Motor torque control method and device, electronic equipment and storage medium

Abstract

The application relates to a motor torque control method and device, electronic equipment and a storage medium. The method comprises the following steps: acquiring a gear signal of a vehicle, and judging whether the vehicle enters a gear shifting completion stage based on the gear signal; if it is determined that the vehicle enters the gear shifting completion stage, identifying whether the vehicle has a motor torque reverse trend; if the vehicle has the motor torque reverse trend, determining a first motor torque response gradient of the motor of the vehicle based on a first correction coefficient, regulating and controlling the motor torque of the vehicle based on the first motor torque response gradient, and continuously detecting whether the vehicle completes a motor torque zero-crossing stage; if it is detected that the vehicle completes the motor torque zero-crossing stage, determining a second motor torque response gradient of the motor of the vehicle based on a second correction coefficient, and regulating and controlling the motor torque of the vehicle based on the second motor torque response gradient. The method can improve the comfort and safety of driving.

Description

Technical Field

[0001] This application relates to the field of new energy vehicle technology, and in particular to a method, device, electronic device and storage medium for controlling motor torque. Background Technology

[0002] In the actual operation of new energy vehicles, the shifting conditions include static shifting and dynamic shifting. Among them, shifting shock mainly occurs in dynamic shifting conditions.

[0003] Dynamic shifting refers to the shifting of gears when the vehicle is operating at low speeds (typically below 3 km / h) and the brake pedal is active. During this shift between drive (D) and reverse (R), the requested torque from the Vehicle Control Unit (VCU) changes from positive to negative before and after the shift. This causes the vehicle's motor torque to rapidly cross zero, meaning the motor torque quickly decreases from positive (or negative) to zero and then quickly switches to the opposite direction. If the motor directly responds to the VCU's requested torque at this time, it can easily cause gear engagement shock, affecting driving comfort and safety. Summary of the Invention

[0004] Therefore, it is necessary to provide a method, device, electronic device, and storage medium for controlling motor torque to address the aforementioned technical problems. This method can effectively suppress the shift shock during the zero-crossing process of the motor torque, while also enabling the motor torque to quickly follow the requested torque after the shift is completed. This balances the smoothness and responsiveness of power output, thereby improving driving comfort and safety.

[0005] According to a first aspect of certain exemplary embodiments of the present disclosure, a method for controlling motor torque is provided, comprising: acquiring a gear position signal of a vehicle, and determining whether the vehicle has entered a gear shift completion stage based on the gear position signal; if it is determined that the vehicle has entered a gear shift completion stage, identifying whether the vehicle has a reverse trend in motor torque; if so, determining a first motor torque response gradient of the vehicle's motor based on a first correction coefficient, adjusting the motor torque of the vehicle based on the first motor torque response gradient, and continuously detecting whether the vehicle has completed a motor torque zero-crossing stage, wherein the first correction coefficient is determined based on a first actual torque of the vehicle's motor at the current moment and a preset motor torque threshold; if it is detected that the vehicle has completed a motor torque zero-crossing stage, determining a second motor torque response gradient of the vehicle's motor based on a second correction coefficient, and adjusting the motor torque of the vehicle based on the second motor torque response gradient, wherein the second correction coefficient is determined based on a second actual torque of the vehicle's motor at the current moment and a preset torque following threshold.

[0006] According to certain exemplary embodiments of this disclosure, before acquiring the vehicle's gear position signal, a method for controlling motor torque further includes: monitoring the vehicle's speed and brake pedal signal, and determining whether the vehicle has entered a gear shift preparation stage based on the vehicle speed and brake pedal signal; if so, acquiring a first actual torque and a motor torque threshold, and calculating a first correction coefficient based on the first actual torque and the motor torque threshold.

[0007] According to certain exemplary embodiments of this disclosure, determining whether a vehicle has entered the gear shifting preparation stage based on vehicle speed and brake pedal signal includes: if the vehicle speed is within a preset speed range and the brake pedal signal is valid, then determining that the vehicle has entered the gear shifting preparation stage; if the vehicle speed is not within the preset speed range and / or the brake pedal signal is invalid, then determining that the vehicle has not entered the gear shifting preparation stage.

[0008] According to certain exemplary embodiments of this disclosure, the motor torque threshold includes a first motor torque threshold and a second motor torque threshold, wherein the first motor torque threshold is greater than the second motor torque threshold and the second motor torque threshold is greater than 0; determining a first correction coefficient based on the first actual torque and the motor torque threshold includes: if the absolute value of the first actual torque is greater than or equal to the first motor torque threshold, then determining the value of the first correction coefficient to be 1; if the absolute value of the first actual torque is less than the first motor torque threshold but greater than the second motor torque threshold, then calculating the first correction coefficient based on the first actual torque and the first motor torque threshold; if the absolute value of the second actual torque is less than or equal to the second motor torque threshold, then determining the value of the first correction coefficient to be a first set value, wherein the first set value is calculated by the first motor torque threshold and the second motor torque threshold.

[0009] According to certain exemplary embodiments of this disclosure, after determining a first correction coefficient based on a first actual torque and a motor torque threshold, a method for controlling motor torque further includes: when it is detected that the vehicle speed exceeds a set vehicle speed hysteresis range or the vehicle speed is 0, determining that the vehicle exits the shift preparation stage and stopping the calculation of the first correction coefficient.

[0010] According to certain exemplary embodiments of this disclosure, determining whether a vehicle has entered the gear shift completion stage based on a gear position signal includes: determining whether the vehicle has switched between forward and reverse gears at adjacent times based on the gear position signal; if yes, then determining that the vehicle has entered the gear shift completion stage; if no, then determining that the vehicle has not entered the gear shift completion stage.

[0011] According to certain exemplary embodiments of this disclosure, before identifying whether a vehicle has a reverse torque trend, a method for controlling motor torque further includes: acquiring a first requested torque before the vehicle enters the shift completion stage and a second requested torque when entering the shift completion stage; identifying whether a vehicle has a reverse torque trend includes: if the product of the first requested torque and the second requested torque is less than 0, then determining that the vehicle has a reverse torque trend; if the product of the first requested torque and the second requested torque is greater than or equal to 0, then determining that the vehicle does not have a reverse torque trend.

[0012] According to certain exemplary embodiments of this disclosure, before determining the first motor torque response gradient of the vehicle's motor based on the first correction coefficient, a motor torque control method further includes: obtaining the first motor speed of the vehicle at the current moment, and retrieving a preset motor torque response gradient table, wherein the motor torque response gradient table stores the mapping relationship between each motor torque response gradient and each motor speed and the actual torque at each moment; determining the first theoretical motor torque response gradient of the vehicle's motor from the motor torque response gradient table based on the first motor speed and the first actual torque; determining the first motor torque response gradient of the vehicle's motor based on the first correction coefficient includes: calculating the first motor torque response gradient based on the first correction coefficient and the first theoretical motor torque response gradient.

[0013] According to certain exemplary embodiments of this disclosure, before detecting whether the vehicle has completed the motor torque zero-crossing stage, a motor torque control method further includes: acquiring a second actual torque, a third requested torque of the vehicle at the current moment, and a preset zero-crossing completion threshold; detecting whether the vehicle has completed the motor torque zero-crossing stage includes: if it is detected that the product of the first actual torque and the third requested torque is less than or equal to the preset zero-crossing completion threshold, then determining that the vehicle has not completed the motor torque zero-crossing stage; if it is detected that the product of the first actual torque and the third requested torque is greater than the preset zero-crossing completion threshold, then determining that the vehicle has completed the motor torque zero-crossing stage.

[0014] According to certain exemplary embodiments of this disclosure, before determining the second motor torque response gradient of the vehicle's motor based on the second correction coefficient, a motor torque control method further includes: acquiring a second actual torque and a torque following threshold, and determining a second correction coefficient based on the second actual torque and the torque following threshold; if the absolute value of the second actual torque is less than or equal to a second set value, then determining the value of the second correction coefficient to be a first set value, the second set value being calculated by the torque following threshold and the first set value; if the absolute value of the second actual torque is greater than the second set value and less than the torque following threshold, then calculating the second correction coefficient based on the second actual torque and the torque following threshold; if the absolute value of the second actual torque is greater than or equal to the torque following threshold, then determining the value of the second correction coefficient to be 1.

[0015] According to certain exemplary embodiments of this disclosure, before determining the second motor torque response gradient of the vehicle's motor based on the second correction coefficient, a motor torque control method further includes: acquiring the second motor speed of the vehicle at the current moment and retrieving a motor torque response gradient table; determining the second theoretical motor torque response gradient of the vehicle's motor from the motor torque response gradient table based on the second motor speed and the second actual torque; determining the second motor torque response gradient of the vehicle's motor based on the second correction coefficient includes: calculating the second motor torque response gradient based on the second correction coefficient and the second theoretical motor torque response gradient.

[0016] According to a second aspect of certain exemplary embodiments of the present disclosure, a motor torque control device is provided, characterized in that the device includes: a first judgment module, configured to acquire a vehicle gear position signal and determine whether the vehicle has entered a gear shift completion stage based on the gear position signal; an identification module, configured to identify whether the vehicle has a reverse trend in motor torque if it is determined that the vehicle has entered a gear shift completion stage; a first control module, configured to determine a first motor torque response gradient of the vehicle's motor based on a first correction coefficient if such a trend exists, control the motor torque of the vehicle based on the first motor torque response gradient, and continuously detect whether the vehicle has completed a motor torque zero-crossing stage, wherein the first correction coefficient is determined based on a first actual torque of the vehicle's motor at the current moment and a preset motor torque threshold; and a second control module, configured to determine a second motor torque response gradient of the vehicle's motor based on a second correction coefficient if it is detected that the vehicle has completed a motor torque zero-crossing stage, and control the motor torque of the vehicle based on the second motor torque response gradient, wherein the second correction coefficient is determined based on a second actual torque of the vehicle's motor at the current moment and a preset torque following threshold.

[0017] According to a third aspect of certain exemplary embodiments of the present disclosure, an electronic device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of any of the above methods.

[0018] According to a fourth aspect of certain exemplary embodiments of the present disclosure, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps of any of the methods described above.

[0019] According to a fifth aspect of certain exemplary embodiments of the present disclosure, a vehicle is provided, the vehicle including the electronic devices described above.

[0020] The aforementioned method, apparatus, electronic device, and storage medium for controlling motor torque acquire a vehicle's gear position signal and determine whether the vehicle has entered the gear shift completion stage based on the gear position signal. If it is determined that the vehicle has entered the gear shift completion stage, it identifies whether the vehicle has a reverse trend in motor torque. If so, it determines a first motor torque response gradient of the vehicle's motor based on a first correction coefficient, adjusts the vehicle's motor torque based on the first motor torque response gradient, and continuously detects whether the vehicle has completed the motor torque zero-crossing stage. The first correction coefficient is determined based on the vehicle's motor's first actual torque at the current moment and a preset motor torque threshold. If it is detected that the vehicle has completed the motor torque zero-crossing stage, it determines a second motor torque response gradient of the vehicle's motor based on a second correction coefficient, and adjusts the vehicle's motor torque based on the second motor torque response gradient. The second correction coefficient is determined based on the vehicle's motor's second actual torque at the current moment and a preset torque following threshold.

[0021] Therefore, by identifying the vehicle's gear position signal and the reverse trend of torque, the different stages of dynamic gear shifting that the vehicle is in can be accurately determined. Then, by combining the actual torque of the motor at the current moment with the correction coefficient calculated from the corresponding preset threshold, the motor torque response gradient can be determined. The motor torque of the vehicle can be adjusted in real time, thereby effectively suppressing the shifting shock of the vehicle during the process of the motor torque crossing zero. At the same time, it can also achieve the rapid follow of the requested torque by the motor torque after the vehicle has shifted gears, taking into account the smoothness and responsiveness of power output, and improving driving comfort and safety. Attached Figure Description

[0022] Figure 1 A flowchart illustrating a method for controlling motor torque in some exemplary embodiments of this disclosure;

[0023] Figure 2 This is a flowchart illustrating a method for determining whether a vehicle has entered the gear shift preparation stage based on vehicle speed and brake pedal signal, as shown in some exemplary embodiments of this disclosure.

[0024] Figure 3 This is a flowchart illustrating a method for determining whether a vehicle has entered the gear shift completion stage based on a gear position signal in some exemplary embodiments of this disclosure.

[0025] Figure 4 This is a structural block diagram of a business data caching device for a SaaS platform microservice framework in some other exemplary embodiments of this disclosure;

[0026] Figure 5 This is a diagram illustrating the internal structure of an electronic device in some other exemplary embodiments of this disclosure. Detailed Implementation

[0027] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0028] The following detailed descriptions are provided to aid the reader in gaining a comprehensive understanding of the methods, apparatus, electronic devices, storage media, and / or computer program products described herein. However, upon understanding the disclosure of this disclosure, various changes, modifications, and equivalents of the methods, apparatus, storage media, and / or computer program products described herein will become apparent. For example, the order of operations described herein is merely illustrative and is not limited to those orders set forth herein, but may be changed as will become clear upon understanding the disclosure of this disclosure, except for operations that must occur in a specific order. Furthermore, for clarity and conciseness, descriptions of features known in the art may be omitted.

[0029] The features described herein may be implemented in different forms and should not be construed as limited to the examples described herein. Rather, the examples described herein are provided only to illustrate some of the many feasible ways of implementing the methods, electronic devices, and / or storage media described herein, many of which will become clear upon understanding this disclosure.

[0030] The terminology used herein is for the purpose of describing various examples only and is not intended to limit disclosure. Unless the context clearly indicates otherwise, the singular form is intended to include the plural form as well. The terms “comprising,” “including,” and “having” indicate the presence of the described features, quantities, operations, components, elements, and / or combinations thereof, but do not exclude the presence or addition of one or more other features, quantities, operations, components, elements, and / or combinations thereof. Unless otherwise stated, “ / ” means “or,” for example, A / B can mean A or B; “and / or” in the text is merely a description of the relationship between related objects, indicating that three relationships can exist, for example, A and / or B can mean: A alone, A and B simultaneously, and B alone. Furthermore, in the description of embodiments of the invention, “multiple” means two or more.

[0031] Unless otherwise defined, all terms used herein (including technical and scientific terms) shall have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure pertains upon understanding this disclosure. Unless expressly defined herein, terms (such as those defined in a general dictionary) shall be interpreted as having a meaning consistent with their meaning in the context of the relevant field and in this disclosure, and shall not be interpreted in an idealized or overly formalistic manner.

[0032] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this disclosure are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this disclosure described herein can be implemented in orders other than those illustrated or described herein. The embodiments described in some of the following exemplary embodiments do not represent all embodiments consistent with this disclosure. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this disclosure as detailed in the appended claims.

[0033] Furthermore, in the description of the examples, detailed descriptions of well-known related structures or functions will be omitted when it is believed that such detailed descriptions would lead to a vague interpretation of this disclosure.

[0034] In the following description, embodiments will be described in detail with reference to the accompanying drawings. However, embodiments may be implemented in various forms and are not limited to the examples described herein.

[0035] The abbreviations and key terms in this disclosure are explained as follows:

[0036] 1. Motor torque: refers to the torsional torque generated on the motor output shaft. It is the core power parameter that drives the vehicle. Its magnitude and direction directly determine the vehicle's acceleration, deceleration and driving direction.

[0037] 2. Vehicle Control Unit (VCU): The core control unit of the power system of new energy vehicles. It is responsible for collecting driver operation commands (such as accelerator, brake, gear) and status signals of various components, coordinating the work of key components such as motor, battery, and transmission, and issuing commands such as torque requests and speed control. It is the core decision-making module for realizing motor torque control strategy.

[0038] 3. Requested torque: This refers to the target torque value issued by the VCU to the motor controller based on the current vehicle operating conditions (such as gear status, vehicle speed, and driver requirements). It serves as the basis for the motor torque output command.

[0039] 4. Motor torque response gradient: This refers to the rate of change of the motor's actual output torque over time, reflecting the speed of the motor's torque response. A smaller gradient indicates a smoother torque change, effectively suppressing shift shock; a larger gradient indicates a faster torque response, improving power responsiveness.

[0040] 5. Dynamic shifting: refers to the process of switching between D and R gears while the vehicle is in motion without interrupting power transmission.

[0041] In some exemplary embodiments of this disclosure, such as Figure 1As shown, a method for controlling motor torque is provided. Taking the application of this method to electronic devices as an example, the method includes the following steps:

[0042] Step 101: Obtain the vehicle's gear position signal and determine whether the vehicle has entered the gear shift completion stage based on the gear position signal.

[0043] Specifically, this embodiment divides the dynamic gear shifting process of a vehicle into a gear shift preparation stage and a gear shift completion stage. The gear shift completion stage refers to the stage after the vehicle has completed the shift between forward gear (D) and reverse gear (R). This stage is the critical influence range for the occurrence of zero-crossing torque impact of the motor. Therefore, by collecting the vehicle's gear position signal in real time and analyzing whether the vehicle has shifted between D and R, it is possible to accurately determine whether the vehicle has entered the gear shift completion stage.

[0044] Step 102: If it is determined that the vehicle has entered the gear shift completion stage, then identify whether there is a reverse torque trend of the motor in the vehicle.

[0045] Specifically, after the vehicle enters the shift completion phase, i.e., after the vehicle completes the shift from D to R, if the requested torque sign of the vehicle control unit (VCU) changes in the opposite direction (from positive to negative or from negative to positive), the vehicle will exhibit a reverse torque trend, meaning that the motor torque will cross zero during the shift completion phase. Therefore, after confirming that the vehicle has entered the shift completion phase, identifying whether the vehicle will experience a motor torque crossing zero during the shift completion phase can determine whether a torque control strategy to address the torque zero-crossing impact needs to be activated.

[0046] Step 103: If it exists, determine the first motor torque response gradient of the vehicle's motor based on the first correction coefficient, adjust the motor torque of the vehicle based on the first motor torque response gradient, and continuously detect whether the vehicle has completed the motor torque zero crossing stage.

[0047] The first correction coefficient is determined based on the vehicle's motor's first actual torque at the current moment and a preset motor torque threshold.

[0048] Specifically, after determining that the vehicle's motor torque exhibits a reverse trend, to suppress the gear engagement shock generated during the motor torque zero-crossing process, a first correction coefficient is used to calculate the actual torque response gradient of the motor in real time. This allows for precise control of the rate of change of motor torque, preventing gear meshing shock caused by rapid reverse switching of motor torque. This first correction coefficient is determined by comparing the vehicle's current actual motor torque with a preset motor torque threshold. The preset motor torque threshold is typically pre-calibrated based on factors such as the vehicle's powertrain characteristics and shift shock suppression requirements. This ensures that the first correction coefficient, determined based on the vehicle's actual torque and the preset motor torque threshold, can adaptively adjust its correction strength according to the actual torque magnitude. The closer the torque is to the zero-crossing range, the stronger the correction; the further away from the zero-crossing range, the weaker the correction. By correcting the motor's torque response gradient using the first correction coefficient, a first motor torque response gradient suitable for the zero-crossing torque condition can be calculated, achieving dynamic adaptation of the torque response gradient and making the motor torque control more consistent with actual operating conditions. Finally, by adjusting the vehicle's motor torque through the first motor torque response gradient, the magnitude of torque changes rapidly crossing zero can be effectively reduced, mitigating the impact force on gear shifting when the motor torque crosses zero, and avoiding noticeable shift shocks in the entire vehicle. Simultaneously, during the adjustment process, continuous monitoring of whether the vehicle has completed the torque zero-crossing phase provides an accurate timing for switching to a power-following control strategy, ensuring a smooth transition between shock suppression and power response, and improving driving comfort and safety.

[0049] Step 104: If the vehicle is detected to have completed the zero-crossing stage of motor torque, the second motor torque response gradient of the vehicle's motor is determined based on the second correction coefficient, and the motor torque of the vehicle is adjusted based on the second motor torque response gradient.

[0050] The second correction coefficient is determined based on the vehicle's motor's second actual torque at the current moment and a preset torque following threshold.

[0051] Specifically, after detecting that the vehicle has completed the zero-torque crossing phase of the motor, to ensure the timeliness and smoothness of the vehicle's power response after gear shifting, and to meet the requirement of the motor torque quickly following the torque requested by the VCU, a second correction coefficient is used to calculate the actual torque response gradient of the motor in real time. This allows for precise control of the rate of change of the vehicle's motor torque, improving the efficiency and stability of the motor torque following. This second correction coefficient is determined by calculating the second actual torque of the motor at the current moment and a preset torque following threshold. The preset torque following threshold is usually pre-calibrated based on factors such as the motor's power output characteristics and the torque response requirements requested by the VCU. This allows the second correction coefficient, determined based on the vehicle's actual torque and the preset threshold, to adaptively adjust the correction force according to the actual torque magnitude, balancing the speed and smoothness of the motor quickly following the torque requested by the VCU after the zero-torque crossing. Then, by correcting the motor's torque response gradient using a second correction coefficient, the second motor torque response gradient adapted to torque following conditions can be calculated. Finally, the vehicle's motor torque is adjusted using the second motor torque response gradient to achieve dynamic switching of the torque response gradient from shock suppression to power following. This ensures timely power output after gear shifting and avoids situations where power connection is not smooth, thus achieving a seamless connection between shock suppression and power following. This solves the shock problem of dynamic gear shifting and ensures the power and comfort of the driving process, thereby improving the user's driving experience.

[0052] The aforementioned method for controlling motor torque accurately determines the different stages of dynamic gear shifting by identifying the vehicle's gear position signal and the reverse trend of torque. It then determines the motor torque response gradient by combining the actual motor torque at the current moment with the correction coefficient calculated from the corresponding preset threshold. This allows for real-time adjustment of the vehicle's motor torque, effectively suppressing the shifting shock during the motor torque crossing zero. Simultaneously, it enables the motor torque to quickly follow the requested torque after the gear shift, balancing the smoothness and responsiveness of power output and improving driving comfort and safety.

[0053] In some exemplary embodiments of this disclosure, such as Figure 2 As shown, before step 101 above, that is, before obtaining the vehicle's gear position signal, a method for controlling motor torque may further include the following steps:

[0054] Step 201: Monitor the vehicle speed and brake pedal signal, and determine whether the vehicle has entered the gear shift preparation stage based on the vehicle speed and brake pedal signal.

[0055] Step 202: If yes, then obtain the first actual torque and the motor torque threshold, and calculate the first correction coefficient based on the first actual torque and the motor torque threshold.

[0056] Specifically, since the dynamic shifting process of D / R gears only occurs when the vehicle is running at low speeds (generally less than 3 km / h) and the triggering conditions of the brake pedal signal are met, before acquiring the vehicle's gear signal to determine whether the vehicle has entered the shift completion stage, the vehicle speed and brake pedal signal can be monitored to accurately identify whether the vehicle has entered the shift preparation stage. This avoids unnecessary torque correction coefficient calculations under non-dynamic shifting conditions, reduces computational redundancy in electronic equipment, and lowers the computational burden. Furthermore, once it is determined that the vehicle has entered the shift preparation stage, the current first actual torque of the vehicle's motor and a preset motor torque threshold (the motor torque threshold is pre-calibrated based on factors such as vehicle powertrain characteristics and shift shock suppression targets, used to divide the sensitive and non-sensitive ranges of motor torque zero crossing, and provides a basis for determining the calculation method of the first correction coefficient) are obtained. Based on the numerical relationship between the first actual torque and the motor torque threshold, the first correction coefficient adapted to the motor torque zero crossing condition is calculated in real time. By pre-calculating the first correction coefficient during the gear shift preparation stage, the motor's basic torque response gradient can be immediately corrected when the vehicle detects that it has completed the D / R gear shift, entered the gear shift completion stage, and there is a reverse torque trend in the motor. This allows for the rapid acquisition of the first motor torque response gradient that is adapted to the shock suppression requirements under the condition of motor torque crossing zero, without the need to wait for the calculation time of the correction coefficient. This ensures the immediate response of the torque control strategy, reduces the delay in shock suppression, minimizes the gear impact caused by the rapid crossing of motor torque to zero, and ensures the smoothness of the dynamic gear shifting process.

[0057] In one example, based on the above embodiment, the specific implementation of determining whether the vehicle has entered the gear shift preparation stage based on vehicle speed and brake pedal signal in step 201 is further explained. Specifically, determining whether the vehicle has entered the gear shift preparation stage based on vehicle speed and brake pedal signal may include the following steps: if the vehicle speed is within a preset speed range and the brake pedal signal is valid, then the vehicle is determined to have entered the gear shift preparation stage; if the vehicle speed is not within the preset speed range and / or the brake pedal signal is invalid, then the vehicle is determined not to have entered the gear shift preparation stage.

[0058] Specifically, the vehicle speed sensor signal and brake pedal position sensor signal can be collected in real time and combined with preset judgment rules to complete the identification of the gear shift preparation stage. The preset speed range is used to determine whether the vehicle is in a low-speed applicable scenario for dynamic gear shifting. It is usually pre-calibrated based on factors such as the typical operating characteristics of dynamic gear shifting and the response threshold of the vehicle's power system. For example, the preset speed range is calibrated as 0km / h < V < 3km / h. This range excludes static gear shifting scenarios when the vehicle is stationary (V=0km / h) and also filters out operating conditions where dynamic gear shifting is not required when the vehicle speed is too high (V≥3km / h), ensuring that only scenarios that truly require impact suppression strategies are locked. The brake pedal signal is valid based on the electrical signal indicator β=1, which means that the driver has pressed the brake pedal. This is a safe triggering prerequisite for dynamic gear shifting and can prevent the vehicle from unexpectedly lurching during the gear shifting process. When the vehicle simultaneously meets two conditions—that the vehicle speed is within the preset speed range and the brake pedal signal is valid—it can be accurately determined that the vehicle has entered the gear shift preparation stage, providing a trigger signal for the subsequent pre-calculation of the first correction coefficient. If the vehicle speed is not within the preset speed range and / or the brake pedal signal is invalid (β=0), it indicates that the current operating condition does not meet the prerequisite for dynamic gear shifting. Therefore, it is determined that the vehicle has not entered the gear shift preparation stage, and the conventional motor torque control logic is maintained to avoid invalid calculations occupying electronic equipment resources.

[0059] In one example, the motor torque threshold includes a first motor torque threshold and a second motor torque threshold. The first motor torque threshold is greater than the second motor torque threshold, and the second motor torque threshold is greater than 0. Based on the above embodiment, the specific implementation method of determining the first correction coefficient based on the first actual torque and the motor torque threshold in step 202 is further explained. That is, determining the first correction coefficient based on the first actual torque and the motor torque threshold can specifically include the following steps: if the absolute value of the first actual torque is greater than or equal to the first motor torque threshold, then the value of the first correction coefficient is determined to be 1; if the absolute value of the first actual torque is less than the first motor torque threshold but greater than the second motor torque threshold, then the first correction coefficient is calculated based on the first actual torque and the first motor torque threshold; if the absolute value of the second actual torque is less than or equal to the second motor torque threshold, then the value of the first correction coefficient is determined to be a first set value, which is calculated by the first motor torque threshold and the second motor torque threshold.

[0060] Specifically, to accurately delineate the sensitive and non-sensitive intervals of motor torque crossing zero, and to ensure that the first correction coefficient, determined based on the first actual torque and the motor torque threshold, can dynamically match the impact suppression requirements under different torque intervals, the preset motor torque thresholds include a first motor torque threshold for defining the upper limit of the non-sensitive interval and a second motor torque threshold for defining the lower limit of the sensitive interval. The values ​​of the first and second motor torque thresholds are pre-calibrated based on factors such as vehicle powertrain characteristics and shift impact suppression target requirements, and satisfy the relationship that the first motor torque threshold is greater than the second motor torque threshold and the second motor torque threshold is greater than 0. Therefore, the current range of the motor's first actual torque can be accurately identified using the first and second motor torque thresholds, thereby determining the calculation method for the first correction coefficient to ensure that the calculated first correction coefficient accurately matches the current actual torque condition. If the absolute value of the first actual torque is greater than or equal to the first motor torque threshold, the first correction coefficient is directly set to 1; if the absolute value of the first actual torque is between the first motor torque threshold and the second motor torque threshold, the first correction coefficient is calculated in real time based on the first actual torque and the first motor torque threshold; if the absolute value of the first actual torque is less than or equal to the second motor torque threshold, the value of the first correction coefficient (i.e., the first set value) is directly determined by the first motor torque threshold and the second motor torque threshold.

[0061] For example, taking a first motor torque threshold T1 preset to 100 Nm and a second motor torque threshold T2 preset to 10 N·m (T1 > T2 > 0) as an example, assuming the first set value k1 is determined based on the ratio of the second motor torque threshold T2 to the first motor torque threshold T1, then the first set value k1 = T2 / T1 = 0.1. The calculation formula for determining the first correction coefficient based on the first actual torque and the motor torque threshold is as follows:

[0062] ;

[0063] In the formula, δ1 represents the first correction coefficient, with a value range of [k1, 1], T m1 T1 represents the first actual torque in N·m, T2 represents the second motor torque threshold in N·m, k1 represents the first set value, k1=T2 / T1=0.1, and abs represents the absolute value calculation function.

[0064] When the first actual torque T m1 When the absolute value of the first motor torque threshold T1 is greater than or equal to the first motor torque threshold T1, it is determined that the actual torque of the current motor is in the zero-crossing insensitive range, and the first correction coefficient δ1 is set to 1, without needing to correct the motor torque response gradient; when the first actual torque T1 is greater than or equal to the first motor torque threshold T1, it is determined that the actual torque of the current motor is in the zero-crossing insensitive range, and the first correction coefficient δ1 is set to 1, without needing to correct the motor torque response gradient; when the absolute value of the first actual torque T1 is greater than or equal to the first motor torque threshold T1, it is determined that the actual torque of the current motor is in the zero-crossing insensitive range, and the first correction coefficient δ1 is set to 1, without needing to correct the motor torque response gradient. m1When the absolute value of the torque is greater than the second motor torque threshold T2 and less than the first motor torque threshold T1, it is determined that the current actual torque of the motor is in the transition range where the motor torque crosses zero. Then, the first actual torque T is calculated. m1 The ratio of the absolute value of the first motor torque threshold T1 to the first correction coefficient δ1 is used to determine the value of the first correction coefficient δ1, thereby realizing the first actual torque T of the motor. m1 As the absolute value of the torque gradually decreases from the first motor torque threshold T1 to the second motor torque threshold T2, the value of the first correction coefficient δ1 gradually decreases from 1 to 0.1. This causes the first motor torque response gradient calculated in real time using the first correction coefficient δ1 to gradually decrease, and the rate of change of the motor torque to slow down synchronously. This reduces the risk of gear impact caused when the motor torque approaches the zero-crossing range, avoids gear meshing impact caused by rapid reverse torque switching, and lays the foundation for the smooth zero-crossing of the motor torque. m1 When the absolute value of the torque is less than the second motor torque threshold T2, it is determined that the actual torque of the current motor is in the sensitive range of torque zero crossing. Therefore, the value of the first correction coefficient δ1 is fixed at 0.1. This minimizes the motor torque response gradient to reduce the impact of the motor torque crossing zero, while also avoiding a small torque response gradient that could lead to delayed power delivery. This balances the smoothness of dynamic shifting with the continuity of torque transition. It should be noted that this embodiment only exemplifies a method for determining the first correction coefficient based on the first actual torque and the motor torque threshold. In practical applications, the calibration value of the torque threshold or the calculation logic of the correction coefficient (such as nonlinear function calculation) can be adjusted according to the powertrain characteristics and impact suppression accuracy requirements of different vehicle models. This embodiment does not limit this.

[0065] In one example, after step 202 above, that is, after determining the first correction coefficient based on the first actual torque and the motor torque threshold, a motor torque control method may further include the following steps: when the vehicle speed is detected to exceed the set vehicle speed hysteresis range or the vehicle speed is 0, it is determined that the vehicle exits the gear shift preparation stage and the calculation of the first correction coefficient is stopped.

[0066] Specifically, to avoid frequent changes in operating condition recognition due to slight fluctuations in vehicle speed after the vehicle enters the shift preparation stage, and to ensure the stability and reliability of the shift preparation stage recognition, a vehicle speed hysteresis range is set. The upper limit of this vehicle speed hysteresis range can be determined by adding a preset compensation value to the upper limit of a preset vehicle speed range (e.g., 3 km / h + 2 km / h, i.e., the upper limit of the vehicle speed hysteresis is 5 km / h). The preset compensation value can be pre-calibrated based on factors such as the actual operating condition fluctuation range of dynamic shifting and the measurement accuracy of the vehicle speed sensor. It can effectively filter out interference from normal vehicle speed fluctuations, thereby effectively avoiding frequent entry and exit from the shift preparation stage due to slight fluctuations in vehicle speed. Once the vehicle has entered the gear shifting preparation stage, if the vehicle speed is detected to exceed the speed lag range (e.g., exceeding 5 km / h), it indicates that the vehicle has left the low-speed applicable scenario for dynamic gear shifting. Alternatively, if the vehicle speed is detected to drop to 0 km / h, it indicates that the vehicle has entered a stationary state. Neither of these conditions satisfies the prerequisite for dynamic gear shifting. In this case, the vehicle is determined to have exited the gear shifting preparation stage, and the calculation of the first correction coefficient (δ1) is immediately stopped. This avoids the invalid calculation of the first correction coefficient occupying the computing resources of electronic equipment and prevents the frequent restart of the calculation of the first correction coefficient from causing subsequent torque control logic disorder, thereby improving the stability and rationality of the entire impact suppression strategy.

[0067] In some exemplary embodiments of this disclosure, based on the above embodiments, the specific implementation method of determining whether the vehicle has entered the gear shift completion stage based on the gear position signal in step 101 is further described. For example... Figure 3 As shown, determining whether a vehicle has entered the gear shift completion stage based on the gear position signal can specifically include the following steps:

[0068] Step 301: Determine whether the vehicle switches between forward and reverse gears at adjacent times based on the gear position signal.

[0069] Step 302: If yes, then confirm that the vehicle has entered the gear shift completion stage;

[0070] Step 303: If not, then it is determined that the vehicle has not entered the gear shift completion stage.

[0071] Specifically, to accurately identify key points in vehicle dynamic gear shifting and ensure timely switching of the torque control strategy to shock suppression mode, this embodiment determines whether the vehicle has entered the gear shift completion stage by real-time monitoring of the timing changes of the vehicle's gear position signal. First, the vehicle's gear position signal is continuously collected at adjacent times (e.g., time t and time t-1). Then, based on the collected gear position signal, it is determined whether a switch between forward gear (D) and reverse gear (R) has occurred (including both switching from D to R and from R to D). If the vehicle is identified to have undergone the aforementioned D / R gear switch, it is determined that the vehicle has entered the gear shift completion stage, at which point the subsequent motor torque zero-crossing shock suppression logic needs to be activated. If the vehicle is not identified to have undergone a D / R gear switch (e.g., the gear remains unchanged, or the vehicle is switched to neutral), it indicates that there is currently no dynamic gear shift requirement, and the vehicle has not entered the gear shift completion stage. This determination method does not rely on complex parameter calculations. By monitoring the timing changes of the vehicle's gear signal, it directly determines the key node when the vehicle enters the gear shift completion stage. This ensures both the accuracy and real-time nature of the identification, and provides a clear operating condition trigger basis for subsequent shock suppression based on the reverse torque trend and switching to power following mode after zero crossing, ensuring that the entire control logic and gear shifting process are precisely synchronized.

[0072] In some exemplary embodiments of this disclosure, before step 102 above, i.e., before identifying whether the vehicle has a reverse torque trend, a motor torque control method may further include the following steps: obtaining a first requested torque before the vehicle enters the shift completion stage and a second requested torque when entering the shift completion stage; the step of identifying whether the vehicle has a reverse torque trend in step 102 may specifically include the following steps: if the product of the first requested torque and the second requested torque is less than 0, then it is determined that the vehicle has a reverse torque trend; if the product of the first requested torque and the second requested torque is greater than or equal to 0, then it is determined that the vehicle does not have a reverse torque trend.

[0073] Specifically, to accurately identify whether the vehicle exhibits a reverse torque trend in the motor, key torque parameters of the vehicle must be acquired before and during the shift completion phase. Then, based on these key torque parameters, it is precisely determined whether the shift completion phase involves the motor torque crossing to zero, thereby triggering targeted shock suppression logic. The key torque parameters include a first requested torque and a second requested torque. The first requested torque refers to the VCU's requested torque before the vehicle enters the shift completion phase, such as the real-time VCU requested torque (denoted by T) when the vehicle is at the end of the shift preparation phase and has not yet completed the D / R gear shift. t-1 The second requested torque refers to the VCU requested torque when the vehicle enters the shift completion stage, such as the real-time VCU requested torque at the moment the vehicle completes the D / R gear shift (denoted by T). t(This indicates that) both the first and second requested torques can be obtained by real-time acquisition of torque control signals issued by the VCU, ensuring accurate matching of data with operating conditions and timing.

[0074] When identifying a reverse torque trend in a motor, the sign of the first requested torque and the second requested torque can be opposite to determine whether the motor needs to switch torque direction. If the product of the first requested torque and the second requested torque is less than 0, i.e., T... t-1 ·T t <0 indicates that the two values ​​have opposite signs, meaning the motor needs to quickly switch from the current torque direction to the opposite direction, which inevitably involves a torque zero-crossing phase. At this point, it is determined that the vehicle has a reverse torque trend, and the motor torque response gradient correction coefficient δ1, pre-calculated during the shift preparation phase, must be immediately activated to reduce the vehicle's torque response gradient and weaken the impact of gear engagement. If the product of the two values ​​is greater than or equal to 0, i.e., T... t-1 ·T t If the value is ≥0, it indicates that the two values ​​have the same sign or at least one of them is 0. The motor torque does not need to switch in reverse, and there is no torque zero-crossing. Therefore, it is determined that the vehicle does not exhibit a reverse torque trend, and the normal torque control logic can be maintained without activating the impact suppression strategy. This determination method can quickly reach a conclusion through simple numerical multiplication, ensuring both accuracy and real-time performance while avoiding delays caused by complex parameter fusion calculations. It ensures that the impact suppression logic is activated only under truly necessary operating conditions, balancing control effectiveness and computational efficiency.

[0075] In some exemplary embodiments of this disclosure, before step 103 above, i.e. before determining the first motor torque response gradient of the vehicle's motor based on the first correction coefficient, a motor torque control method may further include the following steps: obtaining the first motor speed of the vehicle at the current moment, and retrieving a preset motor torque response gradient table, wherein the motor torque response gradient table stores the mapping relationship between each motor torque response gradient and each motor speed and the actual torque at each moment; determining the first theoretical motor torque response gradient of the vehicle's motor from the motor torque response gradient table based on the first motor speed and the first actual torque; the step of determining the first motor torque response gradient of the vehicle's motor based on the first correction coefficient in step 102 may specifically include the following steps: calculating the first motor torque response gradient based on the first correction coefficient and the first theoretical motor torque response gradient.

[0076] Specifically, before determining the first motor torque response gradient of the vehicle's motor using the first correction coefficient, it is necessary to first obtain the theoretical torque response gradient based on the motor's real-time operating state. Then, the theoretical torque response gradient is corrected using the first correction coefficient to determine the first motor torque response gradient. First, the vehicle's first motor speed is collected by a motor speed sensor at the current moment, and a preset motor torque response gradient table is retrieved from the vehicle control system's calibration parameter library. This gradient table can be constructed based on motor bench tests, real-vehicle road tests, and powertrain characteristic simulation data. The table stores a multi-dimensional mapping relationship between each motor torque response gradient and each motor speed range, as well as the actual torque range at each moment. Then, based on the currently collected first motor speed and first actual torque, the first theoretical motor torque response gradient corresponding to the current motor operating state is accurately determined in the motor torque response gradient table using a two-parameter range matching and linear interpolation algorithm. Finally, the first motor torque response gradient adapted to the current torque zero-crossing condition can be calculated using the first correction coefficient and the first theoretical motor torque response gradient. For example, the calculation formula for the first motor torque response gradient based on the first correction coefficient and the first theoretical motor torque response gradient is as follows:

[0077] g a1 = g1·δ1;

[0078] In the formula, g a1 δ1 represents the first motor torque response gradient, g1 represents the first theoretical motor torque response gradient obtained by looking up the first motor speed and the first actual torque, and δ1 represents the first correction coefficient.

[0079] Therefore, by real-time correction of the theoretical torque response gradient to match the current operating conditions using a correction coefficient, the baseline of the power response under different motor speeds and actual torques is ensured, while the impact suppression force during the torque zero-crossing stage is dynamically adjusted through the first correction coefficient. For example, when the vehicle is detected to be entering the gear shift completion stage and there is a reverse trend in motor torque, the first theoretical motor torque response gradient g1 is corrected by the gradually decreasing first correction coefficient δ1 calculated in real time, which can make the final first motor torque response gradient g... a1 Synchronous slowdown avoids the impact of rapid torque crossing to zero, which can cause gear-clamping shocks. This design avoids the problem that a single fixed gradient cannot balance power and smoothness, ensuring that the motor torque response during dynamic shifting meets control requirements while minimizing zero-crossing shocks and guaranteeing a smooth driving experience.

[0080] In some exemplary embodiments of this disclosure, before the step 103 above, which detects whether the vehicle has completed the zero-crossing stage of the motor torque, a method for controlling motor torque may further include the following steps: acquiring a second actual torque, a third requested torque of the vehicle at the current moment, and a preset zero-crossing completion threshold; the step 103, which detects whether the vehicle has completed the zero-crossing stage of the motor torque, may specifically include the following steps: if the product of the second actual torque and the third requested torque is detected to be less than or equal to the preset zero-crossing completion threshold, then it is determined that the vehicle has not completed the zero-crossing stage of the motor torque; if the product of the second actual torque and the third requested torque is detected to be greater than the preset zero-crossing completion threshold, then it is determined that the vehicle has completed the zero-crossing stage of the motor torque.

[0081] Specifically, before detecting whether the vehicle has completed the zero-crossing phase of the motor torque, it is necessary to obtain the key judgment parameters used to determine whether the vehicle has completed the zero-crossing phase of the motor torque, that is, to obtain the second actual torque T of the vehicle at the current moment. m2 The current VCU third requested torque T3 and the preset zero-crossing completion threshold T0 are used. The zero-crossing completion threshold T0 is a judgment threshold based on motor bench tests, real vehicle road tests, and impact suppression target calibration. It is usually set to a positive number close to 0 (e.g., 0.5 N·m). Its value calibration needs to take into account both judgment accuracy and anti-interference ability to avoid misjudgment due to small fluctuations in motor torque.

[0082] Furthermore, when detecting whether the vehicle has completed the zero-crossing phase of the motor torque, the second actual torque T can be used. m2 By comparing the product of the first actual torque and the third requested torque T3 with the zero-crossing completion threshold T0, the completion status of the torque zero-crossing stage can be accurately determined. If the product of the first actual torque and the third requested torque is less than or equal to the preset zero-crossing completion threshold (i.e., T0), the torque zero-crossing completion status can be accurately determined. m2 If T3≤T0), it indicates that the actual torque of the motor is still in the zero-crossing transition range. At this time, the absolute value of the torque is small, or the direction of the actual torque is not completely synchronized with the requested torque, and a stable output state has not yet been reached. Therefore, it is determined that the vehicle has not completed the zero-crossing stage of the motor torque, and the impact suppression strategy based on the first motor torque response gradient continues. If the product of the first actual torque and the third requested torque is detected to be greater than the preset zero-crossing completion threshold (i.e., T0), it is determined that the vehicle has not completed the zero-crossing stage of the motor torque, and the impact suppression strategy based on the first motor torque response gradient continues. m2If T3 > T0, it indicates that the actual motor torque has completed the direction switch and is consistent with the direction of the third requested torque, and the output torque has reached a stable range. At this point, it is determined that the vehicle has completed the motor torque zero-crossing stage. The impact suppression strategy needs to be exited, and the system should be switched to the conventional torque control logic or power following mode to ensure the timeliness of subsequent power response. The above method for determining whether the vehicle has completed the motor torque zero-crossing stage avoids misjudgments caused by minor fluctuations in motor torque (such as brief zero-crossings caused by sensor noise) and also prevents delays in zero-crossing determination caused by dynamic adjustments to the requested torque. This ensures that the detection results of the zero-crossing stage are highly matched with the actual operating conditions of dynamic shifting, providing a reliable basis for the precise start and stop of the impact suppression strategy.

[0083] In some exemplary embodiments of this disclosure, based on the above embodiments, before the step of determining the second motor torque response gradient of the vehicle's motor based on the second correction coefficient in step 104, a motor torque control method may further include the following steps: obtaining a second actual torque and a torque following threshold, and determining a second correction coefficient based on the second actual torque and the torque following threshold; if the absolute value of the second actual torque is less than or equal to a second set value, then determining the value of the second correction coefficient to be a first set value, the second set value being calculated by the torque following threshold and the first set value; if the absolute value of the second actual torque is greater than the second set value and less than the torque following threshold, then calculating the second correction coefficient based on the second actual torque and the torque following threshold; if the absolute value of the second actual torque is greater than or equal to the torque following threshold, then determining the value of the second correction coefficient to be 1.

[0084] Specifically, when determining that the vehicle has completed the zero-crossing stage of the motor torque, that is, to achieve a smooth transition from the impact suppression mode to the power following mode after the vehicle completes the zero-crossing stage, and to avoid secondary impacts caused by abrupt changes in the correction coefficient, the second correction coefficient needs to be dynamically calculated in intervals based on the second actual torque and a preset torque following threshold. The torque following threshold is a critical value calibrated based on the actual vehicle power response requirements and the impact suppression target, used to divide the residual impact suppression interval and the power following interval. The first set value is a value determined by the first motor torque threshold and the second motor torque threshold, consistent with the minimum value of the first correction coefficient, ensuring smoothness in the low-torque phase after zero-crossing. The second set value is a transition interval critical value calculated by the torque following threshold and the first set value (e.g., calculated by multiplying the torque following threshold and the first set value), used to define the boundary between the torque suppression interval and the torque smooth transition interval. Therefore, the interval range of the motor's current second actual torque can be accurately identified by the second set value and the torque following threshold, thereby determining the calculation method of the second correction coefficient to ensure that the second correction coefficient is accurately adapted to the control requirements of different torque stages after zero-crossing. If the absolute value of the second actual torque is less than or equal to the second set value, the second correction coefficient is directly set to the first set value; if the absolute value of the second actual torque is greater than the second set value and less than the torque following threshold, the second correction coefficient is calculated in real time based on the second actual torque and the torque following threshold; if the absolute value of the second actual torque is greater than or equal to the torque following threshold, the value of the second correction coefficient is determined to be 1.

[0085] For example, taking a torque following threshold T4 preset to 5 N·m, a first set value k1 preset to 0.1, and a second set value k2 calculated as T4 × k1, the calculation formula for determining the second correction coefficient based on the second actual torque and the torque following threshold is as follows:

[0086] ;

[0087] In the formula, δ2 represents the second correction coefficient, with a value range of [k1, 1], and T m2 T4 represents the second actual torque in N·m, T2 represents the torque following threshold in N·m, k2 = T4 × k1 = 0.5 N·m, and abs represents the absolute value calculation function.

[0088] Therefore, when the second actual torque T m2 When the absolute value of the torque is less than or equal to the second set value (k2 = 0.5 N·m), it is determined that the current motor is in the torque suppression range after the motor torque has crossed zero. The second correction coefficient δ2 is set to 0.1, consistent with the minimum value of the first correction coefficient, to avoid secondary impact caused by low torque fluctuations. When the second actual torque T m2When the absolute value of the torque is greater than the second set value (k2=0.5N·m) and less than the torque following threshold T4, it is determined that the current motor is in the transition range after the motor torque crosses zero, and the impact suppression force needs to be gradually reduced. This is achieved by calculating the second actual torque T. m2 The ratio of the absolute value of the torque to the torque following threshold T4 determines the value of the second correction coefficient δ2. This allows the second correction coefficient δ2 to gradually increase from 0.1 to 1, resulting in a synchronous and gradual increase in the second motor torque response gradient and a smooth increase in the motor torque change rate, achieving a smooth transition from impact suppression to power following. m2 When the absolute value of the torque following threshold T4 is greater than or equal to the torque following threshold, the current motor is determined to have entered the following range of stable power output. No additional impact suppression is required, and the second correction coefficient δ2 is set to 1 to make the torque response gradient of the second motor consistent with the theoretical gradient, ensuring the timeliness and following performance of the power response. It should be noted that this embodiment only exemplifies a calculation method for determining the second correction coefficient based on the second actual torque and the torque following threshold. In practical applications, the calibration value of the torque following threshold, the value of the first set value, or the calculation logic of the correction coefficient (such as nonlinear function calculation) can be adjusted according to the power system characteristics and impact suppression accuracy requirements of different vehicle models. This embodiment does not limit this.

[0089] In some exemplary embodiments of this disclosure, before further explaining the step of determining the second motor torque response gradient of the vehicle's motor based on the second correction coefficient in step 104, a motor torque control method may further include the following steps: obtaining the second motor speed of the vehicle at the current moment and retrieving the motor torque response gradient table; determining the second theoretical motor torque response gradient of the vehicle's motor from the motor torque response gradient table based on the second motor speed and the second actual torque; the step of determining the second motor torque response gradient of the vehicle's motor based on the second correction coefficient in step 104 may specifically include the following steps: calculating the second motor torque response gradient based on the second correction coefficient and the second theoretical motor torque response gradient.

[0090] Specifically, before determining the second motor torque response gradient of the vehicle's motor using the second correction coefficient, it is necessary to first obtain the theoretical torque response gradient by combining the real-time operating state of the motor after zero crossing. Then, the theoretical torque response gradient is corrected using the second correction coefficient to determine the second motor torque response gradient. First, the second motor speed of the vehicle at the current moment is collected by the motor speed sensor, and a preset motor torque response gradient table is retrieved from the calibration parameter library of the vehicle control system. This gradient table is the same as the motor torque response gradient table used in step 103, which stores a multi-dimensional mapping relationship between each motor torque response gradient and each motor speed range and the actual torque range at each moment. Then, based on the currently collected second motor speed and second actual torque, the second theoretical motor torque response gradient corresponding to the current motor operating state is accurately determined in the motor torque response gradient table through a two-parameter range matching and linear interpolation algorithm. Finally, the second motor torque response gradient adapted to the power following condition after zero crossing can be calculated using the second correction coefficient and the second theoretical motor torque response gradient. For example, the calculation formula for the second motor torque response gradient based on the second correction coefficient δ2 and the second theoretical motor torque response gradient g2 is as follows:

[0091] g a2 = g2·δ2;

[0092] In the formula, g a2 δ2 represents the second motor torque response gradient, g2 represents the second theoretical motor torque response gradient obtained by looking up the table using the second motor speed and the second actual torque, and δ2 represents the second correction coefficient.

[0093] Therefore, by using a second correction coefficient to correct the theoretical torque response gradient in real time to match the zero-crossing operating condition, the baseline of the power response under different motor speeds and actual torques is ensured. Furthermore, the second correction coefficient enables smooth adjustment of the torque response strength from the impact suppression stage to the power following stage. For example, when the vehicle completes the motor torque zero-crossing stage, the second theoretical motor torque response gradient g2 is corrected by a gradually increasing correction coefficient δ2 calculated in real time, resulting in a final second motor torque response gradient g. a2 The system simultaneously enhances performance, enabling a seamless transition from shock suppression mode to power-following mode, avoiding secondary shocks while ensuring timely power response. This design ensures smooth torque transition during the zero-crossing phase and quickly matches subsequent power output demands. This effectively suppresses shift shocks during the motor torque zero-crossing process while simultaneously enabling rapid torque follow-up from the motor to the requested torque after a shift, balancing power output smoothness and responsiveness, and improving driving comfort and safety.

[0094] It should be understood that although the steps in the flowchart are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order constraint on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowchart may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the sub-steps or stages of other steps.

[0095] In some exemplary embodiments of this disclosure, such as Figure 4 As shown, a motor torque control device is provided, including a first judgment module 401, an identification module 402, a first control module 403, and a second control module 404. The first judgment module 401 is used to acquire the vehicle's gear position signal and determine whether the vehicle has entered the gear shift completion stage based on the gear position signal. The identification module 402 is used to identify whether the vehicle has a reverse torque trend if it is determined that the vehicle has entered the gear shift completion stage. The first control module 403 is used to determine the first motor torque response gradient of the vehicle's motor based on a first correction coefficient if such a trend exists, and to control the vehicle's motor torque based on the first motor torque response gradient, and to continuously detect whether the vehicle has completed the motor torque zero-crossing stage. The first correction coefficient is determined based on the vehicle's motor's first actual torque at the current moment and a preset motor torque threshold. The second control module 404 is used to determine the second motor torque response gradient of the vehicle's motor based on a second correction coefficient if the vehicle has completed the motor torque zero-crossing stage, and to control the vehicle's motor torque based on the second motor torque response gradient. The second correction coefficient is determined based on the vehicle's motor's second actual torque at the current moment and a preset torque following threshold.

[0096] In one embodiment of this disclosure, a motor torque control device further includes: a second judgment module, used to monitor the vehicle speed and brake pedal signal, and determine whether the vehicle has entered the gear shift preparation stage based on the vehicle speed and brake pedal signal; and a calculation module, used to obtain a first actual torque and a motor torque threshold if the vehicle speed and brake pedal signal are present, and calculate a first correction coefficient based on the first actual torque and the motor torque threshold.

[0097] In one embodiment of this disclosure, the second determination module is specifically used to: determine that the vehicle has entered the gear shifting preparation stage if the vehicle speed is within a preset speed range and the brake pedal signal is valid; and determine that the vehicle has not entered the gear shifting preparation stage if the vehicle speed is not within the preset speed range and / or the brake pedal signal is invalid.

[0098] In one embodiment of this disclosure, the motor torque threshold includes a first motor torque threshold and a second motor torque threshold, wherein the first motor torque threshold is greater than the second motor torque threshold and the second motor torque threshold is greater than 0; the first determining module is specifically used for: if the absolute value of the first actual torque is greater than or equal to the first motor torque threshold, then determining the value of the first correction coefficient to be 1; if the absolute value of the first actual torque is less than the first motor torque threshold but greater than the second motor torque threshold, then calculating the first correction coefficient based on the first actual torque and the first motor torque threshold; if the absolute value of the second actual torque is less than or equal to the second motor torque threshold, then determining the value of the first correction coefficient to be a first set value, wherein the first set value is calculated by the first motor torque threshold and the second motor torque threshold.

[0099] In one embodiment of this disclosure, a motor torque control device further includes: a first determining module, configured to determine that the vehicle exits the gear shift preparation stage and stop calculating the first correction coefficient when the vehicle speed is detected to exceed a set vehicle speed hysteresis range or the vehicle speed is 0.

[0100] In one embodiment of this disclosure, the first judgment module 401 is specifically used to: determine whether the vehicle has switched between forward and reverse gears at adjacent times based on the gear position signal; if yes, then determine that the vehicle has entered the gear shift completion stage; if no, then determine that the vehicle has not entered the gear shift completion stage.

[0101] In one embodiment of this disclosure, a motor torque control device further includes: a first acquisition module, configured to acquire a first requested torque before the vehicle enters the shift completion stage and a second requested torque when entering the shift completion stage; and an identification module 402, specifically configured to: determine that the vehicle has a reverse motor torque trend if the product of the first requested torque and the second requested torque is less than 0; and determine that the vehicle does not have a reverse motor torque trend if the product of the first requested torque and the second requested torque is greater than or equal to 0.

[0102] In one embodiment of this disclosure, a motor torque control device further includes: a second acquisition module, configured to acquire the first motor speed of the vehicle at the current moment and retrieve a preset motor torque response gradient table, wherein the motor torque response gradient table stores the mapping relationship between each motor torque response gradient and each motor speed and the actual torque at each moment; a second determination module, configured to determine the first theoretical motor torque response gradient of the vehicle's motor from the motor torque response gradient table based on the first motor speed and the first actual torque; and a first adjustment module 403, specifically configured to: calculate the first motor torque response gradient based on a first correction coefficient and the first theoretical motor torque response gradient.

[0103] In one embodiment of this disclosure, a motor torque control device further includes: a third acquisition module, used to acquire a second actual torque, a third requested torque of the vehicle at the current moment, and a preset zero-crossing completion threshold; and a first control module 403, specifically used to: determine that the vehicle has not completed the motor torque zero-crossing stage if the product of the first actual torque and the third requested torque is detected to be less than or equal to the preset zero-crossing completion threshold; and determine that the vehicle has completed the motor torque zero-crossing stage if the product of the first actual torque and the third requested torque is detected to be greater than the preset zero-crossing completion threshold.

[0104] In one embodiment of this disclosure, a motor torque control device further includes: a fourth acquisition module, configured to acquire a second actual torque and a torque following threshold, and determine a second correction coefficient based on the second actual torque and the torque following threshold; a third determination module, configured to determine the value of the second correction coefficient as a first set value if the absolute value of the second actual torque is less than or equal to a second set value, wherein the second set value is calculated by the torque following threshold and the first set value; a fourth determination module, configured to calculate the second correction coefficient based on the second actual torque and the torque following threshold if the absolute value of the second actual torque is greater than the second set value and less than the torque following threshold; and a fifth determination module, configured to determine the value of the second correction coefficient as 1 if the absolute value of the second actual torque is greater than or equal to the torque following threshold.

[0105] In one embodiment of this disclosure, a motor torque control device further includes: a fifth acquisition module, used to acquire the second motor speed of the vehicle at the current moment and retrieve the motor torque response gradient table; a sixth determination module, used to determine the second theoretical motor torque response gradient of the vehicle's motor from the motor torque response gradient table based on the second motor speed and the second actual torque; and a second adjustment module 404, specifically used to: calculate the second motor torque response gradient based on the second correction coefficient and the second theoretical motor torque response gradient.

[0106] For specific limitations regarding a motor torque control device, please refer to the limitations regarding a motor torque control method described above, which will not be repeated here. Each module in the aforementioned motor torque control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in the electronic device in hardware form, or stored in the memory of the electronic device in software form, so that the processor can call and execute the operations corresponding to each module.

[0107] In some exemplary embodiments of this disclosure, an electronic device is provided, which may be a server, and its internal structure diagram may be as follows: Figure 5As shown, this electronic device includes a processor, memory, network interface, and database connected via a system bus. The processor provides computing and control capabilities. The memory includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores the operating system, computer programs, and database. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage medium. The database stores data such as vehicle gear positions and motor torque. The network interface communicates with external terminals via a network connection. When the processor executes the computer program, it implements a method for controlling motor torque.

[0108] Those skilled in the art will understand that Figure 5 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the electronic device to which the present application is applied. The specific electronic device may include more or fewer components than shown in the figure, or combine certain components, or have different component arrangements.

[0109] In some exemplary embodiments of this disclosure, an electronic device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the steps of a motor torque control method in any of the above exemplary embodiments.

[0110] In some exemplary embodiments of this disclosure, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps of a motor torque control method in any of the above exemplary embodiments.

[0111] In some exemplary embodiments of this disclosure, a vehicle is provided, the vehicle including the electronic device described above, the electronic device including a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of a motor torque control method in any of the exemplary embodiments described above.

[0112] Those skilled in the art will understand that all or part of the processes in the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), RAMbus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0113] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0114] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A method for controlling motor torque, characterized in that, The method includes: The vehicle's gear position signal is acquired, and the vehicle is determined to have entered the gear shift completion stage based on the gear position signal. If it is determined that the vehicle has entered the gear shift completion stage, then identify whether the vehicle has a reverse torque trend. If it exists, the first motor torque response gradient of the vehicle's motor is determined based on the first correction coefficient, the motor torque of the vehicle is adjusted based on the first motor torque response gradient, and the vehicle is continuously monitored to see if it has completed the motor torque zero crossing stage. The first correction coefficient is determined based on the first actual torque of the vehicle's motor at the current moment and a preset motor torque threshold. If the vehicle is detected to have completed the zero-crossing phase of the motor torque, the second motor torque response gradient of the vehicle's motor is determined based on the second correction coefficient, and the motor torque of the vehicle is adjusted based on the second motor torque response gradient. The second correction coefficient is determined based on the second actual torque of the vehicle's motor at the current moment and a preset torque following threshold. The motor torque threshold includes a first motor torque threshold and a second motor torque threshold, wherein the first motor torque threshold is greater than the second motor torque threshold, and the second motor torque threshold is greater than 0. Before the step of determining the first motor torque response gradient of the vehicle's motor based on the first correction coefficient, the method further includes: if the absolute value of the first actual torque is greater than or equal to the first motor torque threshold, then the value of the first correction coefficient is determined to be 1; if the absolute value of the first actual torque is less than the first motor torque threshold but greater than the second motor torque threshold, then the first correction coefficient is calculated based on the first actual torque and the first motor torque threshold; if the absolute value of the second actual torque is less than or equal to the second motor torque threshold, then the value of the first correction coefficient is determined to be a first set value, wherein the first set value is calculated using the first motor torque threshold and the second motor torque threshold. Before the step of determining the second motor torque response gradient of the vehicle's motor based on the second correction coefficient, the method further includes: obtaining the second actual torque and the torque following threshold, and determining the second correction coefficient based on the second actual torque and the torque following threshold; if the absolute value of the second actual torque is less than or equal to a second set value, then the value of the second correction coefficient is determined to be the first set value, the second set value being calculated by the torque following threshold and the first set value; if the absolute value of the second actual torque is greater than the second set value and less than the torque following threshold, then the second correction coefficient is calculated based on the second actual torque and the torque following threshold; if the absolute value of the second actual torque is greater than or equal to the torque following threshold, then the value of the second correction coefficient is determined to be 1.

2. The method according to claim 1, characterized in that, Before acquiring the vehicle's gear position signal, the method further includes: Monitor the vehicle speed and brake pedal signal, and determine whether the vehicle has entered the gear shift preparation stage based on the vehicle speed and brake pedal signal; If so, the first actual torque and the motor torque threshold are obtained, and the first correction coefficient is calculated based on the first actual torque and the motor torque threshold.

3. The method according to claim 2, characterized in that, The step of determining whether the vehicle has entered the gear shift preparation stage based on the vehicle speed and the brake pedal signal includes: If the vehicle speed is within the preset speed range and the brake pedal signal is valid, then the vehicle is determined to have entered the gear shift preparation stage. If the vehicle speed is not within the preset speed range and / or the brake pedal signal is invalid, then it is determined that the vehicle has not entered the gear shift preparation stage.

4. The method according to claim 2 or 3, characterized in that, After determining the first correction coefficient based on the first actual torque and the motor torque threshold, the method further includes: When the vehicle speed is detected to exceed the set speed hysteresis range or the vehicle speed is 0, it is determined that the vehicle has exited the gear shift preparation stage and the calculation of the first correction coefficient is stopped.

5. The method according to claim 1, characterized in that, The step of determining whether the vehicle has entered the gear shift completion stage based on the gear position signal includes: Based on the gear position signal, it is determined whether the vehicle switches between forward and reverse gears at adjacent moments; If so, then the vehicle is determined to have entered the gear shift completion stage; If not, then it is determined that the vehicle has not entered the gear shift completion stage.

6. The method according to claim 1, characterized in that, Before identifying whether the vehicle has a reverse torque trend, the method further includes: The first requested torque before the vehicle enters the shift completion stage and the second requested torque when entering the shift completion stage are obtained. The process of identifying whether the vehicle exhibits a reverse torque trend includes: If the product of the first requested torque and the second requested torque is less than 0, it is determined that the vehicle has a reverse torque trend. If the product of the first requested torque and the second requested torque is identified to be greater than or equal to 0, it is determined that the vehicle does not have a reverse torque trend of the motor.

7. The method according to claim 1, characterized in that, Before determining the first motor torque response gradient of the vehicle's motor based on the first correction coefficient, the method further includes: The first motor speed of the vehicle at the current moment is obtained, and a preset motor torque response gradient table is retrieved. The motor torque response gradient table stores the mapping relationship between each motor torque response gradient and each motor speed and the actual torque at each moment. Based on the first motor speed and the first actual torque, the first theoretical motor torque response gradient of the vehicle's motor is determined from the motor torque response gradient table; The determination of the first motor torque response gradient of the vehicle's motor based on the first correction coefficient includes: The first motor torque response gradient is calculated based on the first correction coefficient and the first theoretical motor torque response gradient.

8. The method according to claim 1, characterized in that, Before detecting whether the vehicle has completed the zero-torque crossing stage of the motor, the method further includes: Obtain the second actual torque, the third requested torque of the vehicle at the current moment, and the preset zero-crossing completion threshold; The detection of whether the vehicle has completed the zero-torque crossing phase of the motor includes: If the product of the first actual torque and the third requested torque is less than or equal to the preset zero-crossing completion threshold, it is determined that the vehicle has not completed the motor torque zero-crossing stage. If the product of the first actual torque and the third requested torque is detected to be greater than the preset zero-crossing completion threshold, then it is determined that the vehicle has completed the motor torque zero-crossing stage.

9. The method according to claim 7, wherein before determining the second motor torque response gradient of the vehicle's motor based on the second correction coefficient, the method further comprises: Obtain the speed of the second motor of the vehicle at the current moment, and retrieve the motor torque response gradient table; The second theoretical motor torque response gradient of the vehicle's motor is determined from the motor torque response gradient table based on the second motor speed and the second actual torque. The determination of the second motor torque response gradient of the vehicle's motor based on the second correction coefficient includes: The second motor torque response gradient is calculated based on the second correction coefficient and the second theoretical motor torque response gradient.

10. A motor torque control device, characterized in that, The device includes: The first judgment module is used to acquire the gear position signal of the vehicle and determine whether the vehicle has entered the gear shift completion stage based on the gear position signal. The identification module is used to identify whether the vehicle has a reverse torque trend if it is determined that the vehicle has entered the shift completion stage. The first control module is used to determine the first motor torque response gradient of the vehicle's motor based on the first correction coefficient if it exists, control the motor torque of the vehicle based on the first motor torque response gradient, and continuously detect whether the vehicle has completed the motor torque zero crossing stage. The first correction coefficient is determined based on the first actual torque of the vehicle's motor at the current moment and a preset motor torque threshold. The second control module is used to determine the second motor torque response gradient of the vehicle's motor based on a second correction coefficient if the vehicle is detected to have completed the zero-crossing stage of the motor torque, and to control the motor torque of the vehicle based on the second motor torque response gradient, wherein the second correction coefficient is determined based on the second actual torque of the vehicle's motor at the current moment and a preset torque following threshold. The motor torque threshold includes a first motor torque threshold and a second motor torque threshold, wherein the first motor torque threshold is greater than the second motor torque threshold, and the second motor torque threshold is greater than 0. Before the step of determining the first motor torque response gradient of the vehicle's motor based on the first correction coefficient, the method further includes: if the absolute value of the first actual torque is greater than or equal to the first motor torque threshold, then the value of the first correction coefficient is determined to be 1; if the absolute value of the first actual torque is less than the first motor torque threshold but greater than the second motor torque threshold, then the first correction coefficient is calculated based on the first actual torque and the first motor torque threshold; if the absolute value of the second actual torque is less than or equal to the second motor torque threshold, then the value of the first correction coefficient is determined to be a first set value, wherein the first set value is calculated using the first motor torque threshold and the second motor torque threshold. Before the step of determining the second motor torque response gradient of the vehicle's motor based on the second correction coefficient, the method further includes: obtaining the second actual torque and the torque following threshold, and determining the second correction coefficient based on the second actual torque and the torque following threshold; if the absolute value of the second actual torque is less than or equal to a second set value, then the value of the second correction coefficient is determined to be the first set value, the second set value being calculated by the torque following threshold and the first set value; if the absolute value of the second actual torque is greater than the second set value and less than the torque following threshold, then the second correction coefficient is calculated based on the second actual torque and the torque following threshold; if the absolute value of the second actual torque is greater than or equal to the torque following threshold, then the value of the second correction coefficient is determined to be 1.

11. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 9.

12. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 9.

13. A vehicle, characterized in that, Includes the electronic device as described in claim 11.

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