System and method for calculating motor execution torque of electric vehicle based on ADAS torque

Abstract

The invention discloses a system and method for calculating motor execution torque of an electric vehicle based on ADAS torque. The system comprises a road monitoring module and a motor execution torque calculation module. The road monitoring module identifies road surface information through an ADAS camera, determines a vehicle driving mode, judges a ramp compensation demand and calculates a ramp compensation torque; and the motor execution torque calculation module is used for reversely checking and calibrating the MAP to obtain a virtual accelerator pedal opening degree based on a driving mode, a vehicle state and an ADAS request torque, checking a table to determine a transition slope after arbitration with a driver pedal opening degree, calculating an initial motor execution torque, superposing ramp compensation, outputting a final torque after torque limitation, and determining a torque transition slope. The problem that safety risks are easily caused due to the fact that torque control is complex during ADAS intervention can be solved. By means of the scheme, the VCU adjusts the driving mode in real time according to the road information, it is ensured that correct torque is output under the complex road condition, frequent take-over of a driver is reduced, and safety and comfort are improved.

Description

Technical Field

[0001] This invention relates to the field of electronic control technology for new energy vehicles, specifically to a system and method for calculating the motor execution torque of an electric vehicle based on ADAS torque calculation. Background Technology

[0002] The Vehicle Control Unit (VCU), as the core controller for making overall vehicle control decisions in new energy vehicles, controls systems such as the battery, motor, and thermal management via CAN bus or hardwired connections, thereby ensuring the normal operation of the entire vehicle. In traditional driving mode, the VCU directly calculates the motor's torque by collecting the driver's input of the accelerator or brake pedal, accurately responding to the driver's acceleration or deceleration intentions. However, when the vehicle activates an Advanced Driver Assistance System (ADAS), the VCU can no longer rely on pedal input to obtain the driver's intentions. Instead, it needs to calculate the requested torque internally based on the torque requested by the ADAS to derive the motor's torque. This process involves complex control paths and multi-system interactions. Improper handling can lead to abnormal torque, causing abnormal acceleration or deceleration of the vehicle, and even threatening driver safety under extreme conditions.

[0003] Existing technical methods mainly revolve around torque calculation and driving mode optimization. For example, patent CN116086826A proposes a method for adjusting wheel-side torque based on an initial calibration table. By modifying the torque value corresponding to the accelerator pedal opening, it achieves dynamic torque adjustment without affecting the initial calibration table. Patent CN115675463A, when adaptive cruise control is activated, uses a virtual accelerator pedal opening to optimize vehicle drivability and energy management, thereby improving energy efficiency and driving smoothness. These methods improve the flexibility of torque calculation to some extent, but still have significant shortcomings.

[0004] Therefore, while patent CN116086826A achieves torque adjustment, it fails to consider wheel-side torque limitations under different vehicle conditions, potentially causing torque output to exceed safe limits and increasing system risk. Secondly, patent CN115675463A lacks an effective handling mechanism for complex road conditions (such as snow and water crossings), failing to dynamically adjust driving modes based on real-time road information, thus making it difficult to cope with challenges posed by sudden road surface changes. Furthermore, existing methods largely rely on static calibration or single sensor data, neglecting the fusion of multi-source information, resulting in insufficient torque calculation accuracy and susceptibility to environmental interference. Summary of the Invention

[0005] The purpose of this invention is to provide a system and method for calculating the motor's torque in electric vehicles based on ADAS torque calculation. This invention can identify road information in real time through an ADAS camera, such as snow and slopes, dynamically adjust the vehicle's driving mode, and derive the virtual accelerator pedal opening based on a mode lookup table. Simultaneously, through slope compensation and torque limiting units, it ensures that the torque output remains within a safe range. This method not only solves the problem of insufficient adaptability to complex road conditions in existing technologies but also improves the robustness and accuracy of torque calculation through multi-scale fusion, thereby significantly reducing safety risks.

[0006] To achieve this objective, the present invention provides a system for calculating the motor execution torque of an electric vehicle based on ADAS torque calculation, comprising: The motor torque calculation module arbitrates the virtual accelerator pedal opening value with the driver's accelerator pedal opening value, and obtains the arbitrated virtual accelerator pedal opening value. The initial motor execution torque is determined by looking up a table based on the virtual accelerator pedal opening value after arbitration and the vehicle status information, and then the slope compensation torque value is added to obtain the motor execution torque value.

[0007] The road monitoring module acquires real-time road information and determines the vehicle's driving mode. Simultaneously, the motor torque calculation module performs multi-step processing based on the torque requested by the ADAS, enabling the VCU to dynamically respond to road changes and ensure accurate torque calculation adapts to complex road conditions, such as snow or slopes. This reduces the need for frequent driver intervention, improving driving safety and comfort. Modular division of labor clarifies and streamlines the torque calculation path, avoiding the risk of vehicle loss of control due to abnormal torque.

[0008] Preferably, it also includes a road monitoring module for acquiring road surface information, determining the vehicle driving mode based on the road surface information, determining whether slope compensation is needed based on the road surface information, and determining the slope compensation torque value when slope compensation is needed. The road monitoring module includes a slope compensation calculation unit, which is used to determine whether slope compensation is needed based on road surface information. If the vehicle is currently on a slope, the VCU calculates the current road slope based on the vehicle's road surface information and determines the compensation torque value by looking up a table.

[0009] By estimating the gradient based on road information and determining the compensation torque by referring to a table, the VCU can accurately handle the extra torque demand when driving on slopes, preventing the vehicle from slipping or lacking power when going up or down slopes. This enhances the stability and controllability of the vehicle on sloping roads. By using the gradient estimation formula and historical data table, real-time torque compensation is achieved, ensuring that the ADAS system can output reasonable motor torque under various terrains.

[0010] The preferred method for obtaining the virtual accelerator pedal opening value is as follows: Based on the vehicle's driving mode, real-time vehicle status information, and ADAS-requested torque, the virtual accelerator pedal opening value is obtained by reverse-checking the MAP calibration.

[0011] Preferably, the motor torque calculation module includes an ADAS preprocessing unit, which is used to obtain information about each controller when the ADAS system is activated; it is also used to determine whether the ADAS activation signal is valid and to confirm whether to respond to the ADAS request torque.

[0012] By acquiring information from each controller and verifying the validity of ADAS activation signals, invalid or faulty requests can be filtered out, preventing erroneous system responses and improving the reliability of torque calculation. Multi-source data verification is performed at the initial stage of ADAS intervention to ensure that only valid signals enter the torque calculation process, preventing torque anomalies caused by hardware failures or signal interference.

[0013] Preferably, the motor execution torque calculation module includes a virtual accelerator pedal opening unit, which is used to look up the calibration MAP based on the motor speed and ADAS requested torque in the vehicle driving mode and vehicle status information, reverse the accelerator pedal opening coordinate axis in the calibration MAP to the variables in the table, and obtain the virtual accelerator pedal opening value by linear interpolation.

[0014] For the virtual accelerator pedal opening module, a linear interpolation algorithm is used to reverse the accelerator pedal opening in the calibration MAP into a variable. This allows for rapid mapping of the virtual pedal opening based on motor speed and ADAS-requested torque, achieving a smooth conversion from torque to pedal opening and thus improving response speed and accuracy. By using mathematical interpolation methods, the lookup process is simplified, ensuring that torque requests are accurately converted into pedal inputs under different driving modes, avoiding torque jumps.

[0015] Preferably, the motor execution torque calculation module includes a virtual accelerator pedal opening arbitration unit, which is used to arbitrate the virtual accelerator pedal opening value and the driver's accelerator pedal opening value by taking the larger value. When the driver's accelerator pedal opening value is less than the virtual accelerator pedal opening value, the vehicle executes the virtual accelerator pedal opening value, which is used as the arbitrated virtual accelerator pedal opening value; when the driver's accelerator pedal opening value is greater than or equal to the virtual accelerator pedal opening value, the vehicle executes the driver's accelerator pedal opening value, which is used as the arbitrated virtual accelerator pedal opening value, and does not exit the ADAS system. Based on the vehicle status information and the virtual accelerator pedal opening value after arbitration, the transition slope of the virtual accelerator pedal opening is determined by referring to a table. The virtual accelerator pedal opening arbitration module employs a maximum-rate arbitration rule to process driver and ADAS inputs. This allows the driver to override ADAS requests in scenarios such as overtaking without disengaging the assistance system, enhancing the system's flexibility and user-friendliness. Balancing automation and driver control, it ensures torque output prioritizes more urgent acceleration needs through simple comparison of opening values, thus enhancing the driving experience.

[0016] Preferably, the motor execution torque calculation module includes a motor execution torque limiting unit. After obtaining the motor execution torque value, the motor's own performance parameter limit is determined according to the vehicle status to obtain the torque limiting range. Based on the torque limiting range, the motor execution torque value is limited to obtain the limited motor execution torque.

[0017] Preferably, the motor execution torque calculation module includes a motor execution torque transition unit, which is used to obtain the calibrated MAP of the limited motor execution torque and the current motor speed in the vehicle status information under the current vehicle driving mode, and to determine the torque transition slope by looking up the table.

[0018] By determining the initial torque through a lookup table and adding slope compensation, the system integrates the base torque and road condition compensation, making the final torque more closely match actual needs and improving the vehicle's adaptability in complex environments. Using a calibrated MAP and real-time compensation, the torque calculation comprehensively covers various factors, avoiding insufficient or excessive power due to changes in road conditions.

[0019] Preferably, a method for calculating the motor execution torque of an electric vehicle based on ADAS torque includes: Arbitrate the virtual accelerator pedal opening value with the driver's accelerator pedal opening value to obtain the arbitration result. The initial motor execution torque is determined by looking up a table based on the virtual accelerator pedal opening value after arbitration and the vehicle status information, and then the slope compensation torque value is added to obtain the motor execution torque value.

[0020] The beneficial effects of this invention are as follows: This invention proposes a system for calculating motor execution torque in electric vehicles based on ADAS torque calculation. By acquiring real-time road information and determining the vehicle's driving mode through a road monitoring module, combined with a slope compensation mechanism, it effectively solves the problems of insufficient consideration of vehicle state limitations and inadequate handling of complex road conditions in existing technologies, significantly improving the accuracy and safety of torque calculation when the ADAS system is activated. The virtual accelerator pedal opening is obtained by reverse-checking the MAP calibration through the motor execution torque calculation module and arbitrated with the driver's input, ensuring smooth integration of ADAS requests and driver intentions, avoiding abnormal acceleration and deceleration caused by torque anomalies, and reducing safety risks under extreme conditions. The modular design, including ADAS pre-processing, torque limiting, and transition modules, enhances the system's reliability and adaptability, enabling the vehicle to automatically adjust torque output in complex road conditions such as snow and slopes, reducing frequent driver intervention and improving driving comfort and system robustness. This invention, through multi-path torque calculation and real-time road adaptation, effectively solves the shortcomings of existing technologies in terms of single control path and inaccurate response when ADAS intervenes, and has broad application prospects. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the structure of the present invention; Figure 2 This is a flowchart illustrating the model of the present invention; Figure 3 Flowchart for calculating motor torque; Figure 4 Determine the logic diagram for the driving mode; Figure 5 Example diagram of torque calibration MAP for lookup table; Figure 6 This is an example diagram of the virtual accelerator pedal opening MAP. Detailed Implementation

[0022] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, not all of them. Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to represent selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0023] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments: Example 1 A system for calculating motor torque in electric vehicles based on ADAS torque calculation, such as Figure 1 As shown, it includes: The motor torque calculation module arbitrates the virtual accelerator pedal opening value with the driver's accelerator pedal opening value, and obtains the arbitrated virtual accelerator pedal opening value. The initial motor execution torque is determined by looking up a table based on the virtual accelerator pedal opening value after arbitration and the vehicle status information, and then the slope compensation torque value is added to obtain the motor execution torque value.

[0024] Regarding this embodiment, it is important to know that the ADAS requested torque refers to the motor torque command value calculated and generated by the advanced driver assistance system and sent to the vehicle controller (VCU). It represents the driving or braking torque required by the vehicle as determined by the ADAS system based on the current driving environment, vehicle status, and preset strategies. It is the core command parameter for the ADAS system to achieve longitudinal control (acceleration / deceleration). In traditional driving mode, the VCU directly calculates the torque based on the driver's pedal opening. However, when ADAS is activated, the system uses this requested torque as the main input and derives the final execution torque through a specific algorithm path.

[0025] Regarding vehicle status, in some preferred embodiments, vehicle status refers to whether it is currently in a fault state / torque-limited state / power-limited state. If it is in any of these states, the torque of the motor needs to be limited.

[0026] In determining the vehicle driving mode, some preferred embodiments, such as Figure 4 As shown, the specific switching logic of its mode is as follows: 1. Use machine learning to output the probability distribution of road surface types. During vehicle development, hundreds of thousands of images containing various road surface information (asphalt, cement, snow, gravel, slippery, icy, wading, country roads, rough roads) are collected. Each road surface type is precisely labeled manually. A multi-classification model is trained using machine learning, and the output is the probability distribution of the road surface type. For example, [asphalt: 0.07, cement: 0.01, snow: 0.92, gravel: 0.01, icy: 0.01].

[0027] 2. Set a confidence threshold as the output threshold. Assume that the threshold for all road surface types is uniformly 0.7, for example, [asphalt: 0.07, cement: 0.01, snow: 0.92, gravel: 0.01, ice: 0.01]. The highest probability is snow: 0.92, which is much higher than the confidence threshold of 0.7. Therefore, the output road surface type is: snow.

[0028] 3. Multi-sensor fusion improves confidence. Data from wheel speed sensors, external temperature sensors, infrared sensors, and high-precision maps are combined with data from the vehicle's camera for cross-validation. For example, [asphalt: 0.20, cement: 0.01, snow: 0.68, gravel: 0.01, ice: 0.10], with a confidence level of 0.68, which is less than the threshold of 0.7. If the external temperature sensor detects a temperature of -8℃ and the wheel speed sensor detects wheel slippage, the system will increase the overall confidence level to 0.9. The output road type will be set to snow, and the driving mode to snow mode.

[0029] 4. The system uses 10 consecutive frames to confirm the road surface type as a decision threshold. For example, if the system outputs "snow" as the road surface type for 10 consecutive frames, the system will decide that the road surface type is snow, thus improving reliability.

[0030] This solution divides the technical solution into two core modules: road monitoring and motor torque calculation. This modular design clarifies the division of functions within the system, enabling the VCU to systematically handle the entire process from road condition perception to torque output, ensuring the standardization and reliability of torque calculation when ADAS is activated.

[0031] In an optional embodiment, a road monitoring module is included to acquire road surface information, determine the vehicle driving mode based on the road surface information, determine whether slope compensation is required based on the road surface information, and determine the slope compensation torque value when slope compensation is required. The motor torque calculation module is used to back-look up the calibration MAP to obtain the virtual accelerator pedal opening value based on the vehicle driving mode, real-time collected vehicle status information and ADAS requested torque; the virtual accelerator pedal opening value is then arbitrated with the driver's accelerator pedal opening value to obtain the arbitrated virtual accelerator pedal opening value; based on the vehicle status information and the arbitrated virtual accelerator pedal opening value, the virtual accelerator pedal opening transition slope is determined by looking up a table. The initial motor execution torque is determined by looking up a table based on the virtual accelerator pedal opening value after arbitration and the vehicle status information, and then the slope compensation torque value is added to obtain the motor execution torque value. The motor execution torque is limited according to the vehicle status to obtain the limited motor execution torque. The torque transition slope is determined based on the current motor speed in the vehicle status information and the limited motor execution torque.

[0032] In some preferred embodiments, a road monitoring module acquires road surface information in real time and determines the vehicle's driving mode. Simultaneously, a motor torque calculation module performs multi-step processing based on the torque requested by the ADAS, enabling the VCU to dynamically respond to road changes and ensuring accurate torque calculation adapts to complex road conditions, such as snow or slopes. This reduces the need for frequent driver intervention and improves driving safety and comfort. Modular division of labor clarifies and streamlines the torque calculation path, avoiding the risk of vehicle loss of control due to abnormal torque.

[0033] In some preferred implementations, the road monitoring module includes a slope compensation calculation module, which is used to determine whether slope compensation is needed based on road surface information. If the vehicle is currently on a slope, the VCU calculates the current road slope based on the vehicle's road surface information and determines the compensation torque value by looking up a table.

[0034] In some preferred embodiments, the table used to determine the compensation torque value is a three-dimensional MAP table of the compensation torque with respect to the slope and motor speed. In alternative embodiments, the three-dimensional MAP table of the compensation torque with respect to the slope and motor speed is a self-made table of historical information records.

[0035] Regarding vehicle road surface information, in some preferred embodiments, the driving state on the slope is divided into downhill and uphill. The slope compensation torque is different when going uphill and downhill, so it is necessary to determine the current road slope based on different vehicle road surface information.

[0036] In some preferred embodiments, the current road gradient is determined based on vehicle road surface information. This requires first calculating the resultant resistance before obtaining the gradient. The specific formula is as follows: (1) Calculate rolling resistance : ; Where G is the total weight of the vehicle, and f is the rolling resistance coefficient; (2) Calculate air resistance : ; in, It is the drag coefficient. It is air density. It is the frontal area of ​​the car. It's the vehicle speed; (3) Calculate slope resistance: ; in, It's about car quality. It is gravitational acceleration. It is the slope angle; (4) Calculate acceleration resistance: ; in It is the car's rotational mass coefficient. It's about car quality. It is acceleration; (5) Calculate the vehicle driving force : ; ; ; ; ; ; Calculate the slope .

[0037] The system is specially designed for special working conditions on slopes. Through slope estimation and compensation torque lookup table mechanism, the system can accurately identify and respond to torque requirements under different slope conditions, effectively preventing vehicles from slipping or lacking power when driving on slopes, and significantly improving driving safety in complex terrain.

[0038] In some preferred embodiments, the motor torque calculation module includes an ADAS preprocessing module, which is used to obtain information about each controller when the ADAS system is activated; it is also used to determine whether the ADAS activation signal is valid and to confirm whether to respond to the ADAS torque request.

[0039] In some preferred embodiments, the ADAS preprocessing module is used as a system safety gate. Multi-source signal verification ensures that only valid ADAS requests can enter the torque calculation process. This design effectively avoids misoperation caused by controller failure or signal abnormality, providing important safety assurance for the system.

[0040] In some preferred embodiments, the motor execution torque calculation module includes a virtual accelerator pedal opening module, which is used to look up the calibration MAP based on the motor speed and ADAS requested torque in the vehicle driving mode and vehicle status information, reverse the accelerator pedal opening coordinate axis in the calibration MAP to the variables in the table, and obtain the virtual accelerator pedal opening value by linear interpolation.

[0041] For calibration MAP, in some preferred embodiments, an example diagram of lookup torque calibration MAP is shown below. Figure 5 As shown, this calibration MAP is a three-dimensional MAP table calibrated by calibration engineers based on real-vehicle performance targets. The data will be fixed after the vehicle enters mass production and will not be updated. The horizontal axis represents the motor speed range, which in an optional embodiment is 0~14500 rpm. The vertical axis represents the accelerator pedal opening range, which in an optional embodiment is 0~100%. The variable in the table is the lookup torque range, which in an optional embodiment is -100~310 Nm. Once the calibration engineers have completed the torque variable calibration in the real vehicle, this MAP will be fixed and will not be changed.

[0042] For reverse lookup calibration MAP, in some preferred embodiments, an example diagram of the virtual accelerator pedal opening MAP is shown below. Figure 6As shown, in an optional embodiment, the specific algorithm for reverse lookup of the MAP (calibration table) is linear interpolation, such as... Figure 5 Taking the example table shown as an example, when the torque and motor speed are known, by... Figure 5 The MAP shown in the figure converts the variables in the table into the horizontal axis, ranging from -100Nm to 310Nm, and the vertical axis is the motor speed from 0 to 14500. The accelerator pedal opening is filled in as a linear interpolation of the variables in the table. The virtual accelerator pedal opening MAP is obtained by this method.

[0043] A linear interpolation algorithm is used to perform reverse lookup of the calibration MAP, which can quickly and accurately map the requested torque of ADAS to the virtual accelerator pedal opening, ensuring a smooth conversion from torque to pedal opening and improving the system's response speed and calculation accuracy.

[0044] In some preferred embodiments, the motor actuation torque calculation module includes a virtual accelerator pedal opening arbitration module, which is used to arbitrate the virtual accelerator pedal opening value and the driver's accelerator pedal opening value by taking the larger value. When the driver's accelerator pedal opening value is less than the virtual accelerator pedal opening value, the vehicle executes the virtual accelerator pedal opening value, which is used as the arbitrated virtual accelerator pedal opening value; when the driver's accelerator pedal opening value is greater than or equal to the virtual accelerator pedal opening value, the vehicle executes the driver's accelerator pedal opening value, which is used as the arbitrated virtual accelerator pedal opening value, and does not exit the ADAS system.

[0045] When arbitrating the virtual accelerator pedal opening value and the driver's accelerator pedal opening value, in some preferred embodiments, the driver pressing the accelerator pedal will not exit ADAS when ADAS is activated. When the driver's accelerator pedal opening is less than the virtual accelerator pedal opening, the vehicle executes the virtual accelerator pedal opening. When the driver's accelerator pedal opening is greater than or equal to the virtual accelerator pedal opening, such as in overtaking situations, the vehicle executes the driver's accelerator pedal opening without exiting ADAS.

[0046] In an optional embodiment, where no arbitration conflict occurs, a degradation strategy is not required. When an anomaly occurs, either the driver's accelerator pedal is abnormal, the virtual accelerator pedal is abnormal, or both are abnormal. Abnormal driver accelerator pedal opening is handled by a substitute value at system input, while the virtual accelerator pedal opening is obtained by looking up a table, so anomalies in this case have no impact.

[0047] The arbitration mechanism adopts the greater arbitration rule, which allows the driver to gain control priority in emergency situations such as overtaking without exiting the ADAS system. This design ensures both driving safety and operational convenience, reflecting the advanced concept of human-machine collaboration.

[0048] In some preferred embodiments, the motor execution torque calculation module includes a motor execution torque calculation module that determines the initial motor execution torque value based on the arbitrated virtual accelerator pedal opening value and the calibration MAP, and then superimposes the ramp compensation torque value as the motor execution torque value.

[0049] By determining the base torque through a lookup table and adding the slope compensation value, a comprehensive approach is achieved for both conventional needs and special operating conditions, enabling the torque output to accurately match actual driving conditions.

[0050] In some preferred embodiments, the motor execution torque calculation module includes a motor execution torque limiting module, which determines the motor's own performance parameter limits based on the vehicle status (i.e., whether it is currently in a fault state / torque-limited state / power-limited state), obtains the torque limiting range, and limits the motor execution torque value based on the torque limiting range to obtain the limited motor execution torque.

[0051] The torque limiting module dynamically adjusts the torque output range according to the vehicle's real-time status. This design effectively prevents motor overload and battery over-discharge problems, providing important protection for critical components.

[0052] In some preferred embodiments, the motor execution torque calculation module includes a motor execution torque transition unit, which is used to obtain the calibrated MAP of the limited motor execution torque and the current motor speed in the vehicle status information under the current vehicle driving mode, and to determine the torque transition slope by looking up a table to prevent sudden changes in the motor execution torque.

[0053] In some preferred embodiments, the motor execution torque calculation module includes a motor execution torque transition module, which is used to obtain the calibration MAP of the limited motor execution torque and the current motor speed in the vehicle status information under the current vehicle driving mode, and to determine the torque transition slope based on the calibration MAP by looking up a table.

[0054] Transition slope control manages the torque change rate by looking up a table, ensuring the smoothness of the torque switching process, avoiding vehicle jerking, and improving ride comfort.

[0055] In some preferred embodiments, such as Figure 2 As shown, this solution consists of two parts: a road monitoring section and a motor torque calculation section. The road monitoring section includes three calculation modules: an ADAS camera recognition module, a road information processing module, and a slope compensation module. ADAS camera recognition module: Receives road information acquired by the ADAS camera.

[0056] Road information processing module: Based on road surface information fed back by ADAS cameras, it determines the current road condition of the vehicle, such as snow / gravel / water crossing, determines the vehicle driving mode, and feeds it back to the motor torque calculation part.

[0057] Hill Climb Compensation Module: Determines whether hill climb compensation is needed based on road information. If the vehicle is currently on a slope, the VCU estimates the current road gradient based on the vehicle's driving status on straight roads and slopes, and determines the compensation torque value by referring to a table. This information is then fed back to the motor torque calculation unit.

[0058] The connection between the road monitoring section and the motor torque calculation section is as follows: Figure 3 As shown, the motor execution torque calculation part has seven calculation modules: ADAS preprocessing module, reverse lookup virtual accelerator pedal opening module, virtual accelerator pedal opening arbitration module, virtual accelerator pedal opening transition module, motor execution torque calculation module, motor execution torque limiting module, and motor execution torque transition module. ADAS pre-processing module: Acquires information from various controllers involved in activating the ADAS system on the CAN bus and hardwired lines, including fault information, current gear, current vehicle speed, current motor speed, vehicle driving mode, vehicle configuration, etc. It determines the current vehicle driving mode, whether the ADAS activation signal is valid, and whether to respond to the ADAS torque request.

[0059] The virtual accelerator pedal opening module uses a reverse lookup module. Based on the vehicle driving mode feedback from the road monitoring system, it obtains a calibration map (MAP) of the motor's torque relative to the motor speed and accelerator pedal opening under that driving mode. Based on the current motor speed and the ADAS-requested torque, a script is used to reverse-look up the calibration map to obtain a MAP of the virtual accelerator pedal opening relative to the motor speed and ADAS-requested torque under that driving mode, thus obtaining the virtual accelerator pedal opening value.

[0060] Virtual accelerator pedal opening arbitration module: After receiving the virtual accelerator pedal opening value sent by the reverse lookup virtual accelerator pedal opening module, it arbitrates the value with the driver's accelerator pedal opening value to obtain the arbitration virtual accelerator pedal opening value.

[0061] Virtual accelerator pedal opening transition module: Obtains the calibration MAP of the accelerator pedal opening transition slope with respect to vehicle speed and accelerator pedal opening in this driving mode. Based on the current vehicle speed and the virtual accelerator pedal opening sent by the virtual accelerator pedal opening arbitration module, it performs a lookup table (this table is a virtual pedal opening rise / fall slope table, whose slope refers to a three-dimensional table with respect to vehicle speed and pedal opening, and this table is a self-made table based on historical information records) to determine the current virtual accelerator pedal opening and the accelerator pedal opening transition slope of the previous moment.

[0062] Motor execution torque calculation module: Obtains the calibration MAP of the motor execution torque with respect to motor speed and accelerator pedal opening in this driving mode. Based on the virtual accelerator pedal opening value and the current motor speed, it looks up the MAP calibration table to determine the initial motor execution torque value. At the same time, it superimposes the hill-compensation torque as the motor execution torque.

[0063] Motor execution torque limiting module: Determines the motor torque limiting range based on the vehicle status (e.g., motor performance parameter limitations, battery charging and discharging limitations under the current state, motor torque limitations under the current state, etc.), so that the motor execution torque calculated by the motor execution torque calculation module is within the torque limiting range, and obtains the limited motor execution torque value.

[0064] Motor torque transition module: Obtains the calibration MAP of the torque transition slope with respect to the motor execution torque and the current motor speed in this driving mode. Based on the current motor speed and the motor execution torque value after the limit, it looks up the table to determine the current motor execution torque and the torque transition slope at the previous moment, ensuring that there is no abnormal acceleration or deceleration of the vehicle caused by sudden torque changes during torque transition.

[0065] Example 2 A method for calculating the motor execution torque of an electric vehicle based on ADAS torque calculation, comprising: Arbitrate the virtual accelerator pedal opening value with the driver's accelerator pedal opening value to obtain the arbitration result. The initial motor execution torque is determined by looking up a table based on the virtual accelerator pedal opening value after arbitration and the vehicle status information, and then the slope compensation torque value is added to obtain the motor execution torque value.

[0066] Example 3 A computer program product includes a computer program, characterized in that, when the computer program is executed by a processor, it implements the steps of the method described in Embodiment 2.

[0067] The contents not described in detail in this specification are existing technologies known to those skilled in the art.

Claims

1. A system for calculating the motor execution torque of an electric vehicle based on ADAS torque calculation, characterized in that, include: The motor torque calculation module arbitrates the virtual accelerator pedal opening value with the driver's accelerator pedal opening value, and obtains the arbitrated virtual accelerator pedal opening value. The initial motor execution torque is determined by looking up a table based on the virtual accelerator pedal opening value after arbitration and the vehicle status information, and then the slope compensation torque value is added to obtain the motor execution torque value.

2. The system for calculating motor execution torque of an electric vehicle based on ADAS torque calculation according to claim 1, characterized in that: It also includes a road monitoring module, which is used to acquire road surface information, determine the vehicle driving mode based on the road surface information, determine whether slope compensation is needed based on the road surface information, and determine the slope compensation torque value when slope compensation is needed. The road monitoring module includes a slope compensation calculation unit, which is used to determine whether slope compensation is needed based on road surface information. If the vehicle is currently on a slope, the VCU calculates the current road slope based on the vehicle's road surface information and determines the compensation torque value by looking up a table.

3. The system for calculating motor execution torque of an electric vehicle based on ADAS torque calculation according to claim 1, characterized in that: The method for obtaining the virtual accelerator pedal opening value is as follows: Based on the vehicle's driving mode, real-time vehicle status information, and ADAS-requested torque, the virtual accelerator pedal opening value is obtained by reverse-checking the MAP calibration.

4. The system for calculating motor execution torque of an electric vehicle based on ADAS torque calculation according to claim 1, characterized in that: The motor torque calculation module includes an ADAS preprocessing unit, which is used to obtain information about each controller when the ADAS system is activated; it is also used to determine whether the ADAS activation signal is valid and to confirm whether to respond to the torque request from the ADAS.

5. A system for calculating motor execution torque of an electric vehicle based on ADAS torque calculation according to claim 1, characterized in that: The motor execution torque calculation module includes a virtual accelerator pedal opening unit, which is used to look up the calibration MAP based on the motor speed and ADAS requested torque in the vehicle driving mode and vehicle status information. The accelerator pedal opening coordinate axis in the calibration MAP is reversed to the variables in the table, and the virtual accelerator pedal opening value is obtained by linear interpolation.

6. The system for calculating motor execution torque of an electric vehicle based on ADAS torque according to claim 1, characterized in that: The motor torque calculation module includes a virtual accelerator pedal opening arbitration unit, which is used to arbitrate the virtual accelerator pedal opening value and the driver's accelerator pedal opening value by taking the larger value. When the driver's accelerator pedal opening value is less than the virtual accelerator pedal opening value, the vehicle executes the virtual accelerator pedal opening value, which is used as the arbitrated virtual accelerator pedal opening value. When the driver's accelerator pedal opening value is greater than or equal to the virtual accelerator pedal opening value, the vehicle executes the driver's accelerator pedal opening value, which is used as the arbitrated virtual accelerator pedal opening value, and does not exit the ADAS system; Based on the vehicle status information and the virtual accelerator pedal opening value after arbitration, the transition slope of the virtual accelerator pedal opening is determined by referring to a table.

7. A system for calculating motor execution torque of an electric vehicle based on ADAS torque calculation according to claim 1, characterized in that: The motor execution torque calculation module includes a motor execution torque limiting unit. After obtaining the motor execution torque value, the motor's own performance parameter limits are determined according to the vehicle status to obtain the torque limiting range. Based on the torque limiting range, the motor execution torque value is limited to obtain the limited motor execution torque.

8. A system for calculating motor execution torque of an electric vehicle based on ADAS torque according to claim 7, characterized in that: The motor execution torque calculation module includes a motor execution torque transition unit, which is used to obtain the limited motor execution torque and the calibration MAP of the current motor speed in the vehicle status information under the current vehicle driving mode, and to determine the torque transition slope by looking up the table.

9. A method for calculating the motor execution torque of an electric vehicle based on ADAS torque calculation, characterized in that, include: Arbitrate the virtual accelerator pedal opening value with the driver's accelerator pedal opening value to obtain the arbitration result. The initial motor execution torque is determined by looking up a table based on the virtual accelerator pedal opening value after arbitration and the vehicle status information, and then the slope compensation torque value is added to obtain the motor execution torque value.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method of claim 9.

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