drive torque of the target vehicle; and querying the maximum drive torque mapping table based on the estimated motor speed or the actual motor speed to obtain the maximum drive torque.

[0103] In some embodiments, when determining the maximum drive torque of the MCU based on the comparison between the estimated motor speed and the actual motor speed, this application may, but is not limited to, first construct a maximum drive torque mapping table based on the mapping relationship between the target vehicle's motor speed and the maximum drive torque in order to facilitate practical application. The mapping relationship in the maximum drive torque mapping table is "motor speed → maximum drive torque".

[0104] The mapping relationship between motor speed and maximum drive torque can be understood here as a corresponding relationship between the motor speed parameter and the maximum drive torque parameter that the MCU can output, established based on the electromagnetic characteristics of the motor itself, control strategy constraints, and vehicle operation requirements. This relationship effectively reflects the maximum torque output capability of the motor at different speeds. The specific mapping relationship between motor speed and maximum drive torque can be, but is not limited to, determined by those skilled in the art using bench testing, electromagnetic simulation, and vehicle calibration. This embodiment is provided as an example only and does not impose specific limitations.

[0105] The maximum drive torque mapping table can be understood here as a structured data table that maps motor speed to maximum drive torque. The rows and columns of the table correspond to the discrete motor speed values ​​and the corresponding maximum drive torque calibration values, respectively.

[0106] Therefore, in practical applications, the embodiments of this application can directly query the constructed maximum drive torque mapping table based on the estimated motor speed of the target vehicle at the current moment (the estimated motor speed at the current moment is greater than or equal to the actual motor speed) or the actual motor speed (the estimated motor speed at the current moment is less than the actual motor speed), and directly obtain the MCU maximum drive torque corresponding to the estimated motor speed or the actual motor speed.

[0107] For example, the mapping relationship of a synchronous motor in a new energy vehicle is as follows: in the low speed range (e.g., 0-3000 rpm), the maximum driving torque is stable at 200 Nm; after exceeding the base speed (above 3000 rpm), the maximum driving torque decreases according to a fixed pattern for every 1000 rpm increase in speed (e.g., 4000 rpm corresponds to 150 Nm, 5000 rpm corresponds to 100 Nm), forming a unique "speed-torque" correspondence. In this case, the maximum driving torque mapping table corresponding to this mapping relationship can be, but is not limited to, as shown in Table 1: Table 1

[0108] When the actual motor speed is 2950 rpm, the corresponding maximum drive torque obtained by looking up the mapping table is 200 Nm; when the estimated motor speed is 3000 rpm, the corresponding maximum drive torque obtained by looking up the mapping table is still 200 Nm.

[0109] The following is a detailed explanation of the vehicle motor control method in this application embodiment using a specific example.

[0110] Figure 5 This is a schematic diagram of motor control logic according to one embodiment of this application. Figure 5 As shown: (1) Input various signals for the vehicle; (2) Judgment of high throttle acceleration conditions: Accelerator pedal opening > a certain threshold; Motor speed > motor base speed; The difference between the MCU's maximum available torque and the VCU's requested torque is less than a certain threshold. When all three conditions are met, the conditions for judging the acceleration condition with full throttle are met; when any one of the three conditions is not met, the conditions for judging the acceleration condition with full throttle are not met. (3) Judgment of motor speed fluctuation: Using the "current frame" as a reference, the sampling time sequence is defined in reverse order. The prefix "previous N frames" directly corresponds to the time interval of the current frame (N=1 is the immediate preceding sampling period, N=2 is the previous sampling period with an interval of 1 period): Current motor speed < previous frame motor speed; The motor speed in the previous frame is greater than the motor speed in the previous two frames. When both conditions are met, the motor speed fluctuation judgment condition is valid; when either condition is not met, the motor speed fluctuation judgment condition is invalid. At this time, the motor speed in the previous frame is the motor speed ω0 at the inflection point. (4) Motor speed prediction: When the vehicle is under heavy acceleration, the motor speed will theoretically gradually increase. When the motor speed fluctuates, the motor speed is predicted using the vehicle acceleration signal. (5) Exit judgment of motor speed prediction: When the actual speed of the motor is greater than the predicted speed, the motor speed prediction logic will be exited and the judgment of high throttle condition will be re-entered; otherwise, the motor speed prediction logic will be used continuously; thereby avoiding large deviation of the predicted speed, which will cause the calculated predicted speed to deviate from the actual speed and limit the motor torque output. (6) Calculation of maximum available torque of motor: When the motor speed prediction exit condition is not met (actual motor speed ≤ predicted speed), the estimated speed is used to calculate the maximum available torque of MCU (which can be obtained by looking up the pre-established mapping table of motor speed and maximum available torque). The maximum available torque of MCU obtained at this time is used as the maximum available torque reported to VCU. VCU will request MCU to output maximum motor torque based on the maximum available torque. When the motor speed prediction exit condition is met, the actual speed is used to calculate the maximum available torque of MCU (which can also be obtained by looking up the mapping table of motor speed and maximum available torque).

[0111] The vehicle motor control method proposed in this application first identifies the driving condition, then detects the motor status and calculates the estimated speed, and finally determines the maximum driving torque based on the comparison between the estimated and actual values. This proactively predicts and smooths motor speed changes when the actual motor speed exceeds the motor base speed and the vehicle is under heavy acceleration, a condition prone to jerking. This ensures that the maximum available torque reported by the MCU maintains a stable decay, effectively avoiding drastic fluctuations in the torque requested by the VCU. Ultimately, this significantly improves vehicle acceleration smoothness, ride comfort, and powertrain stability, effectively enhancing the compatibility of this application with new energy vehicles that require high drive quality. Therefore, this solves the problem in related technologies where, when the motor speed exceeds the motor base speed and the VCU requests torque based on the MCU's maximum available torque, slight fluctuations in motor speed due to certain excitation can cause fluctuations in the MCU's available torque, leading to fluctuations in the VCU's requested torque, resulting in noticeable jerking, disrupting vehicle ride smoothness, reducing user driving comfort, and potentially even posing safety risks.

[0112] Figure 6 This is a schematic diagram of the structure of a vehicle motor control device provided in an embodiment of this application.

[0113] like Figure 6 As shown, the vehicle's motor control device 10 includes: a first acquisition module 100, a first detection module 200, and a recovery module 300.

[0114] The identification module 100 is used to identify the driving conditions of the target vehicle.

[0115] The detection module 200 is used to detect the current state of the drive motor of the target vehicle in response to the driving condition being the target condition, so as to calculate the estimated value of the motor speed of the vehicle based on the current speed information of the target vehicle when the current state is a motor fluctuation state.

[0116] The control module 300 is used to compare the estimated motor speed with the actual motor speed of the target vehicle to obtain the comparison result, and to determine the maximum drive torque of the target vehicle based on the comparison result, so as to control the drive motor to output the maximum drive torque.

[0117] Optionally, in one embodiment of this application, the identification module 100 includes: a first acquisition unit and an identification unit.

[0118] The first acquisition unit is used to acquire the actual opening of the vehicle's accelerator pedal, the base speed of the target motor, the maximum driving torque, and the torque requested by the user.

[0119] The identification unit is used to identify the driving condition of the target vehicle by combining the first comparison result of the actual accelerator pedal opening and the target accelerator threshold, the second comparison result of the actual motor speed and the target motor base speed, and the torque difference between the maximum drive torque and the user-requested torque.

[0120] Optionally, in one embodiment of this application, the identification unit includes: a determination subunit, configured to determine the driving condition as a high-throttle acceleration condition when the first comparison result is that the actual opening of the accelerator pedal is greater than the target throttle threshold, and the second comparison result is that the actual motor speed is greater than the target motor base speed, and the torque difference is less than the target torque threshold.

[0121] Optionally, in one embodiment of this application, the detection module 200 includes: a second acquisition unit and a first determination unit.

[0122] The second acquisition unit is used to acquire the first cycle motor speed and the second cycle motor speed of the target vehicle.

[0123] The first determining unit is used to determine the current state as a motor fluctuation state when the current motor speed of the target vehicle is less than the motor speed of the first cycle and the motor speed of the first cycle is greater than the motor speed of the second cycle.

[0124] Optionally, in one embodiment of this application, the detection module 200 includes: a first construction unit, a calculation unit, and a correction unit.

[0125] The first construction unit is used to construct the relationship between vehicle acceleration and motor speed based on the relationship between the vehicle speed and the vehicle acceleration of the target vehicle, and the relationship between the vehicle speed and the motor speed of the target vehicle.

[0126] The calculation unit is used to calculate the initial motor speed estimate of the vehicle based on the correlation between vehicle acceleration and motor speed.

[0127] The correction unit is used to correct the initial motor speed estimate based on the information of the change of the initial motor speed estimate over time and the information of the change of the actual motor speed over time, so as to obtain the motor speed estimate.

[0128] Optionally, in one embodiment of this application, the control module 300 includes: a third acquisition unit and a second determination unit.

[0129] The third acquisition unit is used to acquire the first drive torque of the target vehicle based on the actual speed when the comparison result shows that the estimated motor speed is less than the actual motor speed.

[0130] The second determining unit is used to determine the maximum driving torque of the target vehicle based on the first driving torque.

[0131] Optionally, in one embodiment of this application, the control module 300 includes: a fourth acquisition unit and a third determination unit.

[0132] The fourth acquisition unit is used to acquire the second drive torque of the target vehicle based on the estimated motor speed when the comparison result shows that the estimated motor speed is greater than or equal to the actual motor speed.

[0133] The third determining unit is used to determine the maximum driving torque of the target vehicle based on the second driving torque.

[0134] Optionally, in one embodiment of this application, the control module 300 includes: a second construction unit and a query unit.

[0135] The second building unit is used to build a maximum driving torque mapping table based on the mapping relationship between the motor speed and the maximum driving torque of the target vehicle.

[0136] The query unit is used to query the maximum drive torque mapping table based on the estimated motor speed or the actual motor speed in order to obtain the maximum drive torque.

[0137] It should be noted that the foregoing explanation of the vehicle motor control method embodiment also applies to the vehicle motor control device of this embodiment, and will not be repeated here.

[0138] The vehicle motor control device proposed in this application can first identify the driving condition, then detect the motor status and calculate the estimated speed, and finally determine the maximum drive torque based on the comparison between the estimated value and the actual value. This proactively predicts and smooths changes in motor speed when the actual motor speed exceeds the motor base speed and the vehicle is under heavy acceleration, a condition prone to jerking. This ensures that the maximum available torque reported by the MCU maintains a stable decay, effectively avoiding drastic fluctuations in the torque requested by the VCU. Ultimately, this significantly improves vehicle acceleration smoothness, ride comfort, and powertrain stability, effectively enhancing the compatibility of this application with new energy vehicles that have high requirements for drive quality. Therefore, this solves the problem in related technologies where, when the motor speed exceeds the motor base speed and the VCU requests torque based on the MCU's maximum available torque, slight fluctuations in motor speed due to certain excitation can cause fluctuations in the MCU's available torque, leading to fluctuations in the VCU's requested torque, resulting in noticeable jerking, disrupting vehicle ride smoothness, reducing user driving comfort, and potentially even posing vehicle safety risks.

[0139] Figure 7 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0140] It should be understood that the methods described above can be applied to... Figure 7 The vehicle with the structure shown may include: The memory 701, the processor 702, and the computer program stored on the memory 701 and executable on the processor 702.

[0141] When the processor 702 executes the program, it implements the vehicle motor control method provided in the above embodiments.

[0142] Furthermore, the vehicle also includes: Communication interface 703 is used for communication between memory 701 and processor 702.

[0143] The memory 701 is used to store computer programs that can run on the processor 702.

[0144] The memory 701 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0145] If the memory 701, processor 702, and communication interface 703 are implemented independently, then the communication interface 703, memory 701, and processor 702 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized into address buses, data buses, control buses, etc. For ease of representation, Figure 7 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0146] Optionally, in a specific implementation, if the memory 701, processor 702, and communication interface 703 are integrated on a single chip, then the memory 701, processor 702, and communication interface 703 can communicate with each other through an internal interface.

[0147] The processor 702 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0148] Furthermore, this application also protects an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform the vehicle motor control method provided in this application.

[0149] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0150] When the functional modules are divided according to their respective functions, the device may further include: a first acquisition module, an output module, and a first generation module, etc. It should be noted that all relevant content of each step involved in the above method embodiments can be referenced to the functional description of the corresponding functional module, and will not be repeated here.

[0151] It should be understood that the device provided in this embodiment is used to execute the above-described motor control method for a vehicle, and therefore can achieve the same effect as the above-described implementation method.

[0152] When using integrated units, the device may include a processing module and a storage module. When applied to an automobile, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing program code, etc.

[0153] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits as disclosed in this application. The processor may also be a combination of computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and microprocessors, etc., and the storage module may be a memory.

[0154] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute the vehicle motor control method provided in the above embodiments.

[0155] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement the vehicle motor control method provided in the above embodiment.

[0156] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a vehicle motor control method provided in the above embodiment.

[0157] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0158] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0159] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0160] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for controlling the motor of a vehicle, characterized in that, Includes the following steps: Identify the driving conditions of the target vehicle; In response to the driving condition being the target condition, the current state of the drive motor of the target vehicle is detected. In the case that the current state is a motor fluctuation state, based on the correlation between the vehicle speed and the vehicle acceleration of the target vehicle, and the correlation between the vehicle speed and the motor speed of the target vehicle, a correlation relationship between the vehicle acceleration and the motor speed is constructed. Based on the correlation between the vehicle acceleration and the motor speed, and the motor speed at the inflection point, the initial estimated value of the vehicle's motor speed is calculated; Based on the information on the change of the initial motor speed estimate over time and the information on the change of the actual motor speed over time, the initial motor speed estimate is corrected to obtain the motor speed estimate. The estimated motor speed is compared with the actual motor speed of the target vehicle to obtain a comparison result, and the maximum drive torque of the target vehicle is determined based on the comparison result, so as to control the drive motor to output according to the maximum drive torque; Determining the maximum drive torque of the target vehicle based on the comparison results includes: Based on the mapping relationship between the motor speed and the maximum driving torque of the target vehicle, a maximum driving torque mapping table is constructed; Based on the estimated motor speed or the actual motor speed, the maximum drive torque mapping table is queried to obtain the maximum drive torque.

2. The method according to claim 1, characterized in that, The identification of the target vehicle's driving conditions includes: The actual accelerator pedal opening, target motor base speed, maximum drive torque, and user-requested torque of the vehicle are obtained. The driving condition of the target vehicle is identified by combining the first comparison result of the actual accelerator pedal opening and the target accelerator threshold, the second comparison result of the actual motor speed and the target motor base speed, and the torque difference between the maximum driving torque and the user-requested torque.

3. The method according to claim 2, characterized in that, The process of identifying the driving condition of the target vehicle by combining a first comparison result of the actual accelerator pedal opening and the target accelerator threshold, a second comparison result of the actual motor speed and the target motor base speed, and the torque difference between the maximum drive torque and the user-requested torque includes: When the first comparison result is that the actual opening of the accelerator pedal is greater than the target accelerator threshold, and the second comparison result is that the actual motor speed is greater than the target motor base speed, and the torque difference is less than the target torque threshold, the driving condition is determined to be a high throttle acceleration condition.

4. The method according to claim 1, characterized in that, The step of detecting the current state of the drive motor of the target vehicle, in the case that the current state is a motor fluctuation state, includes: Obtain the first cycle motor speed and the second cycle motor speed of the target vehicle; When the current motor speed of the target vehicle is less than the motor speed of the first cycle, and the motor speed of the first cycle is greater than the motor speed of the second cycle, the current state is determined to be the motor fluctuation state.

5. The method according to claim 1, characterized in that, Determining the maximum drive torque of the target vehicle based on the comparison results includes: When the comparison result shows that the estimated motor speed is less than the actual motor speed, the first drive torque of the target vehicle is obtained based on the actual motor speed. The maximum driving torque of the target vehicle is determined based on the first driving torque.

6. The method according to claim 1, characterized in that, Determining the maximum drive torque of the target vehicle based on the comparison results includes: When the comparison result shows that the estimated motor speed is greater than or equal to the actual motor speed, the second drive torque of the target vehicle is obtained based on the estimated motor speed. The maximum drive torque of the target vehicle is determined based on the second drive torque.

7. A vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the motor control method for a vehicle as described in any one of claims 1-6.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to implement the motor control method for the vehicle as described in any one of claims 1-6.

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