Torque control method and device and vehicle

Abstract

The invention provides a torque control method and device and a vehicle, and the method comprises the steps that reference torque values and actual torque values of a plurality of motors and the operation working condition of the vehicle are obtained, and the operation working condition of the vehicle is used for determining the longitudinal demand torque and the additional yaw moment of the vehicle; the actual torque values of the multiple motors and the operation working condition of the vehicle are used for determining the target torque change range of the multiple motors; and according to a first constraint function and the reference torque values of the multiple motors, the multiple motors are controlled, and the first constraint function is used for constraining the output torque values of the multiple motors to meet the longitudinal demand torque of the vehicle, the additional yaw moment of the vehicle and the target torque change range of the multiple motors. According to the technical scheme, the output torque values of the multiple motors meet the longitudinal required torque, the additional yaw force and the target torque change range of the vehicle, the method is suitable for various driving scenes, and the realizability of the determined output torque values of the multiple motors can be guaranteed.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more specifically, to a torque control method, apparatus, and vehicle. Background Technology

[0002] Distributed drive architecture is a design approach that transforms the traditional centralized layout of the drive system into a collaborative design involving multiple independent drive units. For example, a distributed drive architecture can be a three-motor or four-motor configuration. Taking a three-motor configuration as an example, the front axle can be equipped with one motor, and the rear axle with two motors. The vehicle's control system can then control the two rear axle motors to output torque of different magnitudes or even in different directions, achieving torque vectoring (TV). This generates additional yaw moment that alters the vehicle's attitude, effectively improving handling and stability on low-traction surfaces and in cornering conditions. With its advantages such as rapid torque response, ability to adjust vehicle attitude, and powertrain redundancy, distributed drive architecture is gradually becoming an inevitable trend in vehicle chassis development. However, current torque control methods based on distributed drive architecture cannot meet user needs. Summary of the Invention

[0003] This application provides a torque control method, device, and vehicle that can constrain the output torque values ​​of multiple motors, ensuring that the output torque values ​​of the multiple motors meet the vehicle's longitudinal torque requirements, the vehicle's additional yaw force, and the target torque variation range of the multiple motors, making it suitable for various driving scenarios. Since the target torque variation range of the multiple motors is determined based on the vehicle's operating conditions and the actual torque values ​​of the multiple motors, the feasibility of determining the output torque values ​​of the multiple motors can be guaranteed.

[0004] In a first aspect, a torque control method is provided, comprising: acquiring reference torque values ​​and actual torque values ​​of multiple motors and the operating conditions of a vehicle, wherein the operating conditions of the vehicle are used to determine the longitudinal torque requirement and additional yaw moment of the vehicle, and the actual torque values ​​of the multiple motors and the operating conditions of the vehicle are used to determine the target torque variation range of the multiple motors; and controlling the multiple motors according to a first constraint function and the reference torque values ​​of the multiple motors, wherein the first constraint function is used to constrain the output torque values ​​of the multiple motors to meet the longitudinal torque requirement of the vehicle, the additional yaw moment of the vehicle, and the target torque variation range of the multiple motors.

[0005] In this application, the output torque values ​​of multiple motors can be constrained by a first constraint function, ensuring that the output torque values ​​of the multiple motors meet the vehicle's longitudinal torque requirements, the vehicle's additional yaw force, and the target torque variation range of the multiple motors, making it suitable for various driving scenarios. Since the target torque variation range of the multiple motors is determined based on the vehicle's operating conditions and the actual torque values ​​of the multiple motors, this ensures the feasibility of the determined output torque values ​​of the multiple motors and overcomes the nonlinearity problem of the motors near zero.

[0006] In conjunction with the first aspect, in some implementations of the first aspect, the first constraint function includes a first equality constraint and / or a second equality constraint, wherein the first equality constraint is used to constrain the output longitudinal torque determined based on the output torque values ​​of the plurality of motors to be equal to the longitudinal required torque, and the second equality constraint is used to constrain the output yaw moment determined based on the output torque values ​​of the plurality of motors to be equal to the additional yaw moment.

[0007] In this application, the output torque values ​​of multiple motors can be constrained by a first constraint function, ensuring that the output torque values ​​of the multiple motors meet the target torque variation range of the multiple motors, and satisfy one or both of the following: the output longitudinal torque is equal to the longitudinal demand torque, and the output yaw moment is equal to the additional yaw moment. This is applicable to various driving scenarios. Since the target torque variation range of the multiple motors is determined based on the vehicle's operating conditions and the actual torque values ​​of the multiple motors, the feasibility of the determined output torque values ​​of the multiple motors can be guaranteed.

[0008] In conjunction with the first aspect, in some implementations of the first aspect, the first constraint function includes a first equality constraint and a second equality constraint, the first constraint function has a feasible solution, and controlling the plurality of motors according to the first constraint function and the reference torque values ​​of the plurality of motors includes: controlling the plurality of motors according to a first performance function, wherein the first performance function is used to optimize the deviation between the output torque values ​​of the plurality of motors and the reference torque values ​​of the plurality of motors.

[0009] In this application, under the condition of satisfying the first constraint function, the deviation between the output torque value of multiple motors and the reference torque value of multiple motors can be further optimized by the first performance function, thereby improving the torque control effect.

[0010] In conjunction with the first aspect, in some implementations of the first aspect, the first constraint function includes the first equality constraint, wherein the second constraint function has no feasible solution, the second constraint function includes the first equality constraint and the second equality constraint, and the vehicle's operating condition is a normal driving condition or a tire blowout braking condition.

[0011] In this application, when it is impossible to simultaneously satisfy the equality of output longitudinal torque and longitudinal demand torque, as well as the equality of output yaw moment and additional yaw moment, the longitudinal demand torque that needs to be prioritized can be determined based on the vehicle's operating conditions. Then, the output torque values ​​of multiple motors are constrained by a first constraint function, ensuring that the output torque values ​​of the multiple motors satisfy the target torque variation range of the multiple motors, and that the output longitudinal torque and longitudinal demand torque are equal. This solution is suitable for scenarios where longitudinal torque is prioritized. Since the target torque variation range of the multiple motors is determined based on the vehicle's operating conditions and the actual torque values ​​of the multiple motors, the feasibility of the determined output torque values ​​of the multiple motors can be guaranteed.

[0012] In conjunction with the first aspect, in some implementations of the first aspect, the first constraint function has a feasible solution. Controlling the plurality of motors according to the first constraint function and the reference torque values ​​of the plurality of motors includes: controlling the plurality of motors according to a second performance function, wherein the second performance function is used to optimize the deviation between the output torque values ​​of the plurality of motors and the reference torque values ​​of the plurality of motors, as well as the deviation between the output yaw torque and the additional yaw torque.

[0013] In this application, the deviation between the output longitudinal torque and the longitudinal demand torque can be optimized by the second performance function, thereby reducing the deviation between the output yaw moment and the additional yaw moment while ensuring that the output torque values ​​of multiple motors meet the target torque variation range of multiple motors and that the output longitudinal torque and the longitudinal demand torque are equal.

[0014] In conjunction with the first aspect, in some implementations of the first aspect, the first constraint function includes the second equality constraint, wherein the second constraint function has no feasible solution, the second constraint function includes the first equality constraint and the second equality constraint, and the vehicle's operating condition is a stability intervention condition or a tire blowout drive condition.

[0015] In this application, when it is impossible to simultaneously satisfy the equality of output longitudinal torque and longitudinal required torque, as well as the equality of output yaw moment and additional yaw moment, the additional yaw moment can be prioritized based on the vehicle's operating conditions. Then, the output torque values ​​of multiple motors are constrained by a first constraint function, ensuring that the output torque values ​​of the multiple motors meet the target torque variation range of the multiple motors, and that the output yaw moment and additional yaw moment are equal. This solution is suitable for scenarios where yaw moment is prioritized. Since the target torque variation range of the multiple motors is determined based on the vehicle's operating conditions and the actual torque values ​​of the multiple motors, the feasibility of the determined output torque values ​​of the multiple motors can be guaranteed.

[0016] In conjunction with the first aspect, in some implementations of the first aspect, the first constraint function has a feasible solution. Controlling the plurality of motors according to the first constraint function and the reference torque values ​​of the plurality of motors includes: controlling the plurality of motors according to a third performance function, wherein the third performance function is used to optimize the deviation between the output torque values ​​of the plurality of motors and the reference torque values ​​of the plurality of motors, as well as the deviation between the output longitudinal torque and the longitudinal demand torque.

[0017] In this application, the deviation between the output longitudinal torque and the longitudinal demand torque can be optimized by a third performance function, thereby reducing the deviation between the output longitudinal torque and the longitudinal demand torque while ensuring that the output torque values ​​of multiple motors meet the target torque variation range of multiple motors and that the output yaw moment and the additional yaw moment are equal.

[0018] In conjunction with the first aspect, in some implementations of the first aspect, when no feasible solution exists for the first constraint function, controlling the plurality of motors according to the first constraint function and the reference torque values ​​of the plurality of motors includes: controlling the plurality of motors according to a fourth performance function, wherein the fourth performance function is used to optimize the deviation between the output torque values ​​of the plurality of motors and the reference torque values ​​of the plurality of motors, the deviation between the output longitudinal torque and the longitudinal demand torque, and the deviation between the output yaw moment and the additional yaw moment.

[0019] In this application, when it is impossible to satisfy the conditions that the output longitudinal torque and the required longitudinal torque are equal, and that the output yaw moment and the additional yaw moment are equal, the output torque values ​​of multiple motors are constrained by a first constraint function to ensure that the output torque values ​​of the multiple motors meet the target torque variation range of the multiple motors. Since the target torque variation range of the multiple motors is determined based on the vehicle's operating conditions and the actual torque values ​​of the multiple motors, this ensures the feasibility of the determined output torque values ​​of the multiple motors. Furthermore, a fourth performance function can be used to optimize the deviation between the output longitudinal torque and the required longitudinal torque, as well as the deviation between the output yaw moment and the additional yaw moment. This reduces the deviation between the output longitudinal torque and the required longitudinal torque, and the deviation between the output yaw moment and the additional yaw moment, while ensuring that the output torque values ​​of the multiple motors meet the target torque variation range of the multiple motors.

[0020] In conjunction with the first aspect, in some implementations of the first aspect, the method further includes: determining the upper limit and lower limit of the torque of the plurality of motors based on the operating conditions of the vehicle and the actual torque values ​​of the plurality of motors, respectively; controlling the plurality of motors based on the first constraint function and the reference torque values ​​of the plurality of motors includes: determining the output torque value of the plurality of motors based on the first constraint function and the reference torque values ​​of the plurality of motors; and controlling the plurality of motors based on the output torque value, the upper limit of the torque, and the lower limit of the torque.

[0021] In this application, after determining the output torque values ​​of multiple motors, the output torque values ​​can be verified to ensure that the determined output torque values ​​are the torque values ​​that the motors can output.

[0022] In conjunction with the first aspect, in some implementations of the first aspect, the plurality of motors includes a first motor, and controlling the plurality of motors based on the output torque value, upper torque value, and lower torque value of the plurality of motors includes: controlling the first motor based on the upper torque value of the first motor when the output torque value of the first motor is greater than the upper torque value of the first motor, and controlling the first motor based on the lower torque value of the first motor when the output torque value of the first motor is less than the lower torque value of the first motor.

[0023] In conjunction with the first aspect, in some implementations of the first aspect, controlling the plurality of motors based on their output torque values, upper torque values, and lower torque values ​​includes: controlling the plurality of motors based on their output torque values ​​when the output torque value of each of the plurality of motors is greater than or equal to the corresponding lower torque value and less than or equal to the corresponding upper torque value.

[0024] In conjunction with the first aspect, in some implementations of the first aspect, the method further includes: determining the torque change rate of the plurality of motors based on the actual torque values ​​of the plurality of motors; determining a first torque range of the plurality of motors based on the torque change rate of the plurality of motors, the control cycle, and the actual torque values ​​of the plurality of motors; determining the maximum driving torque and the maximum braking torque of the plurality of motors based on the operating conditions of the vehicle; determining a second torque range of the plurality of motors based on the maximum driving torque and the maximum braking torque of the plurality of motors; and determining a target torque change range of the plurality of motors based on the first torque range, the second torque range, and the relaxation variable.

[0025] In conjunction with the first aspect, in some implementations of the first aspect, when the vehicle's operating condition is a tire blowout condition, the method further includes: determining the maximum driving torque and maximum braking torque of the motor corresponding to the tire blowout condition under the tire blowout condition; determining a third torque range of the motor corresponding to the tire blowout condition based on the maximum driving torque and maximum braking torque of the motor corresponding to the tire blowout condition under the tire blowout condition; determining the target torque variation range of the multiple motors based on the first torque range of the multiple motors, the second torque range of the multiple motors, and the relaxation variable includes: determining the target torque variation range of the multiple motors based on the first torque range of the multiple motors, the second torque range of the multiple motors, the third torque range of the motor corresponding to the tire blowout condition, and the relaxation variable.

[0026] In conjunction with the first aspect, in some implementations of the first aspect, the first torque range includes a fourth torque range. When the vehicle is operating under a stability intervention condition, the method further includes: determining the intervention torque of the motor corresponding to the stability intervention function; and determining the fourth torque range of the motor corresponding to the stability intervention function based on the intervention torque of the motor corresponding to the stability intervention function and the relaxation variable.

[0027] In a second aspect, a torque control device is provided, the device comprising: a processor for executing a computer program stored in the memory, such that the device performs the method in any possible implementation of the first aspect described above.

[0028] In conjunction with the second aspect, in some implementations of the second aspect, the device also includes a memory.

[0029] Thirdly, a computer program product is provided, comprising: computer program code, which, when executed on a computer or processor, causes the computer or processor to perform the method in any possible implementation of the first aspect.

[0030] It should be noted that the above computer program code can be stored in whole or in part on a storage medium, which can be packaged together with the processor or packaged separately from the processor.

[0031] Fourthly, a computer-readable storage medium is provided, the computer-readable medium storing instructions that, when executed by a processor, cause the processor to implement the method in any possible implementation of the first aspect.

[0032] Fifthly, a chip is provided that includes circuitry for performing the methods in any of the possible implementations of the first aspect described above.

[0033] In a sixth aspect, a vehicle is provided that includes means as in any possible implementation of the second or third aspect, or the vehicle includes a computer-readable storage medium as in any possible implementation of the fifth aspect, or the vehicle includes a chip as in any possible implementation of the sixth aspect, or the vehicle is loaded with a computer program product as in any possible implementation of the fourth aspect.

[0034] In conjunction with aspect six, in some implementations of aspect seven, the vehicle may include vehicles in a broad sense, such as transportation vehicles (e.g., commercial vehicles, passenger cars, motorcycles, flying cars, trains, etc.), industrial vehicles (e.g., forklifts, trailers, tractors, etc.), engineering vehicles (e.g., excavators, bulldozers, cranes, etc.), agricultural equipment (e.g., lawnmowers, harvesters, etc.), amusement equipment, toy vehicles, etc. In practical implementation, the vehicle may also be a road vehicle, a water vehicle, an air vehicle, industrial equipment, agricultural equipment, or other intelligent driving equipment such as entertainment equipment.

[0035] For the beneficial effects not described in detail in aspects two through six, please refer to the description in aspect one, which will not be repeated here. Attached Figure Description

[0036] Figure 1 This is a functional schematic block diagram of the vehicle provided in the embodiments of this application.

[0037] Figure 2 This is a torque control system architecture diagram provided in an embodiment of this application.

[0038] Figure 3 This is a schematic flowchart of the torque control method provided in the embodiments of this application.

[0039] Figure 4 This is a schematic flowchart of the torque control method provided in the embodiments of this application.

[0040] Figure 5 This is a schematic block diagram of the torque control device provided in the embodiments of this application.

[0041] Figure 6 This is another schematic block diagram of the power consumption optimization device provided in the embodiments of this application. Detailed Implementation

[0042] It should be noted that, in the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in this article is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone.

[0043] In the embodiments of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more, and "at least one" and "one or more" refer to one, two, or more than two. The singular expressions "a," "an," "the," "the," "the," and "this" are intended to also include expressions such as "one or more," unless the context explicitly indicates otherwise.

[0044] References to "one embodiment" or "some embodiments" as described in this specification mean that one or more embodiments of this application include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0045] In this application, "for indication" can be understood as "enabling," which can include direct and indirect enabling. When describing information as enabling A, it can include whether the information directly or indirectly enables A, but does not necessarily mean that the information carries A. The information enabled by the information is called the information to be enabled. In the specific implementation process, there are many ways to enable the information to be enabled, such as, but not limited to, directly enabling the information to be enabled, such as the information to be enabled itself or its index. It can also indirectly enable the information to be enabled by enabling other information, where there is a correlation between the other information and the information to be enabled. It can also enable only a part of the information to be enabled, while the other parts are known or pre-agreed. For example, enabling specific information can be achieved by using a pre-agreed (e.g., protocol-defined) arrangement of various information, thereby reducing enabling overhead to some extent. At the same time, common parts of various information can be identified and enabled uniformly to reduce the enabling overhead caused by individually enabling the same information.

[0046] In this application, "pre-configuration" may include pre-defined terms, such as protocol definitions. These "pre-defined terms" can be implemented by pre-storing corresponding codes, tables, or other means of indicating relevant information in the device (e.g., including various network elements). This application does not limit the specific implementation method.

[0047] The term "storage" or "preservation" in this application can refer to storage in one or more memory devices. These memory devices can be separately configured or integrated into an encoder, decoder, processor, or communication device. Alternatively, some memory devices can be separately configured, while others can be integrated into the decoder, processor, or communication device. The type of memory can be any form of storage medium, and this is not limited.

[0048] The technical solutions in the embodiments of this application will now be described with reference to the accompanying drawings.

[0049] Figure 1 This is a functional block diagram of the vehicle 100 provided in the embodiments of this application.

[0050] Vehicle 100 may include a perception system 110 and a computing platform 120. The perception system 110 may include one or more sensors for sensing information about the environment surrounding the vehicle 100. For example, the perception system 110 may include a positioning system, which may be a Global Positioning System (GPS), a BeiDou system, or another positioning system. As another example, the perception system 110 may include one or more of the following: an inertial measurement unit (IMU), an accelerometer, a lidar, millimeter-wave radar, ultrasonic radar, and a camera device. For instance, the accelerometer may include a sensor for detecting acceleration signals from the air suspension system, or it may include a sensor for detecting ESC acceleration signals.

[0051] Some or all of the functions of vehicle 100 can be controlled by computing platform 120. Computing platform 120 may include one or more processors, such as processors 121 to 12n (n being a positive integer). A processor is a circuit with signal processing capabilities. In one implementation, the processor can be a circuit with instruction read and execute capabilities, such as a central processing unit (CPU), microprocessor, graphics processing unit (GPU) (which can be understood as a type of microprocessor), or digital signal processor (DSP). In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships are fixed or reconfigurable. For example, the processor may be a hardware circuit implemented using an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field-programmable gate array (FPGA). In reconfigurable hardware circuits, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the processor loading instructions to implement the functions of some or all of the above units. Furthermore, the processor can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), tensor processing unit (TPU), deep learning processing unit (DPU), etc. In addition, the computing platform 120 may also include a memory for storing instructions. Some or all of the processors 121 to 12n can call the instructions in the memory to implement corresponding functions, such as cockpit noise reduction.

[0052] The vehicles involved in this application can include road vehicles, water vehicles, air vehicles, industrial equipment, agricultural equipment, or entertainment equipment. For example, vehicles can include driverless vehicles. The term "vehicle" is used in a broad sense and can refer to vehicles (such as commercial vehicles, passenger cars, motorcycles, flying cars, trains, etc.), industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), agricultural equipment (such as lawnmowers, harvesters, etc.), amusement equipment, toy vehicles, etc. The embodiments of this application do not specifically limit the type of vehicle.

[0053] Distributed drive architecture is a design approach that transforms the traditional centralized layout of the drive system into a collaborative design involving multiple independent drive units. For example, a distributed drive architecture can be a three-motor or four-motor configuration. Taking a three-motor configuration as an example, the front axle can be equipped with one motor, and the rear axle with two motors. The vehicle's control system can then control the two rear axle motors to output torques of different magnitudes or even in different directions, achieving torque-to-weight ratio (TV). This generates additional yaw torque that alters the vehicle's attitude, effectively improving handling and stability on low-traction surfaces and in cornering conditions. With its advantages such as rapid torque response, ability to adjust vehicle attitude, and redundancy in the powertrain, distributed drive architecture is gradually becoming an inevitable trend in vehicle chassis development. However, current torque control methods based on distributed drive architecture cannot meet user needs.

[0054] Figure 2 A torque control system architecture diagram provided in an embodiment of this application is shown.

[0055] like Figure 2 As shown, the torque control system 200 includes an upper-level controller 210 and a lower-level controller 220. The functions of each module are described below: The upper-level controller 210 is used to acquire the actual motion parameters of the vehicle and the target motion parameters calculated based on the theoretical model, and then calculates the additional yaw moment of the vehicle based on the actual motion parameters and the target motion parameters. In this embodiment, the method by which the upper-level controller 210 determines the additional yaw moment is not specifically limited.

[0056] In one example, the upper controller 210 can acquire the vehicle's actual yaw rate and target yaw rate. The upper controller 210 can determine the yaw rate deviation based on the actual yaw rate and target yaw rate. The upper controller 210 can then calculate the additional yaw moment based on the yaw rate deviation.

[0057] In another example, the upper-level controller 210 can acquire the vehicle's actual yaw rate, actual lateral rate, actual heading angle, target yaw rate, target lateral rate, and target heading angle. Then, based on these parameters, it calculates the yaw rate deviation, lateral rate deviation, and heading angle deviation. The upper-level controller 210 then calculates the additional yaw moment based on the yaw rate deviation, lateral rate deviation, and heading angle deviation.

[0058] The upper-level controller 210 is also used to send the calculated additional yaw moment to the lower-level controller 220.

[0059] The lower-level controller 220 is used to obtain the longitudinal required torque and determine the output torque values ​​of multiple motors based on the longitudinal required torque and the additional yaw moment.

[0060] For example, in a three-motor mode, the front axle of the vehicle can be equipped with one motor, and the rear axle of the vehicle can be equipped with two motors. The lower-level controller 220 can determine the output torque value of the motor on the front axle and the output torque value of the two motors on the rear axle.

[0061] Figure 3 A schematic flowchart of the torque control method 300 provided in this application embodiment is shown. This method 300 can be executed by the vehicle 100, or by the aforementioned computing platform 120, or by a system-on-a-chip (SoC) in the computing platform 120, or by a processor, circuit, or chip in the computing platform 120, or by a vehicle control unit (VCU), or by a torque control system 200. The following description uses a vehicle as the executing entity. Figure 3 As shown, the method 300 includes: S301, obtain the reference torque value, actual torque value and vehicle operating condition of multiple motors. The vehicle operating condition is used to determine the longitudinal torque requirement and additional yaw moment of the vehicle. The actual torque value of multiple motors and the vehicle operating condition are used to determine the target torque variation range of multiple motors.

[0062] In some possible embodiments, the reference torque value of the plurality of motors is determined based on the depth of the drive pedal or brake pedal.

[0063] For example, in a three-motor mode, the vehicle includes one motor on the front axle and two motors on the rear axle. The vehicle can obtain the depth of the drive pedal pressed by the user during driving, and then determine the total torque as +1000Nm based on the depth of the drive pedal ("+" indicates the direction of the drive motor's rotation speed that drives the vehicle). The vehicle can determine the reference torque value of the front axle motor as +500Nm, the reference torque value of the left motor on the rear axle as +250Nm, and the reference torque value of the right motor on the rear axle as +250Nm.

[0064] For example, in a three-motor mode, the vehicle includes one motor on the front axle and two motors on the rear axle. The vehicle can obtain the depth of the brake pedal depressed by the user during driving, and then determine the total torque as -1000Nm based on the depth of the brake pedal ("-" indicates the direction of the drive motor's rotational speed that enables braking or energy recovery). The vehicle can determine the reference torque value of the front axle motor as 0Nm, the reference torque value of the left motor on the rear axle as -500Nm, and the reference torque value of the right motor on the rear axle as -500Nm.

[0065] In some possible embodiments, the reference torque values ​​of the plurality of motors are determined based on the depth of the drive pedal or brake pedal and the vehicle's driving mode.

[0066] For example, in a three-motor mode, the vehicle may include one motor on the front axle and two motors on the rear axle. The vehicle can obtain the depth of the driver's pedal input during driving and then determine the total torque as +1000 Nm based on the pedal input depth. When the vehicle's driving mode is Comfort mode, the vehicle can determine the reference torque value of the front axle motor as +400 Nm, the reference torque value of the left rear axle motor as +300 Nm, and the reference torque value of the right rear axle motor as +300 Nm. When the vehicle's driving mode is Sport mode, the vehicle can determine the reference torque value of the front axle motor as +200 Nm, the reference torque value of the left rear axle motor as +400 Nm, and the reference torque value of the right rear axle motor as +400 Nm.

[0067] In some possible embodiments, the vehicle's operating conditions include, but are not limited to, tire blowout conditions, normal driving conditions, and stability intervention conditions. Tire blowout conditions can include tire blowout braking conditions and tire blowout driving conditions. Normal driving conditions can be understood as the conditions under which the vehicle is driving normally. Tire blowout braking conditions can be understood as the conditions corresponding to a tire blowout during vehicle operation and the user pressing the brake pedal. Tire blowout driving conditions can be understood as the conditions corresponding to a tire blowout during vehicle operation and the user still pressing the drive pedal. Stability intervention conditions are the conditions corresponding to the vehicle triggering the traction control system (TCS) function or drag torque control function.

[0068] Obtaining the vehicle's operating conditions can be understood as acquiring the vehicle's driving parameters under those conditions, such as the depth of the brake or drive pedal, yaw rate, lateral speed, and heading angle. Thus, the longitudinal torque requirement and additional yaw moment can be determined based on the vehicle's operating conditions.

[0069] For example, the longitudinal torque required by a vehicle can be determined by the depth of the brake pedal or drive pedal, and the additional yaw moment of the vehicle can be determined by the yaw rate, lateral velocity, and yaw angle.

[0070] In some possible embodiments, after obtaining the actual torque values ​​of multiple motors and the operating conditions of the vehicle, the target torque variation range of each of the multiple motors can be determined based on the actual torque values ​​of the multiple motors and the operating conditions of the vehicle.

[0071] It is understandable that, due to differences in vehicle operating conditions and the actual torque values ​​of the motors, the target torque variation range for each of the multiple motors may differ.

[0072] For example, taking a vehicle that includes one motor on the front axle and two motors on the rear axle as an example, we will explain how to determine the target torque variation range for each motor.

[0073] If it is determined that a front tire blowout has occurred, the target torque range of the motor on the front axle can be determined according to the following formulas (1)-(3) or formula (4).

[0074]

[0075] in, This represents the lower limit of the motor torque corresponding to the tire blowout. This can also be understood as the torque value corresponding to the maximum braking capacity that the motor is allowed to output when a tire blows out. It can be a negative value. This represents the maximum torque limit of the motor corresponding to the tire that has blown out. This can also be understood as the torque value corresponding to the maximum driving capacity that the motor is allowed to output when a tire blows out. It can be a positive value. This is the torque value corresponding to the maximum braking capacity of the front axle motor. This is the torque value corresponding to the maximum driving capability of the front axle motor. This is the actual torque value of the front axle motor. To control the cycle. This represents the torque variation rate of the front axle motor. This is the output torque value of the front axle motor. It can also be understood as the expected torque value output by the front axle motor, with slack being the relaxation variable.

[0076] In some possible embodiments, the vehicle has a pre-installed lookup table that maps the vehicle's operating conditions and the actual torque value of the motor to the upper and lower limits in the aforementioned formula. Specifically, when a tire blowout is detected, the vehicle can use the lookup table to determine... , The vehicle can also be determined by querying the lookup table using the vehicle's current available power. , The vehicle can also determine its current torque value by looking up the actual torque value of the front axle motor in the lookup table. .

[0077] Among them, in formula (3) This can be understood as the maximum torque change of the front axle motor within a control cycle. This can be understood as the minimum torque value that the front axle motor can output in one control cycle. This can be understood as the maximum torque value that the front axle motor can output in one control cycle.

[0078] The three torque value ranges that the output torque value of the front axle motor needs to satisfy can be determined by formulas (1)-(3) above. Then, the intersection of these three torque value ranges determines the target torque variation range of the front axle motor. In other words, the lower boundary of the target torque variation range of the front axle motor is the maximum value of the three lower boundaries of the three torque value ranges determined by formulas (1)-(3), and the upper boundary of the target torque variation range of the front axle motor is the minimum value of the three upper boundaries of the three torque value ranges determined by formulas (1)-(3). Based on this, the target torque variation range of the front axle motor can also be determined by formula (4).

[0079]

[0080] It is understandable that if the front tire does not blow out, the target torque range of the front axle motor can be determined by formulas (2) and (3), or by formula (5).

[0081]

[0082] In some possible embodiments, if the vehicle triggers the front wheel stability intervention function, then formula (6) also needs to be introduced when determining the target torque variation range of the front axle motor.

[0083]

[0084] in, The intervention torque of the front axle motor determined for the vehicle.

[0085] For example, if the vehicle triggers the front wheel stability intervention function and the front tire blows out, the vehicle can obtain four torque value ranges according to formulas (1)-(3) and (6), and then determine the target torque change range of the front axle motor by the intersection of the four torque value ranges. Alternatively, the vehicle can obtain two torque value ranges according to formulas (4) and (6), and then determine the target torque change range of the front axle motor by the intersection of the two torque value ranges.

[0086] For example, if the vehicle triggers the front wheel stability intervention function and the front wheel does not blow out, the vehicle can obtain three torque value ranges according to formulas (2), (3) and (6), and then determine the target torque change range of the front axle motor by the intersection of the three torque value ranges. Alternatively, the vehicle can obtain two torque value ranges according to formulas (5) and (6), and then determine the target torque change range of the front axle motor by the intersection of the two torque value ranges.

[0087] In this embodiment, the target torque range of the motor can be determined based on the actual torque value of the motor and the operating conditions of the vehicle, ensuring that the final determined output torque value of the motor is within the target torque range and guaranteeing the feasibility of the final determined output torque value. Furthermore, when determining the torque change rate of the motor, since the torque change rate corresponding to the actual torque value is determined based on the actual torque value of the motor, the nonlinearity problem of the motor near zero point can be overcome.

[0088] Similar to the description above, if it is determined that the left rear tire has blown out, the target torque range of the left motor on the rear axle can be determined according to the following formulas (7)-(9) or formula (10).

[0089]

[0090] in, This is the torque value corresponding to the maximum braking capacity of the left rear axle motor. It can be determined based on the vehicle's currently available power. This is the torque value corresponding to the maximum driving capability of the left rear axle motor. It can be determined based on the vehicle's currently available power. This is the actual torque value of the left motor on the rear axle. To control the cycle. This represents the torque change rate of the left motor on the rear axle. This is the output torque value of the left rear axle motor. This can also be understood as the expected torque value output by the left motor on the rear axle.

[0091] Among them, in formula (9) This can be understood as the maximum torque change of the left rear axle motor within a control cycle. Therefore, This can be understood as the minimum torque value that the left motor on the shaft can output after one control cycle. This can be understood as the maximum torque value that the left motor can output after one control cycle.

[0092] If the left rear tire does not blow out, the target torque variation range of the left rear axle motor can be determined by formulas (8) and (9), or by formula (11).

[0093]

[0094] In some possible embodiments, if the vehicle triggers the stability intervention function of the left rear tire, then formula (12) also needs to be introduced when determining the target torque variation range of the left rear axle motor.

[0095]

[0096] in, The intervention torque of the left rear axle motor is determined for the vehicle.

[0097] If it is determined that the right rear tire has blown out, the target torque range of the right motor on the rear axle can be determined according to the following formulas (13)-(15) or formula (16).

[0098]

[0099] in, This is the torque value corresponding to the maximum braking capacity of the right rear axle motor. It can be determined based on the vehicle's currently available power. This is the torque value corresponding to the maximum driving capability of the right rear axle motor. It can be determined based on the vehicle's currently available power. This is the actual torque value of the right motor on the rear axle. To control the cycle. This represents the torque variation rate of the right motor on the rear axle. This is the output torque value of the right motor on the rear axle. This can also be understood as the expected torque value output by the right motor on the rear axle.

[0100] Among them, in formula (14) This can be understood as the maximum torque change of the right motor on the rear axle during a control cycle. Therefore... This can be understood as the minimum torque value that the right-hand motor can output after one control cycle. This can be understood as the maximum torque value that the right-hand motor can output after one control cycle.

[0101] If the right rear tire does not burst, the target torque variation range of the right rear axle motor can be determined by formulas (14) and (15), or the target torque variation range of the front axle motor can be determined by formula (17).

[0102]

[0103] In some possible embodiments, if the vehicle triggers the stability intervention function of the right rear tire, then formula (18) also needs to be introduced when determining the target torque variation range of the right motor on the rear axle.

[0104]

[0105] in, The intervention torque of the right rear axle motor is determined for the vehicle.

[0106] As described above, the vehicle can determine the target torque range of each of the multiple motors based on the vehicle's operating conditions and the actual torque values ​​of the multiple motors. The above formula can form a constraint function for calculating the output torque values ​​of the multiple motors.

[0107] It should be noted that the above description only uses a vehicle with 3 motors as an example and should not be construed as a specific limitation on the embodiments of this application. For example, in some other possible embodiments, the vehicle may also include 4 motors, that is, 2 motors corresponding to the front axle and 2 motors corresponding to the rear axle. In this case, the target torque variation range of each motor can be determined according to the method described above.

[0108] S302, based on the first constraint function and the reference torque values ​​of the multiple motors, control the multiple motors, wherein the first constraint function is used to constrain the output torque values ​​of the multiple motors to meet the longitudinal torque requirement of the vehicle, the additional yaw force of the vehicle, and the target torque variation range of the multiple motors.

[0109] The first constraint function may include the formula mentioned above for determining the target torque variation range of multiple motors, so that the first constraint function can be used to constrain the output torque values ​​of multiple motors to meet the target torque variation range of multiple motors.

[0110] In this embodiment, the output torque values ​​of multiple motors can be constrained by a first constraint function, ensuring that the output torque values ​​of the multiple motors meet the vehicle's longitudinal torque requirements, the vehicle's additional yaw force, and the target torque variation range of the multiple motors, making it suitable for various driving scenarios. Since the target torque variation range of the multiple motors is determined based on the vehicle's operating conditions and the actual torque values ​​of the multiple motors, this guarantees the feasibility of the determined output torque values ​​of the multiple motors.

[0111] In some possible embodiments, the first constraint function used to constrain the output torque values ​​of the multiple motors to meet the longitudinal torque requirement of the vehicle, the additional yaw force of the vehicle, and the target torque variation range of the multiple motors may include the following possible cases: Scenario 1: When the output torque values ​​of multiple motors meet the target torque variation range of these motors, the output longitudinal torque and output yaw moment determined based on these output torque values ​​must be equal to the longitudinal demand torque and the additional yaw moment, respectively. In this case, the first constraint function may also include a first equality constraint and a second equality constraint. In other words, in Scenario 1, the first constraint function may include the formula used above to determine the target torque variation range of the multiple motors, the first equality constraint, and the second equality constraint. The first equality constraint is used to ensure that the output longitudinal torque is equal to the longitudinal demand torque, and the second equality constraint is used to ensure that the output yaw moment is equal to the additional yaw moment. For Scenario 1, the vehicle can determine whether the first constraint function has a feasible solution. The existence of a feasible solution to the first constraint function can be understood as the output torque values ​​of the multiple motors obtained by solving the first constraint function simultaneously satisfying the target torque variation range of the multiple motors, the first equality constraint, and the second equality constraint.

[0112] For example, taking a vehicle that includes 3 motors as an example, the first equality constraint can be expressed by formula (19), and the second equality constraint can be expressed by formula (20).

[0113]

[0114] in, For longitudinal torque requirements, This represents the output torque value.

[0115]

[0116] in, To add yaw moment, The radius of the wheel's rolling motion. This is the distance between the two wheels on the rear axle. To output yaw moment.

[0117] It is understandable that in case one, the first constraint function may have multiple feasible solutions. In order to make the output torque values ​​of multiple motors close to the reference torque values ​​of multiple motors, in some possible embodiments, the first constraint function may also include a first performance function. S302 can be refined as follows: when the first constraint function has feasible solutions, control multiple motors according to the first performance function, wherein the first performance function is used to optimize the deviation between the output torque values ​​of multiple motors and the reference torque values ​​of multiple motors.

[0118] For example, taking a vehicle with three motors as an example, the first performance function can be expressed by formula (21).

[0119]

[0120] in, For the front axle motor reference weight, This is the reference torque value for the front axle motor. The reference weight for the left rear axle motor. This is the reference torque value for the rear axle motor. The reference weight for the right motor on the rear axle. These are the reference weights for the slack variables. Among them, It is the sum of the reference torque values ​​of the left motor and the right motor on the rear axle.

[0121] In Case 1, when there are multiple feasible solutions to the first constraint function, the vehicle can perform iterative calculations using the first performance function. This allows the vehicle to select the feasible solution that minimizes the output value of the first performance function from among the multiple feasible solutions, and use this feasible solution as the output torque value of the multiple motors.

[0122] In this embodiment, the output torque values ​​of multiple motors can be constrained by a first constraint function, ensuring that the output torque values ​​of the multiple motors meet the target torque variation range of the multiple motors, the output longitudinal torque is equal to the longitudinal required torque, and the output yaw moment is equal to the additional yaw moment, making it suitable for various driving scenarios. Since the target torque variation range of the multiple motors is determined based on the vehicle's operating conditions and the actual torque values ​​of the multiple motors, this ensures the feasibility of the determined output torque values ​​of the multiple motors.

[0123] Scenario 2: When the output torque values ​​of multiple motors meet the target torque variation range of these motors, the output longitudinal torque determined based on the output torque values ​​of these motors needs to be equal to the longitudinal required torque. In this case, the first constraint function may also include the first equality constraint, but not the second equality constraint. In other words, in Scenario 2, the first constraint function may include the formula used above to determine the target torque variation range of the multiple motors and the first equality constraint. In this case, the first constraint function in Scenario 1 can also be called the second constraint function.

[0124] Case 2 can be applied when the first constraint function in Case 1 has no feasible solution and the vehicle's operating conditions are either normal driving conditions or tire blowout braking conditions. In other words, if the first constraint function simultaneously includes the first equality constraint, the second equality constraint, and the target torque variation range of multiple motors, and if the first constraint function has no feasible solution and the vehicle's operating conditions are either normal driving conditions or tire blowout braking conditions, then the first constraint function can include the target torque variation range of multiple motors and the first equality constraint, but exclude the second equality constraint.

[0125] Specifically, since it is impossible to simultaneously satisfy the equality of output yaw moment and additional yaw moment, as well as the equality of output longitudinal torque and longitudinal demand torque, the priority should be determined based on the vehicle's operating conditions, specifically whether to prioritize ensuring the equality of output yaw moment and additional yaw moment or the equality of output longitudinal torque and longitudinal demand torque. When the vehicle's operating conditions are normal driving conditions or tire blowout braking conditions, the longitudinal demand torque should be prioritized. Therefore, in Case 2, the first constraint function can include the target torque variation range of multiple motors and the first equality constraint. For Case 2, the vehicle can determine whether the first constraint function has a feasible solution. In Case 2, the existence of a feasible solution for the first constraint function can be understood as the output torque values ​​of multiple motors obtained through the first constraint function simultaneously satisfying the target torque variation range of multiple motors and the first equality constraint.

[0126] Regarding scenario two, the first constraint function, which constrains the output torque values ​​of multiple motors to meet the vehicle's additional yaw moment, can be understood as constraining the deviation between the output yaw moment and the vehicle's additional yaw moment. The output yaw moment is determined based on the output torque values ​​of the multiple motors. Therefore, in some possible embodiments, the first constraint function may include a second performance function. S302 can be refined as follows: if a feasible solution exists for the first constraint function, control the multiple motors according to the second performance function. The second performance function is used to optimize the deviation between the output torque values ​​of the multiple motors and the reference torque values ​​of the multiple motors, as well as the deviation between the output yaw moment and the additional yaw moment.

[0127] For example, taking a vehicle with three motors as an example, the second performance function can be expressed by formula (22).

[0128]

[0129] in, Add yaw moment tracking weights.

[0130] As can be seen from formula (22), since in case 2, it is necessary to prioritize the output longitudinal torque to be equal to the longitudinal demand torque, a second performance function can be set to optimize the deviation between the output yaw torque and the additional yaw torque. That is, the second performance function is based on the first performance function and adds optimization for the deviation between the yaw torque and the additional yaw torque.

[0131] In case 2, when there are multiple feasible solutions for the first constraint function, the vehicle can perform iterative calculations using the second performance function. This allows the vehicle to select the feasible solution that minimizes the output value of the second performance function from among the multiple feasible solutions, and use this feasible solution as the output torque value of the multiple motors.

[0132] In this embodiment, when it is impossible to simultaneously satisfy the equality of output longitudinal torque and longitudinal demand torque, as well as the equality of output yaw moment and additional yaw moment, the longitudinal demand torque that needs to be prioritized can be determined based on the vehicle's operating conditions. Then, the output torque values ​​of multiple motors are constrained by a first constraint function, ensuring that the output torque values ​​of the multiple motors meet the target torque variation range of the multiple motors, and that the output longitudinal torque and longitudinal demand torque are equal. This solution is suitable for scenarios where longitudinal torque is prioritized. Since the target torque variation range of the multiple motors is determined based on the vehicle's operating conditions and the actual torque values ​​of the multiple motors, the feasibility of the determined output torque values ​​of the multiple motors can be guaranteed.

[0133] Furthermore, the deviation between the output yaw torque and the additional yaw torque can be optimized through the second performance function, thereby reducing the deviation between the output yaw torque and the additional yaw torque while ensuring that the output torque values ​​of multiple motors meet the target torque variation range of multiple motors and that the output longitudinal torque and the longitudinal demand torque are equal.

[0134] Scenario 3: When the output torque values ​​of multiple motors meet the target torque variation range of these motors, the output yaw moment determined based on the output torque values ​​of these motors needs to be equal to the additional yaw moment. In this case, the first constraint function may also include the second equality constraint, but not the first equality constraint. In other words, in Scenario 1, the first constraint function may include the formula and the second equality constraint used above to determine the target torque variation range of the multiple motors. In this case, the first constraint function in Scenario 1 can also be called the second constraint function.

[0135] Case 3 can be applied to Case 1 where the first constraint function has no feasible solution and the vehicle's operating conditions are a tire blowout drive condition and a stability intervention condition. In other words, if the first constraint function simultaneously includes the first equality constraint, the second equality constraint, and the target torque variation range of multiple motors, and if the first constraint function has no feasible solution and the vehicle's operating conditions are a tire blowout drive condition and a stability intervention condition, then the first constraint function can include the target torque variation range of multiple motors and the second equality constraint, but not the first equality constraint.

[0136] Specifically, since it's impossible to simultaneously satisfy the equality of output yaw moment and additional yaw moment, as well as the equality of output longitudinal torque and longitudinal required torque, the priority should be determined based on the vehicle's operating conditions. Specifically, when the vehicle is operating under conditions such as tire blowout drive or stability intervention, the additional yaw moment should be prioritized to avoid risks like vehicle instability and sideslip. Therefore, in case three, the first constraint function can include the target torque variation range of multiple motors and the second equality constraint. For case three, the vehicle can determine whether the first constraint function has a feasible solution. In case three, the existence of a feasible solution for the first constraint function can be understood as the output torque values ​​of multiple motors, calculated using the first constraint function, simultaneously satisfying the target torque variation range of multiple motors and the second equality constraint.

[0137] Regarding scenario three, the first constraint function, which constrains the output longitudinal torque of multiple motors to meet the vehicle's longitudinal torque requirement, can be understood as constraining the deviation between the output longitudinal torque and the vehicle's longitudinal torque requirement. Here, the output longitudinal torque is the sum of the output torque values ​​of the multiple motors. Therefore, in some possible embodiments, the first constraint function may include a third performance function. S302 can be refined as follows: if a feasible solution exists for the first constraint function, control the multiple motors according to the third performance function. The third performance function is used to optimize the deviation between the output torque values ​​of the multiple motors and the reference torque values ​​of the multiple motors, as well as the deviation between the output longitudinal torque and the longitudinal torque requirement.

[0138] For example, taking a vehicle with three motors as an example, the third performance function can be expressed by formula (23).

[0139]

[0140] in, Weights are used to track torque demand in the longitudinal direction.

[0141] As can be seen from formula (23), since in case 3, it is necessary to prioritize the equality of the output yaw torque and the additional yaw torque, a third performance function can be set to optimize the deviation between the output longitudinal torque and the longitudinal demand torque. That is, the third performance function is based on the first performance function and adds optimization for the deviation between the output longitudinal torque and the longitudinal demand torque.

[0142] In case three, when there are multiple feasible solutions for the first constraint function, the vehicle can perform iterative calculations using the third performance function. This allows the vehicle to select the feasible solution that minimizes the output value of the third performance function from among the multiple feasible solutions, and use this feasible solution as the output torque value of multiple motors.

[0143] In this embodiment, when it is impossible to simultaneously satisfy the equality of output longitudinal torque and longitudinal required torque, as well as the equality of output yaw moment and additional yaw moment, the additional yaw moment can be prioritized based on the vehicle's operating conditions. Then, the output torque values ​​of multiple motors are constrained by a first constraint function, ensuring that the output torque values ​​of the multiple motors meet the target torque variation range of the multiple motors, and that the output yaw moment and additional yaw moment are equal. This solution is suitable for scenarios where yaw moment is prioritized. Since the target torque variation range of the multiple motors is determined based on the vehicle's operating conditions and the actual torque values ​​of the multiple motors, the feasibility of the determined output torque values ​​of the multiple motors can be guaranteed.

[0144] Furthermore, the deviation between the output longitudinal torque and the longitudinal demand torque can be optimized through the third performance function, thereby reducing the deviation between the output longitudinal torque and the longitudinal demand torque while ensuring that the output torque values ​​of multiple motors meet the target torque variation range of multiple motors and that the output yaw moment and the additional yaw moment are equal.

[0145] Scenario 4: The output torque values ​​of multiple motors meet the target torque variation range of these multiple motors, but the output longitudinal torque and output yaw moment determined based on the output torque values ​​of these multiple motors cannot be equal to the required longitudinal torque and the additional yaw moment, respectively. In this case, the first constraint function may include the formula used above to determine the target torque variation range of the multiple motors, but does not include the first equality constraint and the second equality constraint.

[0146] Case 4 can be applied to cases 1 to 3 where the first constraint function has no feasible solution. In other words, if the first constraint function includes the first equality constraint and / or the second equality constraint, and includes the target torque range of multiple motors, and if the first constraint function has no feasible solution, then the first constraint function can be made to include only the target torque variation range of multiple motors, and not include the first equality constraint and the second equality constraint.

[0147] Regarding scenario four, the existence of a feasible solution for the first constraint function can be understood as the output torque values ​​of multiple motors obtained by solving the first constraint function being able to satisfy the target torque variation range of multiple motors.

[0148] Regarding scenario four, the first constraint function, which constrains the output torque values ​​of multiple motors to meet the vehicle's additional yaw moment and longitudinal torque requirement, can be understood as constraining the deviation between the output yaw moment and the vehicle's additional yaw moment, and constraining the deviation between the output longitudinal torque and the longitudinal torque requirement. Therefore, in some possible embodiments, the first constraint function may include a fourth performance function. S302 can be refined to: controlling multiple motors according to the fourth performance function, wherein the fourth performance function is used to optimize the deviation between the output torque values ​​of the multiple motors and the reference torque values ​​of the multiple motors, the deviation between the output longitudinal torque and the longitudinal torque requirement, and the deviation between the output yaw moment and the additional yaw moment.

[0149] For example, taking a vehicle with three motors as an example, the fourth performance function can be expressed by formula (24).

[0150]

[0151] As can be seen from formula (24), since it is impossible to satisfy the output longitudinal torque and the longitudinal demand torque and the output yaw torque and the additional yaw torque in case four, a fourth performance function can be set to optimize the deviation between the output yaw torque and the additional yaw torque, as well as the deviation between the output longitudinal torque and the longitudinal demand torque. That is, the fourth performance function is based on the first performance function and adds optimization for the deviation between the yaw torque and the additional yaw torque, as well as optimization for the deviation between the output longitudinal torque and the longitudinal demand torque.

[0152] In this embodiment, when it is impossible to satisfy the conditions that the output longitudinal torque and the required longitudinal torque are equal, and that the output yaw moment and the additional yaw moment are equal, the output torque values ​​of multiple motors are constrained by a first constraint function, so that the output torque values ​​of the multiple motors meet the target torque variation range of the multiple motors. Since the target torque variation range of the multiple motors is determined based on the vehicle's operating conditions and the actual torque values ​​of the multiple motors, this ensures the feasibility of the determined output torque values ​​of the multiple motors.

[0153] Furthermore, the deviation between the output longitudinal torque and the longitudinal demand torque, as well as the deviation between the output yaw torque and the additional yaw torque, can be optimized through the fourth performance function. This reduces the deviation between the output longitudinal torque and the longitudinal demand torque, as well as the deviation between the output yaw torque and the additional yaw torque, while ensuring that the output torque values ​​of multiple motors meet the target torque variation range of multiple motors.

[0154] In some possible embodiments, method 300 further includes: determining upper and lower limits of torque for multiple motors based on the vehicle's operating conditions and the actual torque values ​​of multiple motors. Specifically, when determining the upper and lower limits of torque for multiple motors based on the vehicle's operating conditions and the actual torque values ​​of multiple motors, slack variables in the formula used to determine the target torque variation range of the multiple motors can be removed, and then the upper and lower limits of torque for multiple motors can be calculated using the formula after removing the slack variables. Furthermore, S302 can be refined to: determining the output torque values ​​of multiple motors based on the first constraint function and the reference torque values ​​of the multiple motors; and controlling the multiple motors based on the output torque values, upper torque values, and lower torque values ​​of the multiple motors.

[0155] In this process, after determining the output torque values ​​of multiple motors, the upper and lower torque limits of the multiple motors can be used to verify the determined output torque values ​​of the multiple motors, so as to ensure that the determined output torque values ​​are the torque values ​​that the motors can output.

[0156] When verifying the output torque values ​​of multiple motors using their upper and lower torque limits, the following possible scenarios may be included: In one possible scenario, the output torque value of each of the multiple motors is greater than or equal to the corresponding lower torque limit and less than or equal to the corresponding upper torque limit. In this case, the multiple motors can be controlled based on their output torque values.

[0157] In one possible scenario, the output torque value of one or more of the multiple motors is not within the range formed by the corresponding lower torque limit and upper torque limit. In this case, for the motor whose output torque value is not within the range formed by the corresponding lower torque limit and upper torque limit, the motor can be controlled by the lower torque limit or the upper torque limit.

[0158] For example, the plurality of motors includes a first motor. When the output torque value of the first motor is greater than the upper limit of the torque of the first motor, the first motor is controlled according to the upper limit of the torque of the first motor; when the output torque value of the first motor is less than the lower limit of the torque of the first motor, the first motor is controlled according to the lower limit of the torque of the first motor.

[0159] Figure 4A schematic flowchart of a torque control method 400 provided in an embodiment of this application is shown. This method 400 can be executed by a vehicle 100, or by the aforementioned computing platform 120, or by a system-on-a-chip (SoC) within the computing platform 120, or by a processor, circuit, or chip within the computing platform 120, or by a vehicle control unit (VCU), or by a torque control system 200. The following description uses a vehicle as the executing entity. Figure 4 As shown, the method 400 includes: S401, determine whether the preset conditions are met.

[0160] In some possible embodiments, the preset condition is the detection of a vehicle tire blowout.

[0161] In some possible embodiments, the preset condition is the detection of a motor failure in the vehicle.

[0162] In some possible embodiments, the preset condition is the detection of unstable conditions such as vehicle skidding.

[0163] In some possible implementations, the preset condition is the detection of a vehicle cornering at high speed.

[0164] S402 can be executed if the preset conditions are met.

[0165] S402, obtains the vehicle's additional yaw moment and longitudinal torque requirements.

[0166] It should be understood that the description of S402 can be found above, and will not be repeated here for the sake of brevity.

[0167] S403, determine whether a feasible solution exists for the first-level optimization problem.

[0168] The first-level optimization problem corresponds to Case 1 above, which involves optimizing the output torque values ​​of multiple motors to satisfy the target torque variation range of the multiple motors, and ensuring that the output longitudinal torque and output yaw torque are equal to the required longitudinal torque and additional yaw torque, respectively. Therefore, determining whether the first-level optimization problem has a feasible solution can be understood as determining whether the first constraint function in Case 1 has a feasible solution. If a feasible solution is determined to exist for the first-level optimization problem, S404 can be executed; if no feasible solution is determined to exist for the first-level optimization problem, S405 can be executed.

[0169] S404 verifies the output torque values ​​of multiple motors based on the lower limit and upper limit of the torque values ​​of multiple motors.

[0170] It should be understood that the description of S404 can be found above, and for the sake of brevity, it will not be repeated here.

[0171] S405, determine whether there is a feasible solution to the second-order optimization problem.

[0172] The second-level optimization problem corresponds to Case 2 or Case 3 above, which involves optimizing the output torque values ​​of multiple motors to satisfy the target torque variation range of the multiple motors and ensuring that the output longitudinal torque is equal to the longitudinal required torque, or optimizing the output torque values ​​of multiple motors to satisfy the target torque variation range of the multiple motors and ensuring that the output yaw moment is equal to the additional yaw moment. Therefore, determining whether the second-level optimization problem has a feasible solution can be understood as determining whether the first constraint function in Case 2 or Case 3 has a feasible solution. If it is determined that the second-level optimization problem has a feasible solution, S404 can be executed; if it is determined that the second-level optimization problem does not have a feasible solution, S406 can be executed.

[0173] S406, Solve a third-order optimization problem.

[0174] The third-level optimization problem corresponds to case four above. Since the first constraint function in case four is a separate constraint for each of the multiple motors and there is no equality constraint, the third-level optimization problem has a feasible solution. After determining the feasible solution of the third-level optimization problem, S404 can be executed.

[0175] After executing S404, you can execute S407.

[0176] S407 controls multiple motors based on test results.

[0177] It should be understood that the description of S407 can be found above, and for the sake of brevity, it will not be repeated here.

[0178] In the various embodiments of this application, unless otherwise specified or in case of logical conflict, the terminology and / or descriptions between the various embodiments are consistent and can be referenced by each other. Technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationships.

[0179] The above text combines Figures 1 to 4 The torque control method provided in the embodiments of this application is described in detail below. Figure 5 and Figure 6 The apparatus provided in the embodiments of this application is described in detail. It should be understood that the description of the apparatus embodiments corresponds to the description of the method embodiments. Therefore, for content not described in detail, please refer to the method embodiments above. For the sake of brevity, it will not be repeated here.

[0180] Figure 5A schematic block diagram of a torque control device provided in an embodiment of this application is shown. The device 500 may include units for executing the aforementioned method embodiments. Furthermore, each unit in the device 500 implements a corresponding process of the above-described method embodiments. The device 500 includes a processing unit 520, which can be used to implement corresponding processing functions. In some implementations, the device 500 may further include an acquisition unit 510, which can be used to implement corresponding data acquisition or transmission / reception functions.

[0181] Optionally, the device 500 further includes a storage unit, which can be used to store instructions and / or data. The processing unit 520 can read the instructions and / or data in the storage unit so that the device can perform the relevant actions in the foregoing method embodiments.

[0182] It should be understood that the specific process of each unit performing the above-mentioned corresponding steps has been described in detail in the above method embodiments, and will not be repeated here for the sake of brevity.

[0183] It should also be understood that the device 500 here is embodied in the form of a functional unit. The terms "module" or "unit" here may refer to application-specific ASICs, electronic circuits, processors (e.g., shared processors, proprietary processors, or group processors, etc.) and memory for executing one or more software or firmware programs, integrated logic circuits and / or other suitable components that support the described functions.

[0184] The apparatuses of the above-described solutions have the function of implementing the corresponding steps in the above-described methods. These functions can be implemented in hardware or by hardware executing corresponding software. The hardware or software includes one or more modules corresponding to the above functions; for example, the acquisition unit 510 can be replaced by a transceiver, and other units, such as the processing unit, can be replaced by a processor, used to execute the relevant processing operations in each method embodiment.

[0185] For example, the acquisition unit 510 and the processing unit 520 may also be configured in Figure 1 In the vehicle 100 shown. For example, the operations performed by the acquisition unit 510 and the processing unit 520 can be performed by a single processor, or they can be performed by different processors.

[0186] In the specific implementation process, the units in the above devices can be fully or partially integrated together, or they can be implemented independently. In one implementation, these units are integrated together and implemented in the form of a system-on-a-chip (SoC).

[0187] Figure 6 This is another schematic block diagram of the power consumption optimization device provided in the embodiments of this application. Figure 6The illustrated device 600 may include a processor 610, a transceiver 620, and a memory 630. The processor 610, transceiver 620, and memory 630 are connected via internal interconnects. The memory 630 stores instructions, and the processor 610 executes the instructions stored in the memory 630 to implement the methods described in the above embodiments. Optionally, the memory 630 may be coupled to the processor 610 via an interface or integrated with the processor 610.

[0188] It should be noted that the transceiver 620 mentioned above may include, but is not limited to, transceiver devices such as input / output interfaces, to enable communication between device 600 and other devices or communication networks.

[0189] Memory 630 can be volatile memory and / or non-volatile memory. Non-volatile memory can be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. Volatile memory can be random access memory (RAM). For example, RAM can be used as an external cache. By way of example and not limitation, RAM includes a variety of forms such as: static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous linked dynamic random access memory (SLDRAM), and direct rambus RAM (DR RAM).

[0190] Transceiver 620 uses a transceiver device, such as but not limited to a transceiver, to enable communication between device 600 and other devices or communication networks to receive / send data / information for implementing the methods in the above embodiments.

[0191] This application also provides an intelligent driving device, which includes the device 500 or device 600 in the above embodiments.

[0192] This application also provides a computer program product, which includes computer program code. When the computer program code is run on a computer, it causes the computer to implement the methods described in the above embodiments of this application.

[0193] This application also provides a computer-readable storage medium storing computer instructions that, when executed on a computer, cause the computer to implement the methods described in the above embodiments of this application.

[0194] This application also provides a chip, including circuitry, for performing the methods described in the above embodiments of this application.

[0195] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0196] It should be noted that if the information processed in this application involves users' personal information, the processing of users' personal information will be based on legality, and users will be fully informed and authorized, in accordance with the relevant laws and regulations on personal information protection in the country or region where the information is processed.

[0197] In the description of the embodiments in this application, unless otherwise stated, " / " means "or", for example, A / B can mean A or B; "and / or" in this document describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. In this application, "at least one" means one or more, and "more" means two or more. "At least one of the following" or similar expressions refer to any combination of these items, including any combination of single or multiple items. For example, at least one of a, b, or c can represent: a, b, c, ab, ac, bc, or abc, where a, b, and c can be single or multiple.

[0198] The use of prefixes such as "first" and "second" in this application embodiment is solely for distinguishing different descriptive objects and does not limit the position, order, priority, quantity, or content of the described objects. The use of ordinal numbers and other prefixes to distinguish descriptive objects in this application embodiment does not constitute a limitation on the described objects. The description of the described objects is found in the claims or the context of the embodiments, and the use of such prefixes should not constitute unnecessary restrictions.

[0199] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0200] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0201] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0202] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A torque control method, characterized in that, The method includes: The reference torque value, actual torque value, and vehicle operating conditions of multiple motors are obtained. The vehicle operating conditions are used to determine the longitudinal torque requirement and additional yaw moment of the vehicle. The actual torque values ​​of the multiple motors and the vehicle operating conditions are used to determine the target torque variation range of the multiple motors. The plurality of motors are controlled according to a first constraint function and reference torque values ​​of the plurality of motors, wherein the first constraint function is used to constrain the output torque values ​​of the plurality of motors to meet the longitudinal torque requirement of the vehicle, the additional yaw moment of the vehicle, and the target torque variation range of the plurality of motors.

2. The method according to claim 1, characterized in that, The first constraint function includes a first equality constraint and / or a second equality constraint. The first equality constraint is used to constrain the output longitudinal torque determined based on the output torque values ​​of the plurality of motors to be equal to the longitudinal required torque. The second equality constraint is used to constrain the output yaw moment determined based on the output torque values ​​of the plurality of motors to be equal to the additional yaw moment.

3. The method according to claim 2, characterized in that, The first constraint function includes a first equality constraint and a second equality constraint. The first constraint function has a feasible solution. The step of controlling the multiple motors based on the first constraint function and the reference torque values ​​of the multiple motors includes: The plurality of motors are controlled according to a first performance function, wherein the first performance function is used to optimize the deviation between the output torque value of the plurality of motors and the reference torque value of the plurality of motors.

4. The method according to claim 2, characterized in that, The first constraint function includes the first equality constraint, wherein the second constraint function has no feasible solution, the second constraint function includes the first equality constraint and the second equality constraint, and the vehicle's operating condition is either normal driving condition or tire blowout braking condition.

5. The method according to claim 4, characterized in that, The first constraint function has a feasible solution. The step of controlling the plurality of motors based on the first constraint function and the reference torque values ​​of the plurality of motors includes: The plurality of motors are controlled according to a second performance function, wherein the second performance function is used to optimize the deviation between the output torque value of the plurality of motors and the reference torque value of the plurality of motors, as well as the deviation between the output yaw torque and the additional yaw torque.

6. The method according to claim 2, characterized in that, The first constraint function includes the second equality constraint, wherein the second constraint function has no feasible solution, the second constraint function includes the first equality constraint and the second equality constraint, and the vehicle's operating condition is a stability intervention condition or a tire blowout drive condition.

7. The method according to claim 6, characterized in that, The first constraint function has a feasible solution. The step of controlling the plurality of motors based on the first constraint function and the reference torque values ​​of the plurality of motors includes: The plurality of motors are controlled according to a third performance function, wherein the third performance function is used to optimize the deviation between the output torque value of the plurality of motors and the reference torque value of the plurality of motors, as well as the deviation between the output longitudinal torque and the longitudinal demand torque.

8. The method according to any one of claims 2 to 7, characterized in that, When no feasible solution exists for the first constraint function, controlling the plurality of motors based on the first constraint function and the reference torque values ​​of the plurality of motors includes: The plurality of motors are controlled according to a fourth performance function, wherein the fourth performance function is used to optimize the deviation between the output torque value of the plurality of motors and the reference torque value of the plurality of motors, the deviation between the output longitudinal torque and the longitudinal demand torque, and the deviation between the output yaw moment and the additional yaw moment.

9. The method according to any one of claims 1 to 8, characterized in that, The method further includes: The upper limit and lower limit of torque for the multiple motors are determined based on the vehicle's operating conditions and the actual torque values ​​of the multiple motors, respectively. The step of controlling the plurality of motors according to the first constraint function and the reference torque values ​​of the plurality of motors includes: The output torque values ​​of the plurality of motors are determined based on the first constraint function and the reference torque values ​​of the plurality of motors; The multiple motors are controlled based on their output torque values, upper torque limit, and lower torque limit.

10. The method according to claim 9, characterized in that, The plurality of motors includes a first motor, and the step of controlling the plurality of motors based on the output torque value, upper torque value, and lower torque value of the plurality of motors includes: When the output torque of the first motor is greater than the upper limit of the torque of the first motor, the first motor is controlled according to the upper limit of the torque of the first motor; when the output torque of the first motor is less than the lower limit of the torque of the first motor, the first motor is controlled according to the lower limit of the torque of the first motor.

11. The method according to claim 9, characterized in that, Controlling the multiple motors based on their output torque values, upper torque limit, and lower torque limit includes: When the output torque value of each of the plurality of motors is greater than or equal to the corresponding lower torque limit and less than or equal to the corresponding upper torque limit, the plurality of motors are controlled according to the output torque values ​​of the plurality of motors.

12. The method according to any one of claims 1 to 11, characterized in that, The method further includes: The torque change rate of the multiple motors is determined based on their actual torque values. The first torque range of the multiple motors is determined based on the torque change rate, control cycle, and actual torque value of the multiple motors. The maximum driving torque and maximum braking torque of the plurality of motors are determined based on the operating conditions of the vehicle. The second torque range of the plurality of motors is determined based on the maximum driving torque and the maximum braking torque of the plurality of motors; The target torque variation range of the plurality of motors is determined based on the first torque range of the plurality of motors, the second torque range of the plurality of motors, and the relaxation variable.

13. The method according to claim 12, characterized in that, When the vehicle is operating under a tire blowout condition, the method further includes: Determine the maximum driving torque and maximum braking torque of the motor corresponding to the tire blowout condition under the tire blowout condition; The third torque range of the motor corresponding to the tire blowout condition is determined based on the maximum driving torque and maximum braking torque of the motor corresponding to the tire blowout condition. The step of determining the target torque variation range of the plurality of motors based on the first torque range of the plurality of motors, the second torque range of the plurality of motors, and the relaxation variable includes: The target torque variation range of the plurality of motors is determined based on the first torque range of the plurality of motors, the second torque range of the plurality of motors, the third torque range of the motor corresponding to the tire blowout condition, and the relaxation variable.

14. The method according to claim 12 or 13, characterized in that, The first torque range includes a fourth torque range, and the method further includes: (The text abruptly ends here, so the translation stops as well.) Determine the intervention torque of the motor corresponding to the stability intervention function; The fourth torque range of the motor corresponding to the stability intervention function is determined based on the intervention torque of the motor corresponding to the stability intervention function and the relaxation variable.

15. A torque control device, characterized in that, include: A processor for executing a computer program stored in memory to cause the apparatus to perform the method as described in any one of claims 1 to 14.

16. A computer-readable storage medium, characterized in that, It stores instructions that, when executed by a processor, implement the method as described in any one of claims 1 to 14.

17. A chip, characterized in that, The chip includes circuitry for performing the method as described in any one of claims 1 to 14.

18. A computer program product, characterized in that, The computer program product includes: computer program code, which, when executed by a processor, implements the method as described in any one of claims 1 to 14.

19. A vehicle, characterized in that, Includes the apparatus of claim 15, or the computer-readable storage medium of claim 16, or the chip of claim 17, or the vehicle is equipped with the computer program product of claim 18.

Images