Vehicle control method and device, vehicle, chip and storage medium

Abstract

The invention provides a vehicle control method and device, a vehicle, a chip and a storage medium, and relates to the field of vehicles, and the method comprises the steps that in response to working condition switching of a motor in a power transmission system of the vehicle, the actual relative displacement between a driving wheel and a driven wheel in the power transmission system is determined according to the actual angular speed of the motor; determining a first rotating speed increment of the motor according to the deviation between the total gear backlash and the actual relative displacement of the power transmission system; determining a target rotating speed of the motor according to the first rotating speed increment and the actual angular speed; and performing driving control on the motor based on the target rotating speed to enable the deviation to be smaller than or equal to a set value. Therefore, shaking, noise and mechanical impact caused by direct collision of the front tooth surface and the rear tooth surface of the gear can be avoided, smoothness and dynamic response performance of the power transmission system during switching of the electric / power generation mode are improved, driving and riding comfort is improved, gear abrasion is reduced, and the service life of the power transmission system is prolonged.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a vehicle control method, device, vehicle, chip, and storage medium. Background Technology

[0002] In related technologies, the backlash in a vehicle's powertrain system is mainly caused by the splined gear on the motor input shaft, the primary transmission gear pair, the secondary transmission gear pair, the differential, and the splined half-shaft gear assembly. During the switching between electric power generation and electric drive modes in the front or rear electric drive system, the gears will engage in front-to-back tooth surface contact. If the backlash is not eliminated beforehand and a high-torque switch occurs directly, an impact will occur. For example, if the motor speed is 100 revolutions per minute (rpm), and the motor torque command switches between 10 Newton-meters (Nm) and -10 Nm within 0.5 seconds (s), a vibration of approximately 1.4 millimeters per second (mm / s) will occur. If the motor torque command is amplified from 10 Nm to a larger torque, the vibration becomes very noticeable, generating noise and impact, severely affecting the dynamic performance and comfort of the powertrain system, and reducing gear life. Summary of the Invention

[0003] This application proposes a vehicle control method, apparatus, vehicle, chip, and storage medium to at least partially solve one of the technical problems in the related art.

[0004] One embodiment of this application proposes a vehicle control method, comprising: responding to a change in the operating condition of a motor in a vehicle's powertrain system; determining the actual relative displacement between the driving wheel and the driven wheel in the powertrain system based on the actual angular velocity of the motor; determining a first speed increment of the motor based on the deviation between the total gear backlash of the powertrain system and the actual relative displacement; determining a target speed of the motor based on the first speed increment and the actual angular velocity; and performing drive control on the motor based on the target speed so that the deviation is less than or equal to a set value.

[0005] Another embodiment of this application proposes a vehicle control device, comprising: a first determining module, configured to determine, in response to a switching of motor operating conditions in the vehicle's powertrain system, the actual relative displacement between the driving wheel and the driven wheel in the powertrain system based on the actual angular velocity of the motor; a second determining module, configured to determine a first speed increment of the motor based on the deviation between the total gear backlash of the powertrain system and the actual relative displacement; a third determining module, configured to determine a target speed of the motor based on the first speed increment and the actual angular velocity; and a control module, configured to perform drive control on the motor based on the target speed, so that the deviation is less than or equal to a set value.

[0006] In another aspect of this application, a vehicle is provided, comprising: a processor; and a memory for storing processor-executable instructions; wherein the processor is configured to implement the vehicle control method as described in the foregoing other aspect.

[0007] Another aspect of this application provides a chip including an interface circuit and a processing circuit coupled to each other, the interface circuit being used to input or output signals, and the processing circuit being configured to perform the vehicle control method as described in the foregoing aspect.

[0008] In another aspect of this application, a non-transitory computer-readable storage medium is provided, on which computer program instructions are stored, which, when executed by a processor, implement the vehicle control method as described in the foregoing aspect.

[0009] Another aspect of this application provides a computer program product having a computer program stored thereon, which, when executed by a processor, implements the vehicle control method as described in the foregoing aspect.

[0010] The vehicle control method, device, vehicle, chip, and storage medium proposed in this application calculate the actual relative displacement between the driving wheel and the driven wheel based on the actual angular velocity of the motor during motor operating condition switching (such as torque crossing zero). Combined with the total gear backlash of the power transmission system, a compensatory first speed increment is dynamically generated, and the target speed of the motor is adjusted accordingly to drive the system to eliminate or reduce backlash impact caused by backlash. This effectively avoids vibration, noise, and mechanical shock caused by direct impact between the front and rear gear tooth surfaces, significantly improving the smoothness and dynamic response performance of the power transmission system during electric / generator mode switching. It not only improves driving comfort but also reduces gear wear and extends the life of the power transmission system.

[0011] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0012] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein: Figure 1 This is a schematic diagram of the power transmission system. Figure 2 A schematic flowchart of a vehicle control method provided for an exemplary embodiment of this application; Figure 3 A schematic flowchart of another vehicle control method provided for an exemplary embodiment of this application; Figure 4 A schematic diagram of a velocity curve corresponding to a first-stage side clearance stroke S1 provided for an exemplary embodiment of this application; Figure 5 A schematic diagram of a velocity curve corresponding to a secondary side clearance stroke S2 ​​provided for an exemplary embodiment of this application; Figure 6 A schematic diagram of a total S-shaped velocity curve corresponding to the total gear backlash S, provided for an exemplary embodiment of this application; Figure 7 A schematic flowchart of yet another vehicle control method provided for an exemplary embodiment of this application; Figure 8 A schematic diagram of a secondary backlash self-learning mechanism for a power transmission system provided for an exemplary embodiment of this application; Figure 9 A schematic flowchart of another vehicle control method provided for an exemplary embodiment of this application; Figure 10 A schematic diagram of a relative displacement control mechanism based on total gear backlash provided for an exemplary embodiment of this application; Figure 11 A schematic diagram illustrating the principle of a relative displacement control mechanism provided for an exemplary embodiment of this application; Figure 12 A schematic diagram of the structure of a vehicle control device provided for an exemplary embodiment of this application; Figure 13 A block diagram illustrating a vehicle according to an exemplary embodiment; Figure 14 This is a schematic diagram of the structure of a chip proposed in an exemplary embodiment of this application. Detailed Implementation

[0013] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0014] In the powertrain system of a vehicle equipped with front and rear single electric drive, the side clearance is mainly due to Figure 1 The diagram shows the motor input shaft gear spline, primary transmission gear pair (referred to as primary gear pair), secondary transmission gear pair (referred to as secondary gear pair), differential, and half-shaft gear spline assembly. During the switching between electric power generation and electric drive modes, the gears will engage in front-to-back tooth surface contact. If backlash is not eliminated beforehand and high-torque switching occurs directly, impact will occur. For example, if the motor's command torque switches from 10Nm to -10Nm within 0.5 seconds at 100rpm, a vibration of approximately 1.4mm / s will occur. If the torque command is amplified from 10Nm to a larger torque, the vibration becomes very pronounced, generating noise and impact, severely affecting the dynamic performance and comfort of the power transmission system, and reducing gear life. Figure 1 The gray shaded area refers to the spline.

[0015] To address the above issues, relevant technologies primarily employ the following methods to eliminate vibrations during the gear engagement process: The first type: When the gears are meshing and changing surfaces, a small torque platform of about 200~300ms is added. This torque platform is about 5Nm or less. This torque platform is either a fixed size platform or is composed of two positive and negative torque platforms. The second type: When the gears are meshing and changing surfaces, the torque curve changes slowly according to a certain slope or a certain gradient; The third method: When the gears are engaged and changing surfaces, the torque is given according to the speed change rate of the driving gear and the driven gear.

[0016] However, the first and second schemes mentioned above have the following main problems: 1) The duration of the gear engagement and vibration reduction process is relatively long, about 200ms to 300ms; 2) For oil-cooled motors, the friction or drag resistance of the power transmission system is different in hot and cold states, and the actual performance of the fixed torque plateau or torque gradient curve will show inconsistent results; 3) It is impossible to predict in advance that the gear engagement will be completed, so it may be impossible to perceive that the engagement has ended prematurely, or the engagement may not be completed at all during the entire process.

[0017] The third approach described above has the following main problems: 1) The duration of the gear engagement and de-vibration process is relatively long; 2) The speed of the driven wheel is usually difficult to obtain accurately, especially at low speeds, where the wheel speed may be 0; 3) If there is already a relative displacement difference between the speeds of the driving wheel and the driven wheel, even if the speed change rate deviation between the two is controlled to be 0, the relative displacement difference still exists; 4) It is impossible to predict in advance when the gear engagement will be completed, so there may be instances where engagement is not perceived and the process ends prematurely, or the engagement may not be completed at all during the entire process.

[0018] Therefore, in view of at least one of the problems existing in the above-mentioned related technologies, this application proposes a vehicle control method, device, vehicle, chip and storage medium.

[0019] The vehicle control method, apparatus, vehicle, chip, and storage medium according to embodiments of this application are described below with reference to the accompanying drawings.

[0020] Figure 2 This is a schematic flowchart of a vehicle control method provided for an exemplary embodiment of this application.

[0021] It should be noted that the vehicle control method of this application embodiment can be applied to a vehicle control device. In some possible embodiments, the vehicle control device can be configured in a vehicle or a chip so that the vehicle or chip can perform vehicle control functions. Additionally, in some possible embodiments, the vehicle control device can also be software within the vehicle.

[0022] In any embodiment of this application, the chip can be integrated into a vehicle. The chip includes a Central Processing Unit (CPU), an Image Signal Processing (ISP), an Application-Specific Integrated Circuit (ASIC), a Digital Signal Processor (DSP), a Field-Programmable Gate Array (FPGA), a System-on-Chip (SOC), a Reduced Instruction Set Computer (RISC), etc., which will not be listed here.

[0023] The vehicle can be a hybrid vehicle, a non-hybrid vehicle, an electric vehicle, a fuel cell vehicle, or other types of vehicles, and this application embodiment does not limit this.

[0024] For ease of explanation, the following description will use a vehicle as the executor of this vehicle control method.

[0025] like Figure 2 As shown, the vehicle control method may include the following steps S201 to S204: Step S201: In response to the switching of motor operating conditions in the vehicle's power transmission system, determine the actual relative displacement between the driving wheel and the driven wheel in the power transmission system based on the actual angular velocity of the motor.

[0026] The actual relative displacement refers to the real-time relative displacement between the driving wheel and the driven wheel at the current moment. For example, this actual relative displacement is denoted as S_RT. S_RT can be a linear displacement or an angular displacement, and this application embodiment does not limit it.

[0027] Among them, the driving gear and the driven gear can be a pair of gears (such as gear A and gear B) contained in the first-stage transmission gear pair, or a pair of gears (such as gear C and gear D) contained in the second-stage transmission gear pair.

[0028] In the embodiments of this application, when the motor operating condition in the power transmission system changes (such as torque crossing zero), the actual relative displacement S_RT between the driving wheel and the driven wheel in the power transmission system can be determined based on the current actual angular velocity of the motor.

[0029] Step S202: Determine the first speed increment of the motor based on the deviation between the total gear backlash and the actual relative displacement of the power transmission system.

[0030] The total gear backlash of the powertrain system can be obtained through pre-testing or by learning using a self-learning mechanism; this embodiment of the application does not impose any limitations on this. For example, the total gear backlash of the powertrain system is denoted as S.

[0031] In this embodiment, the first speed increment of the motor can be determined based on the real-time deviation between the total gear backlash and the actual relative displacement of the power transmission system. That is, displacement closed-loop control can be performed based on the real-time deviation between the total gear backlash and the actual relative displacement to obtain the incremental speed of the displacement closed-loop control, which is denoted as the first speed increment in this application. Exemplarily, this first speed increment is labeled ΔSpdRef_APR.

[0032] Step S203: Determine the target speed of the motor based on the first speed increment and the actual angular velocity.

[0033] The target speed can also be referred to as the closed-loop speed of the motor. For example, the target speed is labeled as SpdRef.

[0034] In this embodiment of the application, the actual rotational speed of the motor can be determined based on the actual angular velocity of the motor, and the target rotational speed of the motor can be determined based on the sum of the first rotational speed increment and the actual rotational speed.

[0035] Step S204: Drive the motor based on the target speed to make the deviation less than or equal to the set value.

[0036] The set value is a relatively small value that is preset. For example, the set value can be 0 or a value close to 0.

[0037] In the embodiments of this application, the motor can be driven and controlled based on the target speed so that the total gear backlash and the actual relative displacement are less than or equal to the set values.

[0038] The vehicle control method of this application calculates the actual relative displacement between the driving wheel and the driven wheel based on the actual angular velocity of the motor during the motor operating condition switching process (such as torque crossing zero). Combined with the total gear backlash of the power transmission system, it dynamically generates a compensatory first speed increment and adjusts the target speed of the motor accordingly to drive the system to eliminate or reduce the backlash impact caused by the backlash. This effectively avoids the vibration, noise and mechanical impact caused by the direct impact of the front and rear gear tooth surfaces. It significantly improves the smoothness and dynamic response performance of the power transmission system when switching between electric and generator modes, which not only improves driving comfort but also reduces gear wear and extends the life of the power transmission system.

[0039] As one possible implementation method, Figure 3 This is a schematic flowchart illustrating another vehicle control method provided as an exemplary embodiment of this application. It should be noted that this vehicle control method can be executed alone, or it can be executed together with any embodiment or possible implementation thereof in this application, or it can be executed together with any technical solution in related technologies. This application does not impose any limitations on this.

[0040] like Figure 3 As shown, the vehicle control method may include the following steps S301 to S305: Step S301: In response to the switching of motor operating conditions in the vehicle's power transmission system, determine the actual relative displacement between the driving wheel and the driven wheel in the power transmission system based on the actual angular velocity of the motor.

[0041] Step S302: Determine the first speed increment of the motor based on the deviation between the total gear backlash and the actual relative displacement of the power transmission system.

[0042] It should be noted that the explanations of steps S301 to S302 can be found in the relevant descriptions in any embodiment of this application, and will not be repeated here.

[0043] In any embodiment of this application, the total gear backlash S of the power transmission system can be determined based on the primary backlash travel corresponding to the primary transmission gear pair and the secondary backlash travel corresponding to the secondary transmission gear pair in the power transmission system. For example, if the primary backlash travel is denoted as S1 and the secondary backlash travel is denoted as S2, then: S = S1 + S2.

[0044] Step S303: Query the target mapping relationship based on the actual relative displacement to determine the second speed increment of the motor.

[0045] The target mapping relationship (MAP) is used to indicate the mapping relationship between the relative displacement between the driving wheel and the driven wheel and the feedforward speed increment of the motor. For example, the target mapping relationship can be preset.

[0046] In this embodiment, the target mapping relationship can be queried based on the actual relative displacement to determine the second rotational speed increment corresponding to the actual relative displacement. For example, if the second rotational speed increment is denoted as ΔSpdRef_feedforward, then: ΔSpdRef_feedforward = Map(S_RT).

[0047] In any embodiment of this application, the target mapping relationship can be determined based on the relative speed curve associated with the total gear backlash. The relative speed curve can be obtained, for example, by obtaining a first speed curve (or first rotational speed curve) associated with the first-stage backlash stroke and a second speed curve (or second rotational speed curve) associated with the second-stage backlash stroke. In this application, the first speed curve and the second speed curve can be fused or summarized to obtain the relative speed curve between the driving gear and the driven gear.

[0048] For example, the design can be pre-defined based on the first-stage side clearance stroke S1 and the second-stage side clearance stroke S2, respectively. Figure 4 and Figure 5 The two S-shaped velocity curves shown are, in which, Figure 4 The S-shaped velocity curve shown is the velocity curve trajectory planning corresponding to the first-stage side clearance stroke S1 (referred to as the first velocity curve in this application). Figure 5 The S-shaped velocity curve shown is the velocity curve trajectory planning corresponding to the second-stage side clearance stroke S2 ​​(denoted as the second velocity curve in this application). By summarizing these two S-shaped velocity curves, we can obtain the following: Figure 6 The total gear backlash S of the power transmission system shown corresponds to the summed S-shaped velocity curve (referred to as the relative velocity curve in this application). Among them, as... Figure 6As shown, 0→0.02s is the time taken for the velocity curve trajectory planning of the first-stage side clearance stroke S1, and 0.02→0.08s is the time taken for the velocity curve trajectory planning of the second-stage side clearance stroke S2.

[0049] In summary, by modeling the speed response characteristics corresponding to the backlash travel of the primary and secondary transmission gear pairs respectively, their respective speed curves are obtained. These curves are then merged to generate a relative speed curve reflecting the characteristics of the entire transmission chain, thereby constructing a target mapping relationship related to the total gear backlash. This refined modeling approach based on multi-stage transmission structures makes feedforward compensation more closely aligned with the actual dynamic behavior of the system, significantly improving the accuracy and adaptability of speed increment prediction. This allows for more effective elimination of the impact caused by the accumulated backlash of multi-stage gears during motor operating condition switching, further optimizing the smoothness, control robustness, and noise and vibration performance of the power transmission system.

[0050] Step S304: Determine the target speed of the motor based on the first speed increment, the second speed increment, and the actual angular velocity.

[0051] In this embodiment, the actual rotational speed of the motor can be determined based on the actual angular velocity of the motor, and the target rotational speed of the motor can be determined based on the sum of the first rotational speed increment, the second rotational speed increment, and the actual rotational speed. For example, SpdRef can be calculated according to the following formula: ; in, It is based on the actual angular velocity ω of the motor master The determined actual rotational speed.

[0052] Step S305: Drive the motor based on the target speed to make the deviation less than or equal to the set value.

[0053] It should be noted that the explanation of step S305 can be found in the relevant description in any embodiment of this application, and will not be repeated here.

[0054] The vehicle control method of this application introduces a second speed increment (feedforward compensation) obtained by querying the target mapping relationship based on the actual relative displacement, combined with a first speed increment (feedback compensation) calculated based on the backlash deviation, to jointly correct the target speed of the motor. This feedforward-feedback composite compensation mechanism can more accurately and quickly offset the transmission backlash caused by gear backlash, actively pre-adjust the speed at the moment of operating condition switching, significantly improve the real-time performance and robustness of compensation, effectively suppress vibration and impact, and further enhance the smoothness, control accuracy and durability of the power transmission system.

[0055] As one possible implementation method, Figure 7Schematic diagram of another vehicle control method provided for an exemplary embodiment of the present application. It should be noted that this vehicle control method can be executed alone, or it can also be executed in combination with any one of the embodiments in the present application or possible implementation manners in the embodiments, or it can also be executed in combination with any one of the technical solutions in the related art. The embodiments of the present application do not limit this.

[0056] As Figure 7 shown, based on any one embodiment of the present application, the total gear backlash S of the power transmission system can be obtained by the following steps S701 to S704: Step S701, adjust the output torque of the power transmission system based on the set torque adjustment strategy and torque adjustment range.

[0057] Among them, the set torque adjustment strategy includes adjusting according to a certain slope or adjusting according to a certain gradient. Among them, the number of torque adjustment ranges can be at least one. Exemplarily, the torque adjustment range is, for example: [-10 Nm, 10 Nm], [-20 Nm, 20 Nm], etc.

[0058] In the embodiments of the present application, the output torque of the power transmission system can be adjusted based on the set torque adjustment strategy and torque adjustment range.

[0059] Step S702, determine multiple reference output torques from multiple candidate output torques according to the gear states of the primary transmission gear pair and the secondary transmission gear pair in the power transmission system under multiple candidate output torques in the torque adjustment range.

[0060] Among them, the gear states include fitting, disengaging, and tooth groove conversion.

[0061] In the embodiments of the present application, for any one torque adjustment range, multiple reference output torques can be determined from multiple candidate output torques according to the gear states of the primary transmission gear pair and the secondary transmission gear pair in the power transmission system under multiple candidate output torques in the torque adjustment range.

[0062] As an example, the reference output torque can also be called the typical torque. Among them, the typical torque can include Tq1, Tq2, and Tq3, and Tq1 < Tq2 < Tq3. Among them, Tq1: the critical torque value when the two gears AB in the primary transmission gear pair change from the fitting state to completely overcome the backlash and start to transmit torque, that is, the critical torque when the primary transmission gear pair changes from fitting to disengaging; Tq2: the critical torque value when the two gears CD in the secondary transmission gear pair change from the fitting state to overcome the backlash, that is, the critical torque when the secondary transmission gear pair changes from fitting to disengaging; Tq3: the peak torque when the gear system completes the tooth groove meshing conversion (such as jumping from one tooth groove to an adjacent tooth groove).

[0063] Step S703: Obtain the rotor angle of the motor under multiple reference output torques.

[0064] For example, the rotor angle of the motor includes the motor rotor angle θ1 corresponding to Tq1, the motor rotor angle θ2 corresponding to Tq2, and the motor rotor angle θ3 corresponding to Tq3.

[0065] Step S704: Determine the total gear backlash of the power transmission system based on the rotor angles corresponding to multiple reference output torques.

[0066] In this embodiment, the total gear backlash S of the power transmission system can be determined based on the motor rotor angles corresponding to multiple reference output torques. As an example, the primary backlash travel S1 corresponding to the primary transmission gear pair and the secondary backlash travel S2 corresponding to the secondary transmission gear pair can be determined based on the rotor angles corresponding to multiple reference output torques, and the total gear backlash of the power transmission system can be determined based on the sum of the primary backlash travel and the secondary backlash travel.

[0067] Using the example above, the first-stage backlash travel S1 = θ2 - θ1, the second-stage backlash travel S2 = θ3 - θ2, and the total gear backlash of the power transmission system S = S1 + S2. Wherein, the first-stage backlash travel (S1) is the rotational angle difference required for the first-stage transmission gear pair AB to go from initial engagement (no backlash) to completely eliminating internal backlash under motor drive; the second-stage backlash travel (S2) is the rotational angle difference required for the second-stage transmission gear pair CD to overcome its own backlash and complete the tooth cogging transition.

[0068] In summary, it is possible to effectively calculate the first-stage backlash travel of the primary transmission gear pair and the second-stage backlash travel of the secondary transmission gear pair based on the rotor angles corresponding to multiple reference output torques. Thus, the total gear backlash of the power transmission system can be effectively calculated based on the sum of the first-stage and second-stage backlash travels, improving the rationality and reliability of the calculation results.

[0069] In any embodiment of this application, when there are multiple torque adjustment ranges, the total gear backlash under that torque adjustment range can be determined based on the rotor angles corresponding to multiple reference output torques in each torque adjustment range. For example, the primary backlash travel corresponding to the primary transmission gear pair and the secondary backlash travel corresponding to the secondary transmission gear pair under that torque adjustment range can be determined based on the rotor angles corresponding to multiple reference output torques in each torque adjustment range. The total gear backlash under that torque adjustment range is then determined based on the sum of the primary and secondary backlash travels. Therefore, in this application, the total gear backlash S of the power transmission system can be determined based on the average of the total gear backlashes under multiple torque adjustment ranges.

[0070] Therefore, when multiple torque adjustment ranges exist, the final total gear backlash is determined by calculating the average of the backlash estimates under each torque adjustment range, effectively reducing the influence of measurement noise, nonlinear interference, or local errors under a single operating condition. This enables high-precision and robust identification of the accumulated backlash in multi-stage powertrain systems, providing a reliable parameter basis for subsequent precise backlash compensation control, thereby significantly improving the dynamic performance, smoothness, and durability of the powertrain system.

[0071] As an example, the total gear backlash S of a powertrain system can be adopted as follows: Figure 8 The secondary side clearance of the powertrain system shown is obtained through a self-learning mechanism, wherein... Figure 8 It includes multiple functional modules. The signal starts from the control command input on the left, undergoes a series of processing and conversions, and finally controls the metal-oxide-semiconductor field-effect transistors (MOSFETs) on the right to drive the motor. Simultaneously, feedback information is obtained through motor position / speed decoding and wheel speed decoding modules, forming a closed-loop control. Figure 8 The main functional modules included are: 1. Torque Control Module: Based on the input torque reference value (TqRef) and feedback angle, the module employs either Maximum Torque Per Ampere (MTPA) or Maximum Torque Per Volt (MTPV) strategies to generate quadrature-axis current reference values ​​(IqRef) and direct-axis current reference values ​​(IdRef). MTPA control aims to generate maximum torque and improve motor efficiency under a constant motor current. MTPV control, on the other hand, extends the motor's speed range by adjusting the direct-axis current at higher motor speeds.

[0072] 2. Current Regulation Module (IQ ACR, ID ACR): This module performs closed-loop regulation of the quadrature-axis current (Iq) and direct-axis current (Id) to track their respective reference values ​​(IqRef, IdRef). A proportional-integral (PI) regulator is typically used, outputting corresponding voltage control signals (UQ, UD). Principle: By comparing the deviation between the actual current and the reference current, the PI regulator calculates and outputs a suitable voltage signal to adjust the motor current, achieving precise torque control.

[0073] 3. Coordinate Transformation Module (Park Transformation and its Inverse Transformation): Park Transformation: Transforms the current (IA, IB, IC) in the three-phase stationary coordinate system to the current (Id, Iq) in the two-phase rotating coordinate system (dq coordinate system), facilitating independent current control; Inverse Park Transformation: Transforms the voltage (Ud, Uq) in the dq coordinate system back to the voltage (Uα, Uβ) in the three-phase stationary coordinate system, used for subsequent Pulse Width Modulation (PWM) generation.

[0074] 4. Space Vector Pulse Width Modulation (SVPWM) Module: Based on the input Uα and Uβ voltage signals, it generates six PWM signals (Ta, Tb, Tc) to drive the inverter's MOSFETs, converting DC power (Udc) into three-phase AC power to drive the permanent magnet synchronous motor (PMSM). Principle: By rationally allocating the conduction time of the six power switches, an approximately circular rotating magnetic field is generated, improving the motor's operating efficiency and performance.

[0075] 5. Motor position and speed decoding and wheel speed decoding module: The motor position and speed decoding module obtains the rotor position (θ) of the motor by parsing the position sensor signal of the motor (such as the encoder signal). master ) and the motor angular velocity (ω) determined based on the motor speed. master The wheel speed decoding module then obtains the wheel rotation speed information (such as the wheel angular velocity ω determined based on the wheel rotation speed). slave ) Principle: A counter or decoding chip is usually used to count and decode the sensor signals to calculate the position and speed of the motor, as well as the speed of the wheels.

[0076] 6. Backlash Calculation Module: Based on the motor rotor angle information and the motor rotor angle recorded under different torques during the self-learning process, the module calculates the first-level backlash travel (S1) and the second-level backlash travel (S2), thereby obtaining the total gear backlash of the power transmission system (S=S1+S2). Principle: During the self-learning process, by giving different torque commands, the module records the angle changes of the motor rotor under different torques, and uses this angle change information to calculate the total gear backlash S of the power transmission system.

[0077] Exemplarily, the backlash in the power transmission system is mainly composed of the spline of the motor input shaft gear, the first-stage transmission gear pair, the second-stage transmission gear pair, the differential, and the spline assembly of the half-axle gear. In this application, considering the proportion of the backlash of each component, the total gear backlash S of the power transmission system is divided into the first-stage backlash travel S1 and the second-stage backlash travel S2. Then, the steps for the second-stage backlash self-learning of the power transmission system are as follows: 1) Before self-learning, ensure that the motor angular velocity ω master and the wheel angular velocity ω slave are both approximately equal to 0; 2) As Figure 8 shown, give the electric drive torque command according to a certain slope or gradient, and select three typical torque points, Tq1 < Tq2 < Tq3; among them, the setting of the slope or gradient is to avoid the impact on the system caused by torque mutation and ensure that the angular change when the gear tooth surfaces are in contact can be accurately captured; 3) The software records the motor rotor angles at Tq1, Tq2, and Tq3 torques as θ1, θ2, and θ3 respectively. These rotor angle data reflect the position change of the motor when the gear tooth surfaces are in contact under different torques; 4) The first-stage backlash travel S1 = θ2 - θ1, the second-stage backlash travel S2 = θ3 - θ2, and the total gear backlash S of the power transmission system = S1 + S2.

[0078] In the vehicle control method of the embodiment of this application, by applying multiple candidate output torques to the power transmission system under the set torque adjustment strategy, observing and collecting the motor rotor angles when the first-stage transmission gear pair and the second-stage transmission gear pair are in the meshing state, screening out the reference output torque that can effectively represent the gear clearance boundary from them, and accurately calculating the total gear backlash of the power transmission system based on the corresponding rotor angle change, it is possible to achieve high-precision, data-driven calibration of the cumulative backlash of multi-stage gears under actual working conditions, avoid the errors caused by relying on theoretical design values or static measurements, provide a more real and reliable parameter basis for subsequent backlash compensation control, and thus significantly improve the control accuracy, smoothness, and durability of the power transmission system during the dynamic switching process.

[0079] As a possible implementation method, Figure 9 is a schematic flow diagram of another vehicle control method provided by the exemplary embodiment of this application. It should be noted that this vehicle control method can be executed alone, or can be executed together with any one of the embodiments or possible implementation methods in this application, or can also be executed together with any one of the technical solutions in the related art. The embodiments of this application do not limit this.

[0080] As Figure 9 shown, this vehicle control method may include the following steps S901 to S904: In step S901, in response to the switching of motor operating conditions in the vehicle's powertrain system, and the vehicle's requested total torque meeting the set anti-shutdown conditions, the actual relative displacement between the driving wheel and the driven wheel is determined based on the actual angular velocity of the motor and the angular velocity threshold associated with the motor.

[0081] The de-vibration conditions are preset relative displacement control de-vibration conditions, including any one of the following: the vehicle torque changes from negative to positive torque, and the vehicle torque increases to a first preset torque; or, the vehicle torque changes from positive to negative torque, and the vehicle torque decreases to a second preset torque. In other words, when the vehicle control unit (VCU) torque changes from negative to positive, the gear teeth need to change surfaces, resulting in a contact process. If the VCU torque increases to a certain value, the displacement control de-vibration logic is enabled, and the gear backlash in the powertrain system with the torque changing from negative to positive begins to be eliminated. Conversely, when the VCU torque changes from positive to negative, the gear teeth need to change surfaces, resulting in a contact process. If the VCU torque decreases to a certain value, the displacement control de-vibration logic is enabled, and the system enters the displacement control de-vibration logic phase.

[0082] Wherein, the first set torque and the second set torque are both preset torque thresholds, and the magnitude relationship between the two is not limited in the embodiments of this application.

[0083] In the embodiments of this application, when the motor operating conditions are switched in the power transmission system of the vehicle, and the total vehicle torque requested by the vehicle meets the set anti-vibration conditions, the actual relative displacement between the driving wheel and the driven wheel can be determined based on the actual angular velocity of the motor and the angular velocity threshold associated with the motor.

[0084] As an example, when the actual angular velocity of the motor is less than or equal to the angular velocity threshold, the first angular velocity of the motor latched when the set debouncing conditions are just met can be obtained, and the actual relative displacement can be determined based on the actual angular velocity and the first angular velocity.

[0085] As another example, when the actual angular velocity of the motor is greater than the angular velocity threshold, the second angular velocity of the driven wheel can be obtained, and the actual relative displacement can be determined based on the actual angular velocity and the second angular velocity. Here, the second angular velocity can be the angular velocity of the driven wheel in the secondary transmission gear pair, i.e., the electric drive half-shaft associated with the secondary transmission gear pair, which is directly connected to the wheel. The second angular velocity refers to the angular velocity of the wheel (i.e., the wheel angular velocity ω). slave ).

[0086] For example, the actual relative displacement S_RT can be calculated using the following formula: ; Where k is the set coefficient for the angle at which the wheel slave turns into the motor master, and ω masterlock The motor angular velocity (i.e., the first angular velocity) is latched at the moment the displacement control is enabled. thd The threshold for switching between the two calculation methods is the angular velocity threshold.

[0087] In summary, at the motor angular velocity ω master In relatively low cases, if the wheel angular velocity ω slave If there is an anomaly in the parsing, or if the vehicle does not have wheel angular velocity signals, then a reasonable ω can be set. thd This allows the calculation of actual relative displacement to utilize only the motor's angular velocity, thereby improving the effectiveness of relative displacement control and ultimately achieving active fitting.

[0088] Step S902: Determine the first speed increment of the motor based on the deviation between the total gear backlash and the actual relative displacement of the power transmission system.

[0089] Step S903: Determine the target speed of the motor based on the first speed increment and the actual angular velocity.

[0090] Step S904: Drive the motor based on the target speed to make the deviation less than or equal to the set value.

[0091] It should be noted that the explanations of steps S902 to S904 can be found in the relevant descriptions in any embodiment of this application, and will not be repeated here.

[0092] In any embodiment of this application, when the above steps are used to drive and control the motor so that the deviation between the total gear backlash of the power transmission system and the actual relative displacement between the driving wheel and the driven wheel is less than or equal to a set value, the displacement control de-squeezing logic can be exited and the vehicle can be controlled to enter torque mode. In torque mode, the output torque of the power transmission system is gradually transitioned to the vehicle torque requested by the vehicle according to a set slope.

[0093] Therefore, only after confirming that the relative displacement deviation caused by gear backlash has been effectively compensated is the vehicle allowed to enter torque mode, and the torque is smoothly transitioned to the vehicle torque at a set slope. This avoids tooth surface impact, vibration and noise caused by directly applying a large torque in a step before the gear backlash is eliminated. Through this orderly control strategy of "eliminating backlash first and then loading", the smoothness and dynamic response performance of the powertrain system during the switching of working conditions are significantly improved, effectively protecting transmission components, extending system life, and improving the overall driving comfort of the vehicle.

[0094] In the vehicle control method according to the embodiments of the present application, when the motor operating condition switches, a jitter elimination condition judgment mechanism based on the vehicle torque change trend and a set angular velocity threshold is introduced. Only when the torque clearly crosses the positive / negative switching threshold (such as from negative to positive and reaches the first set torque, or from positive to negative and drops to the second set torque), the backlash compensation calculation is triggered, effectively avoiding frequent and false triggering of compensation actions caused by small fluctuations in torque commands or noise interference. At the same time, the actual relative displacement between gears is accurately estimated by combining the actual angular velocity of the motor and the angular velocity threshold, making the backlash compensation more targeted and stable, significantly improving the anti-interference ability and robustness of the control system, reducing unnecessary speed adjustments, and thus improving the dynamic response accuracy and ride comfort while ensuring the transmission smoothness.

[0095] It should be noted that the related technologies have at least the technical problems shown in Table 1. For these technical problems, the improvement measures of the present application can be seen in the corresponding records in Table 1.

[0096] Table 1 Technical problems existing in the related technologies and improvement measures of the present application

[0097] As an example, the improvement measures of the present application mainly include the following parts: The first part: the secondary backlash self-learning mechanism of the power transmission system as Figure 8 shown.

[0098] Exemplarily, the backlash in the power transmission system is mainly composed of the spline of the motor input shaft gear, the first-stage transmission gear pair, the second-stage transmission gear pair, the differential, and the half-axle gear spline assembly. The present application combines the backlash ratios of each component part and divides the total gear backlash of the power transmission system into the first-stage backlash stroke S1 and the second-stage backlash stroke S2. Then, the secondary backlash self-learning steps of the power transmission system are as follows: 1) Before self-learning, ensure that the motor angular velocity ω master and the wheel angular velocity ω slave are both approximately equal to 0; 2) As Figure 8 shown, give the electric drive torque command according to a certain slope or gradient, and select three typical torque points, Tq1 < Tq2 < Tq3; where the setting of the slope or gradient is to avoid the impact on the system caused by torque mutation and ensure that the angular change when the gear tooth surfaces are in contact can be accurately captured; 3) The software records the motor rotor angles as θ1, θ2, and θ3 when the torques Tq1, Tq2, and Tq3 are applied. These rotor angle data reflect the position changes of the motor when the gear tooth surfaces are in contact under different torques; 4) The first-stage backlash stroke S1 = θ2 - θ1, the second-stage backlash stroke S2 ​​= θ3 - θ2, and the total gear backlash of the power transmission system S = S1 + S2.

[0099] Part Two: Planning the S-shaped velocity curve trajectory for total gear backlash.

[0100] Based on the two-stage side clearance travel learned in Part 1, designs are as follows: Figure 4 and Figure 5 The two S-shaped velocity curves shown can be summarized to obtain the following: Figure 6 The total gear backlash S of the power transmission system shown corresponds to the summed S-shaped velocity curve (referred to as the relative velocity curve in this application). Among them, as... Figure 6 As shown, 0→0.02s is the time taken for the velocity curve trajectory planning of the first-stage side clearance stroke S1, and 0.02→0.08s is the time taken for the velocity curve trajectory planning of the second-stage side clearance stroke S2.

[0101] Part Three: As Figure 10 The relative displacement control mechanism based on total gear backlash is shown.

[0102] Figure 10 In the diagram, the gear backlash learning result S is obtained from the first part, and the relative velocity S curve is obtained from the second part. Here, n1 refers to the maximum speed corresponding to the first-stage backlash stroke S1, n2 refers to the minimum speed corresponding to the first-stage backlash stroke S1, n3 refers to the maximum speed corresponding to the second-stage backlash stroke S2, and n4 refers to the minimum speed corresponding to the second-stage backlash stroke S2.

[0103] Figure 10 The relative displacement control mechanism shown mainly includes the following sub-parts: 1. Relative displacement control preprocessing, mainly including: 1.1 Entering and exiting displacement control debouncing logic a) Enter displacement control debouncing logic: like Figure 10 As shown in the vehicle torque request curve, when the VCU torque changes from negative to positive, the tooth surface needs to be changed, and there is a fitting process. If the VCU torque increases to a certain value, displacement control and relative speed S-curve feedforward are enabled, and the gear backlash of the power transmission system with torque changes from negative to positive begins to be eliminated. Conversely, when the VCU torque changes from positive to negative, the tooth surface needs to be changed, and there is a fitting process. If the VCU torque decreases to a certain value, displacement control is enabled.

[0104] b) Exit displacement control debouncing logic: When the real-time calculated relative displacement S_RT approaches the gear backlash learning result S, displacement control is disabled, and the torque gradually transitions to the vehicle torque requested by the vehicle through a certain slope.

[0105] 1.2 Real-time calculation of relative displacement: ; In this application, the motor angular velocity ω master In relatively low-level cases, if the wheel angular velocity analysis is abnormal, or if the vehicle does not have a wheel angular velocity signal, a reasonable ω can be set. thd This allows for real-time calculation of relative displacement using only the motor's angular velocity ω. master .

[0106] 2. Feedforward of relative displacement S-curve According to Part Two, it can be obtained Figure 6 The total gear backlash S of the power transmission system shown is summarized by the S-shaped velocity curve (i.e., relative velocity curve). Based on this, the relationship between the relative displacement S_RT and the feedforward speed increment can be calculated in real time and can be made into a mapping relationship (Map), that is, the feedforward speed increment ΔSpdRef_feedforward = Map(S_RT).

[0107] 3. Displacement control like Figure 10 As shown, when displacement control is enabled, closed-loop adjustment is performed based on the real-time deviation between the gear backlash learning result S and the real-time calculated relative displacement S_RT, outputting the speed command ΔSpdRef_APR for displacement closed-loop control. This is then superimposed with the relative displacement control S-curve feedforward ΔSpdRef_feedforward, and combined with the motor speed determined based on the real-time motor angular velocity. This superposition yields the final motor speed closed-loop command SpdRef. ; in, It is based on the motor's angular velocity ω master The determined motor speed.

[0108] That is, the relative displacement control mechanism mainly includes, for example, Figure 11 The steps shown are as follows: Step S1101: Based on the motor angular velocity and wheel speed, start the secondary gear backlash learning.

[0109] Step S1102: Determine whether the current state is under relative displacement control. If so, proceed to step S1103.

[0110] If the vehicle requests an increasing overall torque and the torque exceeds a certain torque threshold Tqthd, then proceed to step S1104.

[0111] Step S1104: Generate a displacement control enable flag and latch the current angular velocity of the motor.

[0112] Step S1105, based on the real-time angular velocity ω of the motor master Wheel angular velocity ω slave and latched motor angular velocity ω masterlock Calculate the real-time relative displacement.

[0113] Step S1106: Based on the real-time relative displacement and the two-stage S-shaped velocity curve, obtain the feedforward speed increment command ΔSpdRef_feedforward.

[0114] Step S1107: Perform displacement closed-loop control based on gear backlash learning result S and real-time relative displacement to obtain incremental speed command ΔSpdRef_APR.

[0115] Step S1108: Perform speed closed-loop control based on the incremental speed command ΔSpdRef_APR, the feedforward incremental speed command ΔSpdRef_feedforward, and the real-time motor angular velocity.

[0116] Step S1109: Determine whether the relative displacement control target has been achieved. If so, proceed to step S1110.

[0117] Step S1110: Enter torque mode, and the internal torque of the electric drive transitions to the vehicle torque requested by the VCU at a certain slope.

[0118] In summary, the solution provided in this application has at least the following advantages: the active gear engagement time is short, less than 100ms, based on the average value of the current electric drive gear backlash learning results; the control objective is to use the total gear backlash of the electric drive as the relative displacement control target, calculate the displacement difference in real time, and achieve active engagement without setting a fixed torque curve, slope, or plateau, thus adapting to power transmission systems with different friction forces or drag resistances; for low-speed situations, this application can achieve control using only the motor speed (or motor angular velocity); the control objective is to use the total gear backlash of the electric drive as the relative displacement control target, calculate the displacement difference in real time, and achieve active engagement, enabling real-time sensing of gear engagement backlash for precise engagement.

[0119] To achieve the above embodiments, this application also proposes a vehicle control device. Figure 12 This is a schematic diagram of the structure of a vehicle control device provided for an exemplary embodiment of this application.

[0120] like Figure 12As shown, the vehicle control device 1200 may include: a first determining module 1210, a second determining module 1220, a third determining module 1230, and a control module 1240.

[0121] The first determining module 1210 is used to determine the actual relative displacement between the driving wheel and the driven wheel in the power transmission system in response to the switching of the motor operating conditions in the vehicle's power transmission system, based on the actual angular velocity of the motor; the second determining module 1220 is used to determine the first speed increment of the motor based on the deviation between the total gear backlash of the power transmission system and the actual relative displacement; the third determining module 1230 is used to determine the target speed of the motor based on the first speed increment and the actual angular velocity; and the control module 1240 is used to drive the motor based on the target speed so that the deviation is less than or equal to a set value.

[0122] In one implementation of this application, the third determining module 1230 is used to: query the target mapping relationship based on the actual relative displacement to determine the second speed increment of the motor; wherein, the target mapping relationship is used to indicate the mapping relationship between the relative displacement between the driving wheel and the driven wheel and the feedforward speed increment of the motor; and determine the target speed of the motor based on the first speed increment, the second speed increment and the actual angular velocity.

[0123] In one implementation of this application, the target mapping relationship is determined based on the relative speed curve associated with the total gear backlash, and the total gear backlash is determined based on the first-level backlash travel corresponding to the first-level transmission gear pair and the second-level backlash travel corresponding to the second-level transmission gear pair in the power transmission system; the relative speed curve is obtained by the following modules: a first acquisition module, used to acquire a first speed curve associated with the first-level backlash travel and a second speed curve associated with the second-level backlash travel; a fusion module, used to fuse the first speed curve and the second speed curve to obtain the relative speed curve between the driving wheel and the driven wheel.

[0124] In one implementation of this application, the total gear backlash of the power transmission system is obtained using the following modules: an adjustment module, used to adjust the output torque of the power transmission system based on a set torque adjustment strategy and a torque adjustment range; a fourth determination module, used to determine multiple reference output torques from multiple candidate output torques based on the gear states of the primary and secondary transmission gear pairs in the power transmission system under multiple candidate output torques in the torque adjustment range; a second acquisition module, used to acquire the rotor angle of the motor under multiple reference output torques; and a fifth determination module, used to determine the total gear backlash of the power transmission system based on the rotor angles corresponding to the multiple reference output torques.

[0125] In one implementation of this application, the fifth determining module is used to: determine the first-stage backlash travel corresponding to the first-stage transmission gear pair and the second-stage backlash travel corresponding to the second-stage transmission gear pair based on the rotor angles corresponding to the multiple reference output torques; and determine the total gear backlash of the power transmission system based on the sum of the first-stage backlash travel and the second-stage backlash travel.

[0126] In one implementation of this application, there are multiple torque adjustment ranges. The fifth determining module is used to: determine the total gear backlash under the torque adjustment range based on the rotor angles corresponding to the multiple reference output torques; and determine the total gear backlash of the power transmission system based on the average of the total gear backlash under the multiple torque adjustment ranges.

[0127] In one implementation of this application, the first determining module 1210 is configured to: in response to a motor operating condition switch and the vehicle torque requested by the vehicle meeting a set anti-shutdown condition, determine the actual relative displacement based on the actual angular velocity of the motor and an angular velocity threshold associated with the motor; wherein the set anti-shutdown condition includes any one of the following: the trend of the vehicle torque change is from negative torque to positive torque, and the vehicle torque increases to a first set torque; the trend of the vehicle torque change is from positive torque to negative torque, and the vehicle torque decreases to a second set torque.

[0128] In one implementation of this application, the first determining module 1210 is configured to: in response to the actual angular velocity being less than or equal to an angular velocity threshold, obtain the first angular velocity of the motor latched when the set debouncing conditions are met; and determine the actual relative displacement based on the actual angular velocity and the first angular velocity.

[0129] In one implementation of this application, the first determining module 1210 is further configured to: obtain the second angular velocity of the driven wheel in response to the actual angular velocity being greater than the angular velocity threshold; and determine the actual relative displacement based on the actual angular velocity and the second angular velocity.

[0130] In one implementation of this application, the control module 1240 is further configured to: control the vehicle to enter torque mode in response to the deviation being less than or equal to a set value, so as to control the output torque of the power transmission system to gradually transition to the vehicle torque requested by the vehicle according to a set slope in torque mode.

[0131] It should be noted that the foregoing explanation of any vehicle control method embodiment also applies to the vehicle control device of that embodiment, and will not be repeated here.

[0132] In the vehicle control device of this application embodiment, during the motor operating condition switching process (such as torque crossing zero), the actual relative displacement between the driving wheel and the driven wheel is calculated based on the actual angular velocity of the motor. Combined with the total gear backlash of the power transmission system, a compensatory first speed increment is dynamically generated, and the target speed of the motor is adjusted accordingly to drive the system to eliminate or reduce the backlash impact caused by the backlash. This effectively avoids the vibration, noise and mechanical impact caused by the direct impact of the front and rear gear tooth surfaces, significantly improves the smoothness and dynamic response performance of the power transmission system when switching between electric and generator modes, not only improves driving comfort, but also reduces gear wear and extends the life of the power transmission system.

[0133] To implement the above embodiments, this application also proposes a vehicle, including: a processor; a memory for storing processor-executable instructions; wherein the processor is configured to implement the vehicle control method as described in any of the foregoing embodiments.

[0134] Figure 13 This is a block diagram illustrating a vehicle 1300 according to an exemplary embodiment. For example, vehicle 1300 may be a hybrid vehicle, a non-hybrid vehicle, an electric vehicle, a fuel cell vehicle, or other types of vehicle. Vehicle 1300 may be an autonomous vehicle, a semi-autonomous vehicle, or a non-autonomous vehicle.

[0135] Reference Figure 13 The vehicle 1300 may include various subsystems, such as an infotainment system 1310, a perception system 1320, a decision control system 1330, a drive system 1340, and a computing platform 1350. The vehicle 1300 may also include more or fewer subsystems, and each subsystem may include multiple components. Furthermore, each subsystem and component of the vehicle 1300 can be interconnected via wired or wireless means.

[0136] In some embodiments, the infotainment system 1310 may include a communication system, an entertainment system, and a navigation system, etc.

[0137] The perception system 1320 may include several sensors for sensing information about the environment surrounding the vehicle 1300. For example, the perception system 1320 may include a global positioning system (which may be a GPS system, a BeiDou system, or another positioning system), an inertial measurement unit (IMU), a lidar, a millimeter-wave radar, an ultrasonic radar, and a camera device.

[0138] The decision control system 1330 may include a computing system, a vehicle controller, a steering system, a throttle, and a braking system.

[0139] The drive system 1340 may include components that provide powered motion to the vehicle 1300. In one embodiment, the drive system 1340 may include an engine, an energy source, a transmission system, and wheels. The engine may be one or a combination of internal combustion engines, electric motors, and compressed air engines. The engine is capable of converting energy provided by the energy source into mechanical energy.

[0140] Some or all of the functions of the vehicle 1300 are controlled by a computing platform 1350. The computing platform 1350 may include at least one processor 1351 and a memory 1352, the processor 1351 being able to execute instructions 1353 stored in the memory 1352.

[0141] Processor 1351 can be any conventional processor, such as a commercially available CPU. Processors may also include graphics processing units (GPUs), field-programmable gate arrays (FPGAs), systems-on-chips (SoCs), application-specific integrated circuits (ASICs), or combinations thereof.

[0142] The memory 1352 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk.

[0143] In addition to instruction 1353, memory 1352 can also store data, such as road maps, route information, vehicle position, direction, speed, and other data. The data stored in memory 1352 can be used by computing platform 1350.

[0144] In this embodiment of the application, processor 1351 may execute instruction 1353 to complete all or part of the steps of any of the above method embodiments.

[0145] To implement the above embodiments, this application also proposes a chip, wherein the chip includes an interface circuit and a processing circuit coupled to each other. The interface circuit is used to input or output signals, and the processing circuit is configured to execute the vehicle control method provided in any of the foregoing embodiments.

[0146] Figure 14 This is a schematic diagram of the structure of a chip proposed in an exemplary embodiment of this application. See also... Figure 14 The diagram shown is a schematic representation of the structure of chip 1400, but it is not limited to this.

[0147] Chip 1400 includes processing circuitry 1401, which is configured to execute any of the above vehicle control methods.

[0148] In some embodiments, chip 1400 further includes one or more interface circuits 1402. Optionally, interface circuit 1402 is connected to memory 1403, and interface circuit 1402 can be used to receive signals from memory 1403 or other devices, and interface circuit 1402 can be used to send signals to memory 1403 or other devices. For example, interface circuit 1402 can read instructions stored in memory 1403 and send the instructions to processing circuit 1401.

[0149] In some embodiments, the interface circuit 1402 performs at least one of the communication steps such as sending and / or receiving in the above method, while the processing circuit 1401 performs other steps.

[0150] In some embodiments, the terms interface circuit, interface, transceiver pin, transceiver, etc., can be used interchangeably.

[0151] In some embodiments, chip 1400 further includes one or more memories 1403 for storing instructions. Optionally, all or part of the memories 1403 may be located outside of chip 1400.

[0152] To implement the above embodiments, this application also proposes a non-transitory computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the vehicle control method as described in any of the foregoing method embodiments.

[0153] To implement the above embodiments, this application also proposes a computer program product having a computer program stored thereon, which, when executed by a processor, implements the vehicle control method as described in any of the foregoing method embodiments.

[0154] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0155] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0156] Any process or method description in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0157] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-including system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and compact disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0158] It should be understood that various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0159] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0160] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0161] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of this application.

Claims

1. A vehicle control method, characterized in that, include: In response to the switching of motor operating conditions in the vehicle's powertrain system, the actual relative displacement between the driving wheel and the driven wheel in the powertrain system is determined based on the actual angular velocity of the motor. The first speed increment of the motor is determined based on the deviation between the total gear backlash of the power transmission system and the actual relative displacement; The target speed of the motor is determined based on the first speed increment and the actual angular velocity; The motor is driven and controlled based on the target speed so that the deviation is less than or equal to a set value.

2. The method according to claim 1, characterized in that, Determining the target speed of the motor based on the first speed increment and the actual angular velocity includes: The second speed increment of the motor is determined by querying the target mapping relationship based on the actual relative displacement; wherein, the target mapping relationship is used to indicate the mapping relationship between the relative displacement between the driving wheel and the driven wheel and the feedforward speed increment of the motor; The target speed of the motor is determined based on the first speed increment, the second speed increment, and the actual angular velocity.

3. The method according to claim 2, characterized in that, The target mapping relationship is determined based on the relative speed curve associated with the total gear backlash, and the total gear backlash is determined based on the first-level backlash travel corresponding to the first-level transmission gear pair and the second-level backlash travel corresponding to the second-level transmission gear pair in the power transmission system. The method for obtaining the relative velocity curve includes: Obtain a first velocity curve associated with the first-stage side clearance travel and a second velocity curve associated with the second-stage side clearance travel; The first speed curve and the second speed curve are fused to obtain the relative speed curve between the driving wheel and the driven wheel.

4. The method according to claim 1, characterized in that, The methods for obtaining the total gear backlash of the power transmission system include: Based on the set torque adjustment strategy and torque adjustment range, the output torque of the power transmission system is adjusted; Based on the gear states of the primary and secondary transmission gear pairs in the power transmission system under multiple candidate output torques within the torque adjustment range, multiple reference output torques are determined from the multiple candidate output torques; Obtain the rotor angle of the motor under the multiple reference output torques; The total gear backlash of the power transmission system is determined based on the rotor angles corresponding to the multiple reference output torques.

5. The method according to claim 4, characterized in that, Determining the total gear backlash of the power transmission system based on the rotor angles corresponding to the plurality of reference output torques includes: Based on the rotor angles corresponding to the multiple reference output torques, determine the first-stage backlash travel corresponding to the first-stage transmission gear pair and the second-stage backlash travel corresponding to the second-stage transmission gear pair; The total gear backlash of the power transmission system is determined based on the sum of the first-level backlash travel and the second-level backlash travel.

6. The method according to claim 4, characterized in that, The number of torque adjustment ranges is multiple, and the determination of the total gear backlash of the power transmission system based on the rotor angles corresponding to the multiple reference output torques includes: The total gear backlash within the torque adjustment range is determined based on the rotor angles corresponding to the multiple reference output torques. The total gear backlash of the power transmission system is determined based on the average of the total gear backlash under multiple torque adjustment ranges.

7. The method according to claim 1, characterized in that, The method of responding to the switching of motor operating conditions in the vehicle's powertrain system, and determining the actual relative displacement between the driving wheel and the driven wheel in the powertrain system based on the actual angular velocity of the motor, includes: In response to the motor operating condition switching and the vehicle torque requested by the vehicle meeting the set anti-vibration conditions, the actual relative displacement is determined based on the actual angular velocity of the motor and the angular velocity threshold associated with the motor. The debouncing conditions include any one of the following: The trend of the change in the overall vehicle torque is from negative torque to positive torque, and the overall vehicle torque increases to a first set torque; The trend of the change in the vehicle torque is from positive torque to negative torque, and the vehicle torque decreases to a second set torque.

8. The method according to claim 7, characterized in that, Determining the actual relative displacement based on the actual angular velocity of the motor and the angular velocity threshold associated with the motor includes: In response to the actual angular velocity being less than or equal to the angular velocity threshold, the first angular velocity of the motor latched when the set debouncing condition is met is obtained; The actual relative displacement is determined based on the actual angular velocity and the first angular velocity.

9. The method according to claim 8, characterized in that, Determining the actual relative displacement based on the actual angular velocity of the motor and an angular velocity threshold associated with the motor further includes: In response to the actual angular velocity being greater than the angular velocity threshold, the second angular velocity of the driven wheel is obtained; The actual relative displacement is determined based on the actual angular velocity and the second angular velocity.

10. The method according to any one of claims 1-9, characterized in that, The method further includes: In response to the deviation being less than or equal to the set value, the vehicle is controlled to enter torque mode, so that the output torque of the powertrain is gradually transitioned to the total vehicle torque requested by the vehicle according to a set slope in the torque mode.

11. A vehicle control device, characterized in that, include: The first determining module is used to respond to the switching of motor operating conditions in the vehicle's power transmission system and determine the actual relative displacement between the driving wheel and the driven wheel in the power transmission system based on the actual angular velocity of the motor. The second determining module is used to determine the first speed increment of the motor based on the deviation between the total gear backlash of the power transmission system and the actual relative displacement; The third determining module is used to determine the target speed of the motor based on the first speed increment and the actual angular velocity; The control module is used to drive the motor based on the target speed so that the deviation is less than or equal to a set value.

12. The apparatus according to claim 11, characterized in that, The third determining module is used for: The second speed increment of the motor is determined by querying the target mapping relationship based on the actual relative displacement; wherein, the target mapping relationship is used to indicate the mapping relationship between the relative displacement between the driving wheel and the driven wheel and the feedforward speed increment of the motor; The target speed of the motor is determined based on the first speed increment, the second speed increment, and the actual angular velocity.

13. The apparatus according to claim 12, characterized in that, The target mapping relationship is determined based on the relative speed curve associated with the total gear backlash, and the total gear backlash is determined based on the first-level backlash travel corresponding to the first-level transmission gear pair and the second-level backlash travel corresponding to the second-level transmission gear pair in the power transmission system. The relative velocity curve is obtained using the following module: The acquisition module is used to acquire a first velocity curve associated with the first-stage side clearance stroke and a second velocity curve associated with the second-stage side clearance stroke; The fusion module is used to fuse the first speed curve and the second speed curve to obtain the relative speed curve between the driving wheel and the driven wheel.

14. A vehicle, characterized in that, include: processor; Memory used to store processor-executable instructions; The processor is configured as follows: The steps of implementing the method as described in any one of claims 1 to 10.

15. A non-transitory computer-readable storage medium having computer program instructions stored thereon, characterized in that, When executed by a processor, the program instructions implement the steps of the method according to any one of claims 1 to 10.

16. A chip, characterized in that, The chip includes an interface circuit and a processing circuit that are coupled to each other. The interface circuit is used to input or output signals, and the processing circuit is used to implement the method of any one of claims 1 to 10.

17. A computer program product, characterized in that, It includes a computer program, which, when executed by a processor, implements the steps of the method according to any one of claims 1 to 10.

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