Slip identification and torque control method, related device and electric vehicle

Abstract

The invention provides a slip identification and torque control method, a related device and an electric vehicle, and the method comprises the steps: obtaining a rotary signal of a first motor connected with a driving wheel, and calculating the acceleration of the driving wheel according to the rotary signal of the first motor; obtaining a wheel speed signal of a non-driving wheel, and calculating the acceleration of the non-driving wheel according to the wheel speed signal of the non-driving wheel; and in response to the situation that the difference between the acceleration of the driving wheel and the acceleration of the non-driving wheel meets the slip judgment condition, torque limiting control is conducted on the first motor, and a second motor connected with the non-driving wheel is controlled to provide compensation torque based on the whole vehicle demand torque. Skid is recognized in advance through the rotary change signal of the first motor on the driving wheel side, the torque of the first motor on the driving wheel side and the torque of the second motor on the non-driving wheel side are dynamically distributed based on the whole vehicle demand torque, slip is effectively restrained in time on the premise that the whole vehicle driving force is not affected, and the service life of the whole vehicle is prolonged. And the stability and the driving smoothness of the electric vehicle on a low-adhesion road surface are improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of electric vehicles, in particular to a slip identification and torque control method, a related device and an electric vehicle. BACKGROUND

[0002] When an electric vehicle drives on a low adhesion road surface (such as an icy road surface or a wet road surface), the motor output torque is likely to exceed the static friction force between the driving wheel and the ground due to the fast torque response characteristics and low-speed high-torque output characteristics of the motor, resulting in a slip instability phenomenon of the driving wheel.

[0003] Traditional slip identification relies on a wheel speed sensor to monitor the rotational speed of the wheel to determine whether the wheel is slipping, which has the problems of judgment lag and unsatisfactory slip suppression effect, affecting the driving smoothness and driving stability of the vehicle. In addition, the traditional torque control cannot suppress slip while maintaining the effective output of the driving force of the vehicle, affecting the vehicle power.

[0004] It should be noted that the information disclosed in the above background section is only used to strengthen the understanding of the background of the present application, and therefore can include information that does not constitute prior art known to those of ordinary skill in the art. SUMMARY

[0005] The present application provides a slip identification and torque control method, a related device and an electric vehicle, which uses the resolver signal of the driving wheel side motor to identify slip in advance, and dynamically allocates the torque of the driving wheel side motor and the non-driving wheel side motor based on the vehicle torque demand, so as to timely and effectively suppress slip without affecting the driving force of the vehicle, and improve the stability and driving smoothness of the electric vehicle on low adhesion road surface.

[0006] According to one aspect of the present application, a slip identification and torque control method is provided, comprising: obtaining a resolver signal of a first motor connected to a driving wheel, calculating the acceleration of the driving wheel according to the resolver signal of the first motor; obtaining a wheel speed signal of a non-driving wheel, calculating the acceleration of the non-driving wheel according to the wheel speed signal of the non-driving wheel; in response to the difference between the acceleration of the driving wheel and the acceleration of the non-driving wheel satisfying a slip determination condition, performing torque limiting control on the first motor, and controlling a second motor connected to the non-driving wheel to provide a compensation torque based on the vehicle demand torque.

[0007] In some embodiments, obtaining the resolver signal of the first motor comprises: periodically collecting the angle of the first motor through the resolver of the first motor to obtain the resolver signal of the first motor.

[0008] In some embodiments, calculating the acceleration of the drive wheel according to the resolver signal of the first motor comprises: calculating the rotation speed of the first motor according to the resolver signal of the first motor; calculating the rotation speed of the output shaft of the drive system in which the first motor is located according to the rotation speed of the first motor; and calculating the acceleration of the drive wheel according to the rotation speed of the output shaft.

[0009] In some embodiments, calculating the rotation speed of the first motor according to the resolver signal of the first motor comprises: differentiating the resolver signal to obtain the angular speed of the first motor; and calculating the rotation speed of the first motor according to the angular speed of the first motor. In some embodiments, calculating the rotation speed of the output shaft of the drive system in which the first motor is located according to the rotation speed of the first motor comprises: calculating the rotation speed of the output shaft of the drive system in which the first motor is located according to the rotation speed of the first motor and the transmission ratio of the drive system in which the first motor is located. In some embodiments, calculating the acceleration of the drive wheel according to the rotation speed of the output shaft comprises: differentiating the rotation speed of the output shaft to obtain the angular acceleration of the output shaft; and calculating the linear acceleration of the drive wheel as the acceleration of the drive wheel according to the angular acceleration of the output shaft and the radius of the drive wheel.

[0010] In some embodiments, obtaining the wheel speed signal of the non-drive wheel comprises: collecting the wheel speed signal of the non-drive wheel by the wheel speed sensor of the non-drive wheel. In some embodiments, calculating the acceleration of the non-drive wheel according to the wheel speed signal of the non-drive wheel comprises: differentiating the wheel speed signal of the non-drive wheel to obtain the angular acceleration of the non-drive wheel; and calculating the linear acceleration of the non-drive wheel as the acceleration of the non-drive wheel according to the angular acceleration of the non-drive wheel and the radius of the non-drive wheel.

[0011] In some embodiments, the slip determination condition comprises that the difference between the acceleration of the drive wheel and the acceleration of the non-drive wheel exceeds a set threshold value and lasts for a predetermined time.

[0012] In some embodiments, performing the torque limiting control on the first motor and controlling the second motor connected to the non-drive wheel to output a compensation torque based on the whole vehicle demand torque comprise: determining the whole vehicle demand torque; performing the torque limiting control on the first motor based on the closed-loop control on the slip rate of the drive wheel, so that the first motor outputs a target torque that makes the drive wheel return to the stable working condition; and controlling the second motor connected to the non-drive wheel to output a compensation torque, so that the sum of the output torques of the second motor and the first motor satisfies the whole vehicle demand torque.

[0013] In some embodiments, the steps of calculating the acceleration of the drive wheel, calculating the acceleration of the non-drive wheel, determining whether the difference between the acceleration of the drive wheel and the acceleration of the non-drive wheel satisfies the slip determination condition are performed by the motor controller of the first motor; the step of performing the torque limiting control on the first motor is performed by at least the motor controller of the first motor, and the step of controlling the second motor to provide the compensation torque is performed by at least the vehicle controller.

[0014] In some embodiments, the steps of calculating the acceleration of the drive wheel, calculating the acceleration of the non-drive wheel, determining whether the difference between the acceleration of the drive wheel and the acceleration of the non-drive wheel satisfies the slip determination condition are performed by the motor controller of the first motor; the step of performing the torque limiting control on the first motor is performed by at least the motor controller of the first motor, and the step of controlling the second motor to provide the compensation torque is performed by at least the vehicle controller.

[0015] According to yet another aspect of the present application, there is provided a slip identification and torque control apparatus for implementing the slip identification and torque control method as described in any of the above embodiments, the slip identification and torque control apparatus comprising: a drive wheel acceleration calculation module configured to obtain a resolver signal of a first motor connected with a drive wheel, and calculate an acceleration of the drive wheel according to the resolver signal of the first motor; a non-drive wheel acceleration calculation module configured to obtain a wheel speed signal of a non-drive wheel, and calculate an acceleration of the non-drive wheel according to the wheel speed signal of the non-drive wheel; a slip identification and torque distribution module configured to, in response to the difference between the acceleration of the drive wheel and the acceleration of the non-drive wheel satisfying a slip determination condition, perform a torque limiting control on the first motor, and control a second motor connected with the non-drive wheel to provide a compensation torque based on a vehicle demand torque.

[0016] According to still another aspect of the present application, an electronic device is provided, comprising: a processor; a memory having stored therein executable instructions; wherein the executable instructions, when executed by the processor, implement the slip identification and torque control method according to any of the above embodiments.

[0017] According to still another aspect of the present application, a computer-readable storage medium is provided, for storing a program which, when executed by a processor, implements the slip identification and torque control method according to any of the above embodiments.

[0018] According to still another aspect of the present application, a computer program product is provided, comprising a computer program which, when executed by a processor, implements the slip identification and torque control method according to any of the above embodiments.

[0019] According to still another aspect of the present application, an electric vehicle is provided, which is configured with the slip identification and torque control device according to the above, or is configured with the electronic device according to the above, or is configured with the storage medium according to the above, or is configured with the computer program product according to the above.

[0020] The present application has at least the following beneficial effects compared with the prior art:

[0021] The present application utilizes the high sampling frequency characteristic of the resolver signal, calculates the acceleration of the drive wheel based on the resolver signal of the first motor, and can realize early identification of the drive wheel slip trend, which can significantly improve the response speed compared with the traditional wheel speed sensor scheme. In addition, the present application calculates the acceleration of the non-drive wheel as a reference for the actual vehicle acceleration, and provides a reliable reference basis for slip determination. When the difference between the acceleration of the drive wheel and the acceleration of the non-drive wheel is identified as drive wheel slip, not only the first motor is controlled to limit the torque to suppress the drive wheel slip, but also the second motor on the non-drive wheel side is controlled to provide appropriate compensation torque to meet the vehicle demand torque and maintain the continuous output of the vehicle driving force.

[0022] Therefore, the slip identification and torque control method of the present application utilizes the resolver signal of the first motor on the drive wheel side to identify slip in advance, and dynamically allocates the torque of the first motor on the drive wheel side and the second motor on the non-drive wheel side based on the vehicle demand torque, so as to timely and effectively suppress slip without affecting the vehicle driving force, and improve the stability and driving smoothness of the electric vehicle on low adhesion road surface.

[0023] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present application. BRIEF DESCRIPTION OF DRAWINGS

[0024] The accompanying drawings, which are incorporated herein and form a part of the specification, illustrate embodiments consistent with the present application and, together with the description, further serve to explain the principles of the application. It is to be understood that the drawings are designed solely for purposes of illustration to be used in conjunction with the description. It is to be understood that the drawings are designed solely for purposes of illustration and are not intended to limit the scope of the application. Changes to shape of the drawings can be made by persons of ordinary skill in the art without departing from the scope of the present application.

[0025] Figure 1 A schematic diagram showing steps of the slip identification and torque control method in the embodiments of the present application;

[0026] Figure 2 A schematic diagram showing the implementation process of the slip identification and torque control method in the embodiments of the present application;

[0027] Figure 3 A schematic diagram showing modules of the slip identification and torque control device in the embodiments of the present application;

[0028] Figure 4 A schematic diagram showing the structure of the electronic device in the embodiments of the present application. DETAILED DESCRIPTION

[0029] Example implementations will now be described more fully with reference to the accompanying drawings. Example implementations may, however, be implemented in many different forms and should not be construed as limited to the implementations set forth herein. Rather, these implementations are provided as non-limiting examples, so that this disclosure will fully convey the scope of the example implementations to those skilled in the art.

[0030] The accompanying drawings are included to provide a further understanding of the present application and are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application, and together with the description serve to explain the principles of the present application. In the drawings, corresponding or identical components are generally designated with the same reference numerals. The drawings should not be construed as limiting the present application, and are included solely for illustration of the example implementations.

[0031] The flowcharts shown in the drawings are merely exemplary and do not necessarily include all steps. For example, some steps can be broken down, some steps can be combined or partially combined, and the actual execution order can be changed as appropriate. The use of "first", "second", and similar words in the specific description does not indicate any order, number, or importance, but is only used to distinguish different components.

[0032] It should be noted that the features of the embodiments of the present application and the features of different embodiments can be combined with each other in the case of no conflict. Based on the embodiments of the present application, all other embodiments obtained by those of ordinary skill in the art without creative labor are within the scope of protection of the present application.

[0033] The slip identification and torque control scheme of the present application is applicable to various electric vehicles with dual-motor or multi-motor driving architecture, including but not limited to: front-rear dual-motor driven pure electric vehicles, three-motor or four-motor driven pure electric vehicles, and range-extended electric vehicles and plug-in hybrid electric vehicles with dual-motor or multi-motor driving architecture.

[0034] Figure 1 The main steps of the slip identification and torque control method in the embodiments of the present application are illustrated, referring to Figure 1 The slip identification and torque control method provided by the embodiments of the present application includes:

[0035] S110, obtaining a resolver signal of a first motor connected to the driving wheel, and calculating the acceleration of the driving wheel according to the resolver signal of the first motor.

[0036] The sampling frequency of the resolver signal is much higher than that of the wheel speed sensor. The present application utilizes the high sampling frequency characteristic of the resolver signal to calculate the acceleration of the driving wheel based on the resolver signal of the first motor on the driving wheel side, which can realize early identification of the slip trend of the driving wheel and significantly improve the response speed compared with the traditional wheel speed sensor scheme.

[0037] S120, obtaining a wheel speed signal of a non-driving wheel, and calculating the acceleration of the non-driving wheel according to the wheel speed signal of the non-driving wheel.

[0038] The acceleration of the non-driving wheel is calculated as a reference for the actual acceleration of the vehicle, providing a reliable reference for slip determination.

[0039] S130, in response to the difference between the acceleration of the driving wheel and the acceleration of the non-driving wheel satisfying the slip determination condition, performing torque limiting control on the first motor, and based on the vehicle demand torque, controlling the second motor connected to the non-driving wheel to provide compensation torque.

[0040] When the slip of the driving wheel is identified based on the difference between the acceleration of the driving wheel and the acceleration of the non-driving wheel, not only the torque limiting control is performed on the first motor to inhibit the slip of the driving wheel, but also the second motor on the non-driving wheel side is controlled to provide appropriate compensation torque to meet the vehicle demand torque and maintain the continuous output of the vehicle driving force.

[0041] Therefore, the slippage recognition and torque control method of this application uses the resolver signal of the first motor on the drive wheel side to identify slippage in advance, and dynamically distributes the torque of the first motor on the drive wheel side and the second motor on the non-drive wheel side based on the torque required by the whole vehicle, so as to suppress slippage in a timely and effective manner without affecting the driving force of the whole vehicle, thereby improving the stability and driving smoothness of electric vehicles on low-traction roads.

[0042] Figure 2 The implementation process of the slippage recognition and torque control method in the embodiments of this application is illustrated below. Figure 1 and Figure 2 The diagram illustrates the specific implementation process of each step in the slippage recognition and torque control method.

[0043] In some embodiments, obtaining the resolver signal of the first motor includes: periodically and continuously acquiring the angle of the first motor through the resolver of the first motor to obtain the resolver signal of the first motor. The sampling frequency of the resolver signal can be several kHz, tens of kHz, or even hundreds of kHz. For example, in some specific examples, the sampling frequency of the resolver signal is 20 kHz, 50 kHz, etc. Utilizing the high sampling frequency of the resolver signal facilitates rapid identification of slippage trends and effective slippage suppression.

[0044] In some embodiments, calculating the acceleration of the drive wheel based on the resolver signal of the first motor includes the following process.

[0045] The rotational speed of the first motor is calculated based on the resolver signal. Specifically, the resolver signal can be differentiated first to obtain the angular velocity of the first motor, and then the rotational speed can be calculated based on the angular velocity. The formula for differentiating the resolver signal is: ω1=Δθ / Δt1, where Δθ is the angle difference between two samples taken by the resolver, Δt1 is the sampling time interval of the resolver, and ω1 is the angular velocity of the first motor, i.e., the rate of change of angle. The formula for calculating the rotational speed of the first motor is: RPM=ω1·60 / 2π, where RPM is the rotational speed of the first motor.

[0046] The output shaft speed of the drive system containing the first motor is calculated based on the speed of the first motor. Specifically, the output shaft speed of the drive system containing the first motor can be calculated based on the speed of the first motor and the transmission ratio of the drive system containing the first motor. The calculation formula is: n = RPM / r1, where r1 is the transmission ratio and n is the speed of the output shaft.

[0047] The acceleration of the driving wheel is calculated according to the rotational speed of the output shaft. Specifically, the rotational speed of the output shaft is first differentiated to obtain the angular acceleration of the output shaft, and then the linear acceleration of the driving wheel is calculated according to the angular acceleration of the output shaft and the radius of the driving wheel as the acceleration of the driving wheel. The calculation formula for differentiating the rotational speed of the output shaft is: ω2=Δn / Δt2, wherein Δn is the difference between the current rotational speed and the last time rotational speed of the output shaft, Δt2 is the time interval, and ω2 is the angular acceleration of the output shaft. The formula for calculating the acceleration of the driving wheel is: a1=ω2·r2, wherein r2 is the radius of the driving wheel, and a1 is the acceleration of the driving wheel.

[0048] In some embodiments, obtaining the wheel speed signal of the non-driving wheel comprises: collecting the wheel speed signal of the non-driving wheel through the wheel speed sensor of the non-driving wheel. If there are multiple non-driving wheels, the average of the wheel speed signals of the multiple non-driving wheels can be used as the wheel speed signal of the non-driving wheel.

[0049] In some embodiments, calculating the acceleration of the non-driving wheel according to the wheel speed signal of the non-driving wheel comprises the following process.

[0050] The wheel speed signal of the non-driving wheel is differentiated to obtain the angular acceleration of the non-driving wheel, and the calculation formula is: ω3=Δv / Δt3, wherein Δv is the difference between the current wheel speed and the last time wheel speed of the non-driving wheel, Δt3 is the sampling time interval, and ω3 is the angular acceleration of the non-driving wheel.

[0051] The linear acceleration of the non-driving wheel is calculated according to the angular acceleration of the non-driving wheel and the radius of the non-driving wheel as the acceleration of the non-driving wheel. The formula for calculating the acceleration of the non-driving wheel is: a2=ω3·r3, wherein r3 is the radius of the non-driving wheel, and a2 is the acceleration of the non-driving wheel.

[0052] Further, in some embodiments, the slip determination condition includes that the difference between the acceleration of the driving wheel and the acceleration of the non-driving wheel exceeds a set threshold value and lasts for a predetermined time. That is, when the difference between the acceleration a1 of the driving wheel and the acceleration a2 of the non-driving wheel exceeds the set numerical threshold value and the time exceeds the set time threshold value, it is determined that the difference between the acceleration of the driving wheel and the acceleration of the non-driving wheel meets the slip determination condition. Through the double determination conditions of the numerical threshold value and the time threshold value, false judgments caused by road bumps, signal noise and other interferences can be avoided.

[0053] In some embodiments, the first motor is controlled in a torque limiting manner, and a second motor connected to the non-driving wheel is controlled to provide a compensation torque based on the vehicle demand torque, including: determining the vehicle demand torque; controlling the first motor in a torque limiting manner based on closed-loop control of the slip rate of the driving wheel, so that the first motor outputs a target torque that restores the driving wheel to a stable working condition; and controlling the second motor connected to the non-driving wheel to output a compensation torque, so that the sum of the output torques of the second motor and the first motor satisfies the vehicle demand torque.

[0054] In the above embodiments, the steps of calculating the acceleration of the driving wheel, calculating the acceleration of the non-driving wheel, and determining whether the difference between the acceleration of the driving wheel and the acceleration of the non-driving wheel meets the slip determination condition can be performed by the motor controller (MCU); and the step of controlling the first motor in a torque limiting manner is performed at least by the motor controller. In the conventional slip identification and torque control, not only is the slip detected by the wheel speed sensor, but when the vehicle slips, the wheel speed signal is transmitted to the electronic stability system (ESP), the electronic stability system makes a comprehensive judgment and sends a torque limiting request, which is then sent by the vehicle controller (VCU) to the motor controller for actual torque control. The overall signal link is long and the response is lagging, resulting in an unsatisfactory slip suppression effect and affecting the smoothness and stability of the vehicle. In this application, the slip determination and torque limiting steps are performed by the motor controller based on the real-time analysis of the change in the resolver angular velocity, which is sampled at a frequency much higher than the wheel speed sensor, which can quickly determine whether the driving wheel has lost adhesion and can identify the slip trend and effectively suppress the slip before the electronic stability system intervenes.

[0055] In some embodiments, the first motor and the second motor can be respectively configured with their own motor controllers, and the step of identifying the slip can be performed by the motor controller of the first motor. Alternatively, the controllers of the first motor and the second motor can be integrated in one motor controller as needed. In some embodiments, the steps of calculating the acceleration of the driving wheel, calculating the acceleration of the non-driving wheel, and determining whether the difference between the acceleration of the driving wheel and the acceleration of the non-driving wheel meets the slip determination condition can be performed by the motor controller of the first motor. Specifically, in vehicle applications, each motor controller can obtain the wheel speed signals of all wheels in real time through the CAN bus, and calculate the acceleration of each wheel according to the wheel speed signals. In this application, the motor controller of the first motor can obtain the wheel speed signals of the non-driving wheels and calculate the acceleration of the non-driving wheels, so as to realize the identification of the slip by the motor controller of the first motor, reduce the signal transmission, and improve the response speed.

[0056] Further, the step of controlling the second motor to provide the compensation torque is performed at least by the vehicle controller. Specifically, in some embodiments, the step of limiting the torque of the first motor is performed at least by the motor controller of the first motor, and the step of controlling the second motor to provide the compensation torque is performed at least by the vehicle controller, including: the motor controller of the first motor limiting the torque of the first motor based on the identified slip signal and sending the slip signal to the vehicle controller, the vehicle controller generating a torque compensation signal based on the slip signal and sending the torque compensation signal to the motor controller of the second motor, and the motor controller of the second motor controlling the second motor to provide the compensation torque according to the torque compensation signal. In this case, after the motor controller of the first motor identifies the slip of the drive wheel, it can immediately limit the torque by itself and send the slip signal to the vehicle controller, so that the vehicle controller controls the motor controller of the second motor to drive the second motor to provide the compensation torque.

[0057] Alternatively, in some embodiments, the step of limiting the torque of the first motor is performed at least by the motor controller of the first motor, and the step of controlling the second motor to provide the compensation torque is performed at least by the vehicle controller, including: the motor controller of the first motor sending the identified slip signal to the vehicle controller, the vehicle controller generating a torque distribution signal based on the slip signal and sending the torque distribution signal to the motor controller of the first motor and the motor controller of the second motor, the motor controller of the first motor limiting the torque of the first motor according to the torque distribution signal, and the motor controller of the second motor controlling the second motor to provide the compensation torque according to the torque distribution signal. In this case, after the motor controller of the first motor identifies the slip of the drive wheel, it sends the slip signal to the vehicle controller, and the vehicle controller controls the motor controller of the first motor and the motor controller of the second motor to respectively drive the corresponding wheels to output appropriate torques.

[0058] The specific process of limiting the torque of the first motor by the motor controller can include: calculating the actual slip ratio of the drive wheel, for example, slip ratio = (drive wheel speed - non-drive wheel speed) / non-drive wheel speed; obtaining the error between the actual slip ratio of the drive wheel and the target slip ratio, calculating the torque correction amount of the first motor according to the error in a step proportional to the error, for example, multiplying the error by a specific proportional coefficient to obtain the torque correction amount, or calculating the torque correction amount according to a PID (proportional-integral-derivative) control algorithm, and the error and the torque correction amount are continuously obtained according to a set period; iteratively adjusting the output torque of the first motor according to the torque correction amount until the actual slip ratio of the drive wheel is stabilized near the target slip ratio, i.e., the difference between the actual slip ratio of the drive wheel and the target slip ratio is less than a set threshold, so that the drive wheel returns to the stable working condition. At this time, the output torque of the corresponding first motor is the target torque.

[0059] The whole vehicle demand torque can be determined by a whole vehicle controller according to the operation intention of the driver and the current vehicle state. In the process of the motor controller limiting the torque of the first motor, the whole vehicle controller can control the second motor to provide a compensation torque, so that the sum of the output torques of the first motor and the second motor meets the whole vehicle demand torque. In this way, without affecting the driving force of the whole vehicle, the driving force distribution between the first motor on the driving wheel side and the second motor on the non-driving wheel side is adjusted, the slipping is effectively inhibited, and the stability and driving smoothness of the vehicle on the low adhesion road are improved.

[0060] The application further provides a slipping identification and torque control device, which can be used to implement the slipping identification and torque control method described in any of the above embodiments. The features and principles of the slipping identification and torque control method described in any of the above embodiments can be applied to the following slipping identification and torque control device embodiments. In the following slipping identification and torque control device embodiments, the features and principles of the slipping identification and torque control that have been elucidated will not be described repeatedly.

[0061] Figure 3 The main modules of the slipping identification and torque control device are shown, and with reference to FIG. 3, Figure 3 The slipping identification and torque control device 300 provided by the application includes: a driving wheel acceleration calculation module 310 configured to obtain a resolver signal of a first motor connected to a driving wheel, and calculate the acceleration of the driving wheel according to the resolver signal of the first motor; a non-driving wheel acceleration calculation module 320 configured to obtain a wheel speed signal of a non-driving wheel, and calculate the acceleration of the non-driving wheel according to the wheel speed signal of the non-driving wheel; a slipping identification and torque distribution module 330 configured to, in response to the difference between the acceleration of the driving wheel and the acceleration of the non-driving wheel meeting a slipping determination condition, control the first motor to limit the torque, and control a second motor connected to the non-driving wheel to provide a compensation torque based on a whole vehicle demand torque.

[0062] Further, the slipping identification and torque control device 300 can further include modules for implementing other process steps of the above-mentioned slipping identification and torque control method embodiments. The specific principles of each module can be referred to the description of the above-mentioned slipping identification and torque control method embodiments, which will not be described repeatedly here.

[0063] The various functional modules of the slipping identification and torque control device 300 of the application can be integrated with a suitable controller of the vehicle or independently provided. For example, the driving wheel acceleration calculation module 310 and the non-driving wheel acceleration calculation module 320 can be integrated in a motor controller, and the slipping identification and torque distribution module 330 can be partially integrated in the motor controller and partially integrated in the whole vehicle controller.

[0064] The slip identification and torque control device 300 of the present application can identify slip in advance by using the resolver signal of the first motor at the drive wheel side, and dynamically allocate the torque of the first motor at the drive wheel side and the second motor at the non-drive wheel side based on the vehicle demand torque, shorten the signal link, timely and effectively suppress slip without affecting the vehicle driving force, and improve the stability and driving smoothness of the electric vehicle on the low adhesion road surface.

[0065] The electronic device of the present application can be integrated with a suitable controller of the vehicle or independently arranged. For example, the electronic device can be partially integrated in the motor controller and partially integrated in the vehicle controller. For another example, the electronic device can be independently arranged and in communication connection with the motor controller and the vehicle controller.

[0066] The electronic device of the present application can be integrated with a suitable controller of the vehicle or independently arranged. For example, the electronic device can be partially integrated in the motor controller and partially integrated in the vehicle controller. For another example, the electronic device can be independently arranged and in communication connection with the motor controller and the vehicle controller.

[0067] The electronic device of the present application can be integrated with a suitable controller of the vehicle or independently arranged. For example, the electronic device can be partially integrated in the motor controller and partially integrated in the vehicle controller. For another example, the electronic device can be independently arranged and in communication connection with the motor controller and the vehicle controller.

[0068] Figure 4 The structure of the electronic device is shown, referring to Figure 4 The components of the electronic device 400 include, but are not limited to, at least one processing unit 410, at least one storage unit 420, a bus 430 connecting different platform components (including the storage unit 420 and the processing unit 410), etc.

[0069] The storage unit 420 stores program code which can be executed by the processing unit 410, so that the processing unit 410 executes the slip identification and torque control method described in any of the above embodiments. The storage unit 420 can include a readable medium in the form of a volatile storage unit, such as a random access memory and / or a cache memory, and can further include a read-only storage unit. The storage unit 420 can also include programs / utilities with one or more program modules, such as an operating system, one or more application programs, other program modules, and program data, each of which or some combination thereof can include the implementation of a network environment.

[0070] Bus 430 can be one or more of several types of bus structure including a memory bus or memory controller, a peripheral bus, a graphics bus, a processor or local bus using any of a variety of bus architectures.

[0071] Electronic device 400 can also communicate with one or more external devices such as a keyboard, a pointing device, a Bluetooth device, or a game controller, by way of input / output interface(s) 440. These and other input / output devices can enable user interaction with electronic device 400. Electronic device 400 can also communicate with one or more other computing devices such as a router, a modem, or a network of devices by way of network adapter 450. This communication can occur via input / output interface(s) 440. Further, electronic device 400 can communicate with one or more networks, such as a local area network, a wide area network, or the Internet, by way of network adapter 450. Network adapter 450 can be any of a variety of different types of adapters suitable for interfacing electronic device 400 to a network and is only one example of a suitable adapter.

[0072] The embodiment of the present application further provides a computer readable storage medium for storing a program, which, when executed, implements the slip identification and torque control method described in any of the above embodiments.

[0073] The storage medium of the present application can be integrally arranged with a suitable controller of a vehicle or independently arranged. For example, the storage medium can be partially integrated in a motor controller and partially integrated in a vehicle controller.

[0074] The storage medium, when executed, implements the slip identification and torque control method, which can identify slip in advance by using a resolver signal of the first motor at the drive wheel side, and dynamically distribute the torque of the first motor at the drive wheel side and the second motor at the non-drive wheel side based on the whole vehicle demand torque, shorten the signal link, and effectively suppress slip in time without affecting the whole vehicle driving force, thereby improving the stability and driving smoothness of the electric vehicle on the low adhesion road surface.

[0075] The storage medium can be a portable compact disc read-only memory and include program codes, and can be run on a terminal device, such as a vehicle-mounted computer. However, the storage medium of the present application is not limited thereto, and can be any tangible medium containing or storing a program, which can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0076] The storage medium can take any suitable form. The storage medium can be a readable signal medium or a readable storage medium. The readable storage medium may, for example, be, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the above. More specific examples of the readable storage medium include, but are not limited to, an electrical connection having one or more wires, a portable disc, a hard disk, a random access memory, a read-only memory, an erasable programmable read-only memory, an optical fiber, a portable compact disc read-only memory, an optical storage device, a magnetic storage device, or any suitable combination of the above.

[0077] The readable signal medium can include a data signal carried in a baseband or as part of a carrier wave. Such a propagated data signal can take any of a variety of forms, including but not limited to electro-magnetic, optical, or any suitable combination thereof. The readable signal medium can also be any readable medium that is not a storage medium and that can communicate, propagate, or transport programming for use by or in connection with an instruction execution system, apparatus, or device. The programming contained in the readable signal medium can be transmitted using any suitable medium, including but not limited to wireless, wired, optical, RF, or the like, or any suitable combination of the above.

[0078] The programming code can be executed completely on the user's computing device, partially on the user's device, as a stand-alone software package, partially on the user's computing device and partially on a remote computing device, or completely on the remote computing device or server. In the latter scenario, the remote computing device can be connected to the user's computing device through any kind of network, including a local area network or a wide area network, or the connection can be made to an external computing device, such as through the Internet using an Internet Service Provider.

[0079] The embodiments of the present application also provide a computer program product, which includes a computer program. The computer program is executed by a processor to implement the slip identification and torque control method described in any of the above embodiments.

[0080] The computer program product can be integrated with a suitable controller of the vehicle or provided independently. For example, the computer program product can be partially integrated in a motor controller and partially integrated in a vehicle controller.

[0081] The computer program product is executed to implement the slip identification and torque control method, the slip can be identified in advance by using the resolver signal of the first motor at the drive wheel side, and the torque of the first motor at the drive wheel side and the second motor at the non-drive wheel side is dynamically allocated based on the whole vehicle demand torque, the signal link is shortened, the slip is timely and effectively inhibited without affecting the whole vehicle driving force, and the stability and driving smoothness of the electric vehicle on the low adhesion road surface are improved.

[0082] The embodiments of the present application also provide an electric vehicle configured with the slip identification and torque control device, the electronic equipment, the storage medium or the computer program product. By using the configured slip identification and torque control device, the electronic equipment, the storage medium or the computer program product, the resolver signal of the first motor at the drive wheel side can be collected in real time during the driving of the electric vehicle, the slip can be identified in advance, and the torque of the first motor at the drive wheel side and the second motor at the non-drive wheel side is dynamically allocated based on the whole vehicle demand torque, the slip is timely and effectively inhibited without affecting the whole vehicle driving force, and the stability and driving smoothness of the electric vehicle on the low adhesion road surface are improved.

[0083] Finally, it should be noted that the above content is a further detailed description of the present application in combination with specific preferred embodiments, and cannot be considered as limiting the specific implementation of the present application to these descriptions. For ordinary skilled persons in the technical field to which the present application belongs, some simple deductions or substitutions can be made without departing from the concept of the present application, and all of them should be considered as belonging to the protection scope of the present application.

Claims

1. A slippage recognition and torque control method, characterized in that, include: Obtain the resolver signal of the first motor connected to the drive wheel, and calculate the acceleration of the drive wheel based on the resolver signal of the first motor; Obtain the wheel speed signal of the non-driving wheel, and calculate the acceleration of the non-driving wheel based on the wheel speed signal of the non-driving wheel; In response to the difference between the acceleration of the drive wheel and the acceleration of the non-drive wheel satisfying the slippage determination condition, the first motor is subjected to torque limiting control, and the second motor connected to the non-drive wheel is provided with compensation torque based on the torque required by the whole vehicle.

2. The slippage recognition and torque control method as described in claim 1, characterized in that, Obtaining the resolver signal of the first motor includes: The angle of the first motor is periodically collected through the resolver of the first motor to obtain the resolver signal of the first motor.

3. The slippage recognition and torque control method as described in claim 1, characterized in that, Calculating the acceleration of the drive wheel based on the resolver signal of the first motor includes: The rotational speed of the first motor is calculated based on the resolver signal of the first motor; Calculate the output shaft speed of the drive system containing the first motor based on the speed of the first motor; The acceleration of the drive wheel is calculated based on the rotational speed of the output shaft.

4. The slippage recognition and torque control method as described in claim 3, characterized in that, Calculating the rotational speed of the first motor based on the resolver signal of the first motor includes: differentiating the resolver signal to obtain the angular velocity of the first motor; calculating the rotational speed of the first motor based on the angular velocity of the first motor; and / or Calculating the output shaft speed of the drive system containing the first motor based on the first motor's speed includes: calculating the output shaft speed of the drive system containing the first motor based on the first motor's speed and the transmission ratio of the drive system containing the first motor; and / or Calculating the acceleration of the drive wheel based on the rotational speed of the output shaft includes: differentiating the rotational speed of the output shaft to obtain the angular acceleration of the output shaft; and calculating the linear acceleration of the drive wheel based on the angular acceleration of the output shaft and the radius of the drive wheel, which is used as the acceleration of the drive wheel.

5. The slippage recognition and torque control method as described in claim 1, characterized in that, Obtaining the wheel speed signal of the non-driving wheel includes: acquiring the wheel speed signal of the non-driving wheel through a wheel speed sensor of the non-driving wheel; and / or Calculating the acceleration of the non-driving wheel based on the wheel speed signal of the non-driving wheel includes: differentiating the wheel speed signal of the non-driving wheel to obtain the angular acceleration of the non-driving wheel; and calculating the linear acceleration of the non-driving wheel based on the angular acceleration and the radius of the non-driving wheel, as the acceleration of the non-driving wheel.

6. The slippage recognition and torque control method as described in claim 1, characterized in that, The slippage determination criteria include the difference between the acceleration of the drive wheel and the acceleration of the non-drive wheel exceeding a set threshold and lasting for a predetermined time.

7. The slippage recognition and torque control method as described in claim 1, characterized in that, The first motor is subjected to torque limiting control, and the second motor connected to the non-drive wheels is controlled to provide compensating torque based on the overall vehicle torque demand, including: Determine the required torque for the entire vehicle; Based on closed-loop control of the slip ratio of the drive wheel, the first motor is subjected to torque limiting control so that the first motor outputs the target torque that restores the drive wheel to a stable operating condition. The output compensation torque of the second motor connected to the non-drive wheel is controlled so that the sum of the output torques of the second motor and the first motor meets the required torque of the whole vehicle.

8. The slippage recognition and torque control method as described in any one of claims 1 to 7, characterized in that, The motor controller performs the following steps: calculating the acceleration of the drive wheel, calculating the acceleration of the non-drive wheel, and determining whether the difference between the acceleration of the drive wheel and the acceleration of the non-drive wheel satisfies the slippage determination condition. as well as The first motor is subjected to torque limiting control by at least the motor controller, and the second motor is subjected to compensating torque by at least the vehicle controller.

9. The slippage recognition and torque control method as described in claim 8, characterized in that, The motor controller of the first motor performs the steps of calculating the acceleration of the drive wheel, calculating the acceleration of the non-drive wheel, and determining whether the difference between the acceleration of the drive wheel and the acceleration of the non-drive wheel satisfies the slippage determination condition. The steps of limiting torque on the first motor are performed by at least the motor controller, and the steps of controlling the second motor to provide compensating torque are performed by at least the vehicle controller, including: The motor controller of the first motor performs torque limiting control on the first motor based on the detected slippage signal and sends the slippage signal to the vehicle controller. The vehicle controller generates a torque compensation signal based on the slippage signal and sends it to the motor controller of the second motor. The motor controller of the second motor controls the second motor to provide compensation torque according to the torque compensation signal; or The motor controller of the first motor sends the detected slippage signal to the vehicle controller. The vehicle controller generates a torque distribution signal based on the slippage signal and sends it to the motor controllers of the first motor and the second motor. The motor controller of the first motor performs torque limiting control on the first motor according to the torque distribution signal, and the motor controller of the second motor controls the second motor to provide compensation torque according to the torque distribution signal.

10. A slippage detection and torque control device, characterized in that, For implementing the slippage detection and torque control method as described in any one of claims 1 to 9, the slippage detection and torque control device comprises: The drive wheel acceleration calculation module is configured to obtain the resolver signal of the first motor connected to the drive wheel, and calculate the acceleration of the drive wheel based on the resolver signal of the first motor. The non-drive wheel acceleration calculation module is configured to obtain the wheel speed signal of the non-drive wheel and calculate the acceleration of the non-drive wheel based on the wheel speed signal of the non-drive wheel. The slippage recognition and torque distribution module is configured to perform torque limiting control on the first motor in response to the difference between the acceleration of the drive wheel and the acceleration of the non-drive wheel satisfying the slippage determination condition, and to provide compensation torque to the second motor connected to the non-drive wheel based on the torque demand of the whole vehicle.

11. An electronic device, characterized in that, include: processor; A memory, wherein executable instructions are stored; When the executable instructions are executed by the processor, they implement the slippage recognition and torque control method as described in any one of claims 1 to 9.

12. A computer-readable storage medium for storing a program, characterized in that, When the program is executed by the processor, it implements the slippage recognition and torque control method as described in any one of claims 1 to 9.

13. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the slippage recognition and torque control method as described in any one of claims 1 to 9.

14. An electric vehicle, characterized in that, The electric vehicle is equipped with the slip recognition and torque control device as described in claim 10, or the electric vehicle is equipped with the electronic device as described in claim 11, or the electric vehicle is equipped with the storage medium as described in claim 12, or the electric vehicle is equipped with the computer program product as described in claim 13.

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