Zero-crossing torque control method executed based on motor controller, motor controller, electric vehicle and computer medium

Abstract

The invention provides a zero-crossing torque control method executed based on a motor controller, the motor controller, an electric automobile and a computer medium. According to the method, an automobile speed signal and a torque request signal are obtained in real time, the torque and the motor rotating speed are fed back in real time, and the torque zero-crossing working condition is recognized. And acquiring a control parameter including a tooth leaning slope through a first parameter table based on the working condition, wherein the tooth leaning slope is smaller than the torque request signal slope so as to smooth the output instruction. And correcting the torque request signal based on the parameter and outputting an output torque instruction to guide the motor to complete control. According to the method, independent decision is made through the motor controller, the pressure and communication load of the whole vehicle controller are reduced, gear reverse meshing impact is avoided, mechanical impact sound is eliminated, and the whole vehicle NVH performance and the driving feeling are optimized.

Description

Technical Field

[0001] This invention relates to the field of new energy vehicle control, and in particular to a zero-crossing torque control method based on a motor controller, a motor controller, an electric vehicle, and a computer medium. Background Technology

[0002] The powertrain system of new energy vehicles is highly integrated with core components such as motors, reducers, and half-shafts. Precise motor torque response is fundamental to ensuring smooth vehicle operation. During actual vehicle operation, motor torque frequently fluctuates between the drive side and the regenerative braking side due to the driver's acceleration or braking intentions. Because of the unavoidable physical mechanical backlash between the reducer gear sets, when the torque crosses zero, it causes a severe reverse meshing impact on the gear pair. This physical impact not only produces noticeable abnormal noises and vibrations, reducing the static comfort and NVH performance of the passenger compartment, but also accelerates the mechanical fatigue and wear of transmission components over time, directly affecting the operational reliability and service life of the entire vehicle's drive system.

[0003] Existing torque zero-crossing management solutions typically rely heavily on centralized decision-making by the vehicle control unit (VCU). Under the current distributed electronic and electrical architecture, the VCU needs to simultaneously handle massive tasks such as energy flow distribution, thermal management, active and passive safety, and complex driver interactions. Its computing resources are already nearing saturation, making it difficult to support higher-frequency, refined calculations. Furthermore, some VCU manufacturers may not have designed torque zero-crossing management solutions at all, resulting in functional deficiencies. In addition, existing technologies often use fixed slope parameters or preset mathematical curves for transitions, lacking the ability to adapt to the real-time dynamic operating state of the vehicle. Under varying speeds or load conditions, the fixed control trajectory often struggles to balance the agility of power response with the smoothness of zero-crossing, leading to a deterioration in the driving experience under specific dynamic environments.

[0004] In summary, how to improve the dynamic response accuracy and system smoothness during torque reversal without increasing the computational and communication load of the upper-level controller has become an urgent technical problem to be solved in the field of new energy vehicle drive control. Summary of the Invention

[0005] In order to overcome the above-mentioned technical defects, the purpose of this invention is to provide a zero-crossing torque control method based on a motor controller, a motor controller, an electric vehicle, and a computer medium.

[0006] The first aspect of this invention discloses a zero-crossing torque control method based on a motor controller, comprising: Signal acquisition: Real-time acquisition of vehicle speed signal and torque request signal, and acquisition of real-time feedback torque and motor speed from inside the motor controller; Operating condition identification: Based on the vehicle speed signal and torque request signal, identify the current torque zero crossing condition; Control parameter acquisition: Based on the torque zero-crossing condition, control parameters matching the current condition are obtained through a preset first parameter table. The control parameters include at least the tooth slant rate; wherein, the tooth slant rate is less than the slope of the torque request signal, so that the change in the output torque command tends to be smooth. Gear-based control: Based on the control parameters, the torque request signal is corrected and the corresponding output torque command is output to guide the motor to complete zero-crossing torque control, thereby avoiding or reducing the impact caused by the reverse meshing of gears.

[0007] Preferably, the operating condition identification includes: Monitor the value of the torque request signal and its rate of change; The vehicle speed signal is judged only when the vehicle's drive system is in controlled torque control mode and the vehicle speed enters the hysteresis calibration speed range: When the torque request signal is detected to pass from the positive region through the zero torque region to the negative region, the current operating condition is determined to be the drive-braking condition. When the torque request signal is detected to pass from the negative region through the zero torque region to the positive region, the current operating condition is determined to be the braking-drive condition.

[0008] Preferably, the first parameter table is configured as a three-dimensional mapping table to establish the mapping relationship between motor speed, real-time feedback torque and control parameters; wherein, motor speed is used as the first input axis and real-time feedback torque is used as the second input axis, and the control parameters corresponding to the current moment are obtained by querying based on motor speed and real-time feedback torque.

[0009] Preferably, the first parameter table is configured to divide the motor speed into 5 speed ranges; within each speed range, the correspondence between the real-time feedback torque and the control parameters is fitted by more than or equal to 6 test points.

[0010] Preferably, the zero-crossing torque control method further includes: Torque tracking parameter acquisition: After the motor completes zero-crossing torque control, based on the real-time feedback torque and torque request signal, the torque tracking parameters matching the current operating condition are obtained through a preset second parameter table. The torque tracking parameters include at least the torque tracking slope; wherein, the torque tracking slope is greater than the slope of the torque request signal, so that the change of the output torque command tends to be faster. Torque tracking control: Based on the torque tracking parameters, the torque request signal is corrected, and the corresponding output torque command is output so that the output torque command and the torque request signal converge.

[0011] Preferably, the zero-crossing torque control method further includes: Exit Phase: If the difference between the output torque command and the torque request signal is less than a predetermined threshold, or the torque control time exceeds the maximum limit, then the correction is exited and the torque request signal is output directly.

[0012] Preferably, both the tooth approach slope and the torsion slope are restricted to: slope k∈[-2000,2000].

[0013] A second aspect of the present invention discloses a motor controller, including a processor and a memory communicatively connected to the processor; The memory contains a computer-readable program, which, when invoked, can execute any of the aforementioned zero-crossing torque control methods.

[0014] A third aspect of the present invention discloses an electric vehicle including the aforementioned motor controller.

[0015] A fourth aspect of the present invention discloses a computer storage medium storing a computer-readable program that, when invoked, can execute the zero-crossing torque control method as described in any of the preceding claims.

[0016] Compared with existing technologies, the above technical solution has the following advantages: 1. This invention provides a zero-crossing torque control method based on motor controller execution. Its core advantage lies in the fact that the motor controller (MCU) independently undertakes the task of identifying and deciding on zero-crossing conditions, significantly reducing the computational burden on the vehicle control unit (VCU) and the bandwidth load of bus communication. By applying a controlled slope smaller than the torque request slope during the gear-alignment correction stage, the system can accurately guide the motor torque to cross the zero-value region with a smooth and controlled trajectory. This active correction mechanism can physically avoid the severe impact generated by the gears in the transmission system during reverse meshing, effectively eliminating mechanical impact noise and vibration, thereby significantly optimizing the NVH performance and driving experience of the entire vehicle. 2. Regarding operating condition identification and control parameter acquisition, this invention effectively avoids function enable oscillations caused by vehicle speed fluctuations by introducing vehicle speed hysteresis calibration logic, ensuring the robustness of the identification process. The system's three-dimensional mapping architecture establishes a deep correlation between engine speed, real-time feedback torque, and control parameters, enabling online fine-tuning based on closed-loop feedback. By subdividing the engine speed range and utilizing multi-point fitting technology, the system can simulate high-order nonlinear torque curves, achieving more refined control trajectory planning than the linear adjustment in existing technologies. This highly adaptive adjustment strategy ensures that the vehicle maintains optimal smoothness performance across all operating conditions and throughout its entire lifespan. 3. Furthermore, after achieving zero-crossing torque control, the system also achieves optimal balance between smoothness and power through a torque-following control mechanism. After completing the zero-crossing maneuver, the system uses a torque-following slope greater than the requested slope to drive the output command to quickly converge to the original request, significantly shortening the perception time of power interruption and ensuring agile follow-up of the driver's operating intentions. Combined with a dual exit mechanism consisting of a deviation threshold and a time limit, the system not only ensures that the command accurately switches back to the original control link after reaching the expected target, but also enhances exit safety under abnormal operating conditions, preventing excessive intervention by the control logic and achieving closed-loop control that balances protection and real-time response. 4. Furthermore, this invention sets strict range limits for the tooth approach slope and the torque chasing slope, constructing a safety protection boundary for the torque change rate at the algorithm level, effectively preventing abnormal driving feel caused by sudden slope changes. By providing multi-dimensional implementation solutions at the motor controller, vehicle system, and storage media levels, this invention provides a low-cost, high-performance software-defined control solution for new energy vehicles without increasing additional hardware load. This not only improves the operating quality of the powertrain but also lays the technical foundation for the standardized migration and large-scale application of algorithms across different vehicle architectures. Attached Figure Description

[0017] Figure 1 A schematic diagram of the method flow for the zero-crossing torque control method based on the motor controller provided in this application; Figure 2 A schematic diagram of the control framework for the zero-crossing torque control method based on motor controller provided in this application; Figure 3 A schematic diagram of the torque curve for the zero-crossing torque control method based on the motor controller provided in this application; Figure 4 for Figure 3 A magnified view of a portion of the image. Detailed Implementation

[0018] The advantages of the present invention will be further illustrated below with reference to the accompanying drawings and specific embodiments.

[0019] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in 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.

[0020] The terminology used in this disclosure is for the purpose of describing particular embodiments only and is not intended to be limiting of the disclosure. The singular forms “a,” “the,” and “the” as used in this disclosure and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any and all possible combinations of one or more of the associated listed items.

[0021] It should be understood that although the terms first, second, third, etc., may be used in this disclosure to describe various information, such information should not be limited to these terms. These terms are used only to distinguish information of the same type from one another. For example, without departing from the scope of this disclosure, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Depending on the context, the word "if," as used herein, can be interpreted as "when," "in response to determination," or "when," or "in the event of a determination." In the description of this invention, it should be understood that the terms "longitudinal", "lateral", "up", "down", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0022] In the description of this invention, unless otherwise specified and limited, it should be noted that the terms "installation", "connection" and "linking" should be interpreted broadly. For example, they can refer to mechanical or electrical connections, or internal connections between two components. They can be direct connections or indirect connections through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms according to the specific circumstances.

[0023] In the following description, suffixes such as "module," "part," or "unit" used to denote elements are used only for the convenience of the description of the invention and have no specific meaning in themselves. Therefore, "module" and "part" can be used interchangeably.

[0024] Please see Figure 1 , Figure 1 A schematic diagram of the method flow for the zero-crossing torque control method based on the motor controller provided in this application; Figure 2 A schematic diagram of the control framework for the zero-crossing torque control method based on the motor controller provided in this application.

[0025] like Figures 1-2As shown, the first aspect of the present invention discloses a zero-crossing torque control method based on a motor controller, comprising: Signal acquisition: Real-time acquisition of vehicle speed signal and torque request signal, and acquisition of real-time feedback torque and motor speed from inside the motor controller; Operating condition identification: Based on the vehicle speed signal and torque request signal, identify the current torque zero crossing condition; Control parameter acquisition: Based on the torque zero-crossing condition, control parameters matching the current condition are obtained through a preset first parameter table. The control parameters include at least the tooth slant rate; wherein, the tooth slant rate is less than the slope of the torque request signal, so that the change in the output torque command tends to be smooth. Gear-based control: Based on the control parameters, the torque request signal is corrected and the corresponding output torque command is output to guide the motor to complete zero-crossing torque control, thereby avoiding or reducing the impact caused by the reverse meshing of gears.

[0026] This can be understood as follows: Existing torque zero-crossing management solutions typically rely heavily on centralized decision-making by the vehicle control unit (VCU). However, on the one hand, under the existing distributed electronic and electrical architecture, the VCU needs to handle a massive number of tasks simultaneously, such as energy flow distribution, thermal management, active and passive safety, and complex driver interactions. Its computing resources are already saturated, making it difficult to support higher-frequency, refined calculations, resulting in poor control accuracy. On the other hand, the corrected instructions from the VCU must be sent to the motor controller via the vehicle bus network. Due to bandwidth limitations of the bus protocol and load fluctuations, this cross-controller signal transmission inevitably has significant timeliness bottlenecks, making it difficult for control commands to capture and respond to instantaneous physical feedback from the motor in real time. This further amplifies the control accuracy problem.

[0027] The zero-crossing torque control method based on the motor controller provided in this application has the core advantage of having the motor controller (MCU) independently undertake the task of identifying and deciding on the zero-crossing condition, significantly reducing the computational burden on the vehicle control unit (VCU) and the bandwidth load of bus communication. By applying a controlled slope smaller than the torque request slope during the gear-alignment correction stage, the system can accurately guide the motor torque to cross the zero-value region with a smooth and controlled trajectory. This active correction mechanism can physically avoid the severe impact generated by the gears in the transmission system during reverse meshing, effectively eliminating mechanical impact noise and vibration, thereby significantly optimizing the NVH performance and driving experience of the entire vehicle.

[0028] The above is an explanation of the basic concept of this application. The specific implementation methods of each step of this application will be described below.

[0029] First, condition identification includes: Monitor the value of the torque request signal and its rate of change; The vehicle speed signal is judged only when the vehicle's drive system is in controlled torque control mode and the vehicle speed enters the hysteresis calibration speed range: When the torque request signal is detected to pass from the positive region through the zero torque region to the negative region, the current operating condition is determined to be the drive-braking condition. When the torque request signal is detected to pass from the negative region through the zero torque region to the positive region, the current operating condition is determined to be the braking-drive condition.

[0030] This can be understood as the aforementioned signal acquisition actually being continuously acquired by the MCU in the motor controller during normal operation. Only when an enable signal is detected will the subsequent torque control process begin. Specifically, the issuance of the enable signal requires all of the following conditions to be met: Function main switch on: Through vehicle configuration or calibration, the main control switch of the gear function is in the on state.

[0031] Function execution enable: The function enters the executable stage by receiving the tooth enable signal on the CAN bus or by being directly forced to the on state by the internal calibration parameters of the motor controller (MCU).

[0032] Vehicle speed enters the valid range: The real-time vehicle speed signal sent by the VCU is judged, and the vehicle speed condition is determined to be met if and only if the vehicle speed value enters the preset calibrated vehicle speed range with hysteresis characteristics.

[0033] By monitoring the rate of change of the torque request signal and determining the vehicle speed hysteresis calibration range, accurate prediction of the driver's intentions and stable function activation are achieved. The introduction of hysteresis effectively prevents frequent start-stop of the function when the vehicle speed fluctuates near the threshold point, avoiding interference with driving smoothness caused by control signal oscillations. This ensures that the function will only activate under relatively stable operating conditions.

[0034] Once activated, the system can identify operating conditions. By accurately identifying the switching trend between driving and braking conditions, the system can adopt differentiated torque trajectory planning for different scenarios, such as torque switching from the driving side to the regenerative driving side (i.e., Tip-Out condition) and torque switching from the regenerative driving side to the driving side (i.e., Tip-In condition), to ensure accurate torque transition protection under various complex operations.

[0035] Secondly, as mentioned earlier regarding the acquisition of control parameters, control parameters matching the current operating conditions are obtained through a preset first parameter table. The specific implementation method of the first parameter table is not limited.

[0036] In one possible implementation, the first parameter table is configured as a three-dimensional mapping table to establish the mapping relationship between motor speed, real-time feedback torque and control parameters; wherein, with motor speed as the first input axis and real-time feedback torque as the second input axis, the control parameters corresponding to the current moment are obtained by querying based on motor speed and real-time feedback torque.

[0037] This can be understood as follows: Unlike existing technologies that often adjust control parameters using a single parameter such as time, this solution employs a three-dimensional mapping table architecture to establish a coupling relationship between rotational speed, feedback torque, and control parameters, achieving dynamic adaptive acquisition of parameters. First, motor speed serves as the first input axis for table lookup, accurately reflecting the vehicle's basic operating conditions. Second, real-time feedback torque can serve as the second input axis for table lookup, enabling online fine-tuning of the gear torque slope under given operating conditions based on real-time torque.

[0038] This three-dimensional lookup table mechanism allows the system to finely correct the control slope online based on the actual physical response of the transmission system, rather than applying a fixed mathematical curve. This closed-loop adjustment mechanism ensures that the torque always runs along the optimal smooth trajectory, offering greater calibration freedom and breaking the limitations of traditional static calibration schemes, resulting in smoother, more refined torque control and better performance.

[0039] Please see Figure 3 , Figure 3 A schematic diagram of the torque curve for the zero-crossing torque control method based on the motor controller provided in this application. like Figure 3 As shown, taking the drive-braking condition (Tip-Out) as an example, the torque control curve for zero-crossing is explained. At time t1, the system detects that the torque request signal begins to decrease and has a zero-crossing trend. When the torque reaches the threshold T1, the condition is triggered. Subsequently, the system guides the output torque to start executing the zero-crossing torque control method at time t2. During the t2 to t3 phase, control parameters are obtained by looking up a table based on the motor speed and real-time torque. It can be seen that, through these control parameters, the gear engagement slope continuously decreases during the T1 to T2 process, forming a stable gear engagement torque platform during the t2 to t3 period. This allows the torque to change in a relatively high-order manner. Through this nonlinear trajectory planning, the motor can slowly complete the gear backlash engagement switching with an extremely low slope during the critical window period from t2 to t3, thereby eliminating mechanical shock and optimizing NVH.

[0040] The above is a detailed explanation of the Tip-Out operating conditions represented by t1 to t3. The Tip-In operating conditions corresponding to t6 to t8 are similar to the control methods described above, and will not be repeated here.

[0041] Furthermore, the specific calibration method of the first parameter table is not limited. In one possible implementation, the first parameter table is configured as follows: the motor speed is divided into 5 speed ranges; within each speed range, the correspondence between the real-time feedback torque and the control parameters is fitted by more than or equal to 6 test points.

[0042] By subdividing the motor speed into multiple intervals and using a large number of test points for mapping and fitting within each interval, this scheme achieves a high degree of fidelity in reproducing complex nonlinear control curves. This multi-point fitting method grants the torque trajectory extremely high degrees of freedom, enabling it to simulate the effect of a high-order smooth curve. This provides a more delicate slope transition than first- or second-order curves during the critical window period when the torque crosses zero. This not only greatly improves control accuracy but also ensures that the torque achieves extremely smooth performance under various speed and load combinations.

[0043] The above is a description of the specific process of zero-torque crossing provided in this application.

[0044] In one possible implementation, the zero-crossing torque control method also includes: Torque tracking parameter acquisition: After the motor completes zero-crossing torque control, based on the real-time feedback torque and torque request signal, the torque tracking parameters matching the current operating condition are obtained through a preset second parameter table. The torque tracking parameters include at least the torque tracking slope; wherein, the torque tracking slope is greater than the slope of the torque request signal, so that the change of the output torque command tends to be faster. Torque tracking control: Based on the torque tracking parameters, the torque request signal is corrected, and the corresponding output torque command is output so that the output torque command and the torque request signal converge.

[0045] This can be understood as follows: the aforementioned zero-torque transition process ensures the motor smoothly transitions through zero torque. To further improve power response, a torque-tracking stage can be introduced to unify the output torque command and torque request signal. By setting a torque-tracking slope greater than the requested slope, the system can drive the output torque to quickly converge to the original requested value after smooth gear engagement, minimizing the feeling of power interruption. This process achieves "fast response" while ensuring "no vibration," perfectly balancing the smoothness requirements of mechanical protection with the driver's real-time requirements for power output, avoiding sluggish vehicle acceleration caused by manual correction.

[0046] Furthermore, the zero-crossing torque control method also includes: Exit Phase: If the difference between the output torque command and the torque request signal is less than a predetermined threshold, or the torque control time exceeds the maximum limit, then the correction is exited and the torque request signal is output directly.

[0047] By establishing dual exit conditions—a difference threshold and a maximum time limit—the robustness and safety of the control system are significantly enhanced. When the output command aligns with the driver's intention or reaches the preset time limit, the correction logic is actively exited, ensuring that control is returned to the normal torque control mode in a timely and accurate manner. This design prevents the control logic from falling into a prolonged dead loop under extreme conditions or abnormal physical feedback, ensuring both a complete closed loop in the control process and maintaining the operational boundary safety of the vehicle's powertrain.

[0048] Similarly, refer to Figure 3 For example, taking the drive-braking condition (Tip-Out) as an example, during the zero-torque crossing process before t3, the output torque command has deviated from the torque request signal to a certain extent due to manual correction. Therefore, during the time period t3-t4, the output torque command is also corrected by increasing the slope to catch up with the torque, thereby achieving convergence between the output torque command and the torque request signal. Similar to the aforementioned process, the acquisition of this torque-catching parameter can also be based on a one-dimensional second parameter table, using motor speed as the first input axis and real-time feedback torque as the second input axis for querying. This enables fine control of the torque-catching process. When the difference between the output torque command and the torque request signal at time t4 enters a preset range, the system determines that convergence is complete and smoothly exits the correction logic.

[0049] The above is a detailed explanation of the torque tracking process for the Tip-Out operating conditions represented by t3 to t4. The Tip-In operating conditions corresponding to t8 to t9 are similar to the control method described above, and will not be repeated here.

[0050] Please see Figure 4 , Figure 4 for Figure 3 A magnified view of a portion of the image.

[0051] It should be noted that in one possible implementation, such as Figures 3-4 As shown, if the difference between the output torque command and the torque request signal does not fall within the preset range during t8-t9, it is considered a torque pursuit timeout. The system will then exit the correction logic and no longer adjust the torque pursuit slope according to the second parameter table. Instead, it will directly output a larger torque pursuit slope (i.e., the t9-t10 stage in the figure) to make the output torque command converge to the torque signal quickly.

[0052] It should be noted that the setting of the larger torsion ramp is not limited. In one possible implementation, the larger torsion ramp can be a fixed value of the upper limit of the torsion ramp.

[0053] The above is a complete description of the entire zero-crossing torque control method provided in this application.

[0054] Those skilled in the art will understand that the above methods all involve real-time adjustment of the output torque command.

[0055] Therefore, in one possible implementation, both the tooth approach slope and the torsion slope are restricted to: slope k∈[-2000,2000].

[0056] Limiting the gear swash plate and torque ramp within a preset safe range provides crucial safety constraints for vehicle handling stability. By restricting extreme changes in the ramp, it effectively prevents jumps or abrupt changes in control parameters during switching or dynamic updates, avoiding abnormal vehicle acceleration or instability caused by drastic fluctuations in instantaneous torque. This limitation ensures that all adaptive corrections are executed within a safe and controlled range, further improving the linearity of driving response and ride comfort.

[0057] A second aspect of the present invention discloses a motor controller, including a processor and a memory communicatively connected to the processor; The memory contains a computer-readable program, which, when invoked, can execute any of the aforementioned zero-crossing torque control methods.

[0058] By integrating specific processing logic into the hardware architecture of the motor controller, a hardware entity with decentralized decision-making capabilities was realized. Since the processor directly calls the optimization algorithm in memory, the data interaction links between controllers are reduced, thereby eliminating communication latency at the hardware level. This high-performance, low-latency hardware implementation provides a solid foundation for the real-time deployment of complex zero-crossing control algorithms.

[0059] A third aspect of this invention discloses an electric vehicle, including the aforementioned motor controller. At the vehicle level, this solution achieves system-level improvement in driving quality through intelligent upgrades of the MCU. Without increasing additional hardware costs, the inherent defects of the transmission system's mechanical structure are resolved through software-defined control logic, significantly reducing abnormal noise levels during vehicle operation, while also ensuring smooth driving and a premium feel.

[0060] A fourth aspect of the present invention discloses a computer storage medium storing a computer-readable program, which, when invoked, can execute the zero-crossing torque control method as described in any of the preceding claims. This provides a reusable software solution that enables the digital storage and propagation of complex nonlinear torque planning logic.

[0061] It should be noted that the embodiments of the present invention have better implementability and are not intended to limit the present invention in any way. Any person skilled in the art may use the above-disclosed technical content to change or modify it into equivalent effective embodiments. However, any modifications or equivalent changes and modifications made to the above embodiments based on the technical essence of the present invention without departing from the content of the technical solution of the present invention shall still fall within the scope of the technical solution of the present invention.

Claims

1. A zero-crossing torque control method based on motor controller execution, characterized in that, Includes the following steps: Signal acquisition: Real-time acquisition of vehicle speed signal and torque request signal, and real-time feedback torque and motor speed from inside the motor controller; Operating condition identification: Based on the vehicle speed signal and the torque request signal, identify the current torque zero-crossing operating condition; Control parameter acquisition: Based on the torque zero-crossing condition, control parameters matching the current condition are acquired through a preset first parameter table. The control parameters include at least the tooth slant. The tooth slant is less than the slope of the torque request signal so that the change in the output torque command tends to be smooth. Gear control: Based on the control parameters, the torque request signal is corrected, and a corresponding output torque command is output to guide the motor to complete zero-crossing torque control, thereby avoiding or reducing the impact caused by reverse meshing of gears.

2. The zero-crossing torque control method as described in claim 1, characterized in that, The operating condition identification includes: Monitor the value of the torque request signal and its rate of change; The vehicle speed signal is evaluated, and the following condition is met only when the vehicle's drive system is in controlled torque control mode and the vehicle speed enters the hysteresis calibration speed range: When the torque request signal is detected to pass from the positive region through the zero torque region to the negative region, it is determined that the current operating condition is a drive-braking condition. When the torque request signal is detected to pass from the negative region through the zero torque region to the positive region, the current operating condition is determined to be the braking-drive operating condition.

3. The zero-crossing torque control method as described in claim 1, characterized in that, The first parameter table is configured as a three-dimensional mapping table to establish the mapping relationship between the motor speed, the real-time feedback torque and the control parameters; wherein, the motor speed is used as the first input axis and the real-time feedback torque is used as the second input axis, and the control parameters corresponding to the current moment are obtained by querying based on the motor speed and the real-time feedback torque.

4. The zero-crossing torque control method as described in claim 3, characterized in that, The first parameter table is configured to divide the motor speed into 5 speed ranges; within each speed range, the correspondence between the real-time feedback torque and the control parameters is fitted by more than or equal to 6 test points.

5. The zero-crossing torque control method as described in claim 1, characterized in that, The zero-crossing torque control method further includes: Torque tracking parameter acquisition: After the motor completes zero-crossing torque control, based on the real-time feedback torque and the torque request signal, the torque tracking parameters matching the current operating condition are obtained through a preset second parameter table. The torque tracking parameters include at least the torque tracking slope; wherein, the torque tracking slope is greater than the slope of the torque request signal, so that the change in the output torque command tends to be rapid. Torque tracking control: Based on the torque tracking parameters, the torque request signal is corrected, and a corresponding output torque command is output so that the output torque command and the torque request signal converge.

6. The zero-crossing torque control method as described in claim 5, characterized in that, The zero-crossing torque control method further includes: Exit Phase: If the difference between the output torque command and the torque request signal is less than a predetermined threshold, or the torque control time exceeds the maximum limit, then the correction is exited and the torque request signal is output directly.

7. The zero-crossing torque control method according to any one of claims 1-6, characterized in that, Both the tooth approach slope and the torsion tracking slope are restricted to: slope k∈[-2000,2000].

8. A motor controller, characterized in that, The motor controller includes a processor and a memory communicatively connected to the processor; The memory stores a computer-readable program that, when invoked, can execute the zero-crossing torque control method as described in any one of claims 1 to 7.

9. An electric vehicle, characterized in that, Includes the motor controller as described in claim 8.

10. A computer storage medium, characterized in that, It contains a computer-readable program that, when invoked, can execute the zero-crossing torque control method as described in any one of claims 1 to 7.

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