Motor control method and device

Abstract

The invention provides a motor control method and device, and relates to the technical field of terminals. According to the method, the torque needing to be output by the auxiliary driving motor of the terminal is determined according to the angular speed of a gear of the auxiliary driving motor of the terminal, the torque is used for reducing the meshing gap between a driving gear of the auxiliary driving motor and a driven gear of the auxiliary driving motor, and therefore gear noise is reduced. Based on the technical method, an expensive sensor does not need to be additionally installed on the terminal, the endurance mileage of the terminal without the gear noise problem is not affected, the gear noise of the terminal with the gear noise problem can be reduced, deployment and implementation are easy, and good universality is achieved.

Description

Technical Field

[0001] This application relates to the field of terminal technology, and in particular to a motor control method and device. Background Technology

[0002] In a powertrain system employing multiple motors, there is a main drive motor and at least one auxiliary drive motor. The main drive motor has high low-speed torque, high energy conversion efficiency, and good noise reduction, and is responsible for the power output in most daily commuting conditions, such as low-speed start-stop, smooth road cruising, and constant-speed driving, serving as the basic power source for the end-user (e.g., the vehicle). The auxiliary drive motor is suitable for intense conditions with high loads and high speeds, such as rapid acceleration, overtaking, climbing hills, heavy loads, slippery roads, cornering, and high-speed cruising.

[0003] In most scenarios, some auxiliary drive motors may generate gear noise. Summary of the Invention

[0004] This application provides a motor control method and apparatus to reduce gear noise in an auxiliary drive motor.

[0005] In a first aspect, this application provides a motor control method. The steps of the method can be executed by a terminal (e.g., a vehicle), or the method can be executed by a component (e.g., a chip, a chip system, etc.) configured in the terminal, or it can be implemented by a logic module or software capable of realizing all or part of the terminal's functions, or it can be executed by an auxiliary drive motor on the terminal. This application does not limit the scope of the method.

[0006] In this application, the term "terminal" refers to a device that includes a main drive motor and an auxiliary drive motor.

[0007] In one possible implementation, the terminal includes, but is not limited to, vehicles, robots, or ships.

[0008] In some possible implementations, the control device can be a control unit in the auxiliary drive motor or a control unit outside the auxiliary drive motor; this application does not limit this.

[0009] In practical applications, the control device can be a motor controller, and this application does not limit it.

[0010] The method includes: acquiring the angular velocity of the auxiliary drive motor of the terminal; determining a torque control command based on the angular velocity; wherein the torque control command is used to control the output torque of the auxiliary drive motor.

[0011] Based on the above technical solution, the torque applied by the auxiliary drive motor to its driving gear is determined according to the angular velocity of the gear of the auxiliary drive motor of the terminal. This reduces the gear noise of the terminal without the need to install expensive sensors on the terminal. It is easy to deploy and implement and has good versatility.

[0012] In conjunction with the first aspect, in some possible implementations, determining the torque control command based on the angular velocity includes: determining the gear dynamic excitation of the auxiliary drive motor based on the angular velocity, the gear dynamic excitation being related to the magnitude of the gear noise of the auxiliary drive motor; determining a torque compensation value based on the gear dynamic excitation, the torque compensation value being used to reduce the meshing clearance between the driving gear and the driven gear of the auxiliary drive motor; and determining the torque control command based on the torque compensation value.

[0013] By further correlating the angular velocity to the gear dynamic excitation, the root cause of gear noise (i.e., gear dynamic excitation) can be more accurately located and quantified. This makes the subsequently determined torque compensation value more targeted and effective, and helps to improve the accuracy of gear noise suppression.

[0014] In conjunction with the first aspect, in some possible implementations, the auxiliary drive motor is in a shut-off state.

[0015] When the auxiliary drive motor at the terminal is in the off state, although the motor does not actively output torque, it is still driven to rotate or forced to vibrate by the vibration of the entire vehicle. This causes the gear pair of the auxiliary drive motor to produce knocking or meshing vibrations within the tooth backlash, ultimately generating noise. Gear noise is more noticeable when the auxiliary drive motor is off. Suppressing gear noise when the auxiliary drive motor is off helps improve the user experience. In conjunction with the first aspect, in some possible implementations, the gear dynamic excitation is determined based on one or more of the following: gear impact excitation of the auxiliary drive motor, time-varying mesh stiffness excitation (TVMS), or gear error excitation.

[0016] It is clarified that gear dynamic excitation can be composed of one or more factors such as gear impact excitation, time-varying meshing stiffness excitation, or error excitation, which makes the analysis and modeling of gear noise sources more comprehensive and detailed. It helps to select the most relevant excitation factors for compensation based on the actual gear noise characteristics, and helps to improve the accuracy of gear noise suppression.

[0017] In conjunction with the first aspect, in some possible implementations, the gear dynamic excitation is the product of the gear time-varying meshing stiffness excitation and the gear error excitation, plus the gear impact excitation.

[0018] It provides a specific and computable mathematical model for gear dynamic excitation, transforming theoretical excitation factors into explicit mathematical expressions, which facilitates real-time or offline calculations and provides an algorithmic basis for determining specific torque compensation values.

[0019] In conjunction with the first aspect, in some possible implementations, the gear impact excitation is determined based on the linear velocity of the auxiliary drive motor, which in turn is determined based on the angular velocity.

[0020] There is a correlation between gear impact excitation and the linear velocity of the auxiliary drive motor. The linear velocity of the auxiliary drive motor can be calculated based on its angular velocity, providing an algorithmic basis for calculating gear impact excitation.

[0021] In conjunction with the first aspect, in some possible implementations, the time-varying meshing stiffness excitation of the gear is determined based on the contact length of the gear pair of the auxiliary drive motor, which is determined based on the angular velocity.

[0022] There is a correlation between the time-varying meshing stiffness excitation of gears and the contact length of the gear pair of the auxiliary drive motor, and there is a correlation between the contact length of the gear pair of the auxiliary drive motor and the angular velocity of the auxiliary drive motor, which provides an algorithmic basis for calculating the time-varying meshing stiffness excitation of gears.

[0023] In conjunction with the first aspect, in some possible implementations, determining the torque compensation value based on the gear dynamic excitation includes: determining the torque compensation value based on the gear dynamic excitation and a first correspondence, wherein the first correspondence includes a correspondence between at least one gear dynamic excitation and at least one torque compensation value.

[0024] Establishing a correspondence between the dynamic excitation of the gears of the auxiliary drive motor and the torque compensation value helps to determine the appropriate torque compensation value for different gear dynamic excitations, and helps to improve the accuracy of gear noise suppression.

[0025] In conjunction with the first aspect, in some possible implementations, determining the torque compensation value based on the gear dynamic excitation and the first correspondence includes: determining the interval to which the gear dynamic excitation belongs; determining the torque compensation value corresponding to the interval based on the interval and the first correspondence; wherein the first correspondence includes a correspondence between at least one interval and at least one torque compensation value.

[0026] By pre-dividing the gear dynamic excitation into intervals and pre-setting the correspondence between different intervals and different torque compensation values, the torque compensation value can be directly looked up based on the pre-stored correspondence after the gear dynamic excitation is calculated. This simplifies the control algorithm, helps to improve the generation speed of torque control commands and the system response efficiency, and facilitates the optimization of compensation effect through calibration.

[0027] In conjunction with the first aspect, in some possible implementations, determining the torque control command based on the angular velocity includes: determining a torque compensation value corresponding to the angular velocity based on the angular velocity and a second correspondence, the torque compensation value being used to reduce the meshing clearance between the driving gear of the auxiliary drive motor and the driven gear of the auxiliary drive motor, the second correspondence including a correspondence between at least one angular velocity and at least one torque compensation value; and determining the torque control command based on the torque compensation value.

[0028] A simplified control strategy is provided, which directly establishes the correspondence between the angular velocity and torque compensation value of the auxiliary drive motor. It does not require real-time calculation of gear dynamic excitation, which helps to reduce algorithm complexity and computational resource consumption, and helps to improve response speed.

[0029] In conjunction with the first aspect, in some possible implementations, obtaining the angular velocity of the auxiliary drive motor includes: obtaining the angular velocity through a motor position sensor located on the input shaft of the auxiliary drive motor, the input shaft being coaxial with the driving gear or driven gear of the auxiliary drive motor.

[0030] It was found that angular velocity can be directly obtained using existing motor position sensors (usually low-cost standard components), without the need to install additional dedicated sensors, making full use of the existing hardware resources of the terminal and reducing implementation costs and complexity.

[0031] In conjunction with the first aspect, in some possible implementations, the angular velocity of the auxiliary drive motor is obtained by calculating the angular velocity based on the flux linkage, current, and inductance of the auxiliary drive motor.

[0032] An angular velocity acquisition scheme without additional physical sensors is provided. It is calculated using the inherent electrical parameters of the motor (magnetic flux, current, inductance, etc.), further eliminating the dependence on dedicated sensors, which helps to reduce hardware costs and space occupation, and further improves the universality of the method.

[0033] Secondly, this application provides a control device, including an acquisition module and a control module, wherein the acquisition module is used to acquire the angular velocity of the auxiliary drive motor of the terminal; the control module is used to determine a torque control command based on the angular velocity, and the torque control command is used to control the output torque of the auxiliary drive motor.

[0034] In conjunction with the second aspect, in some possible implementations, the control module is specifically used to: determine the gear dynamic excitation of the auxiliary drive motor based on the angular velocity; determine the torque compensation value based on the gear dynamic excitation; and determine the torque control command based on the torque compensation value.

[0035] In conjunction with the second aspect, in some possible implementations, the gear dynamic excitation is determined based on one or more of the following: gear impact excitation of the auxiliary drive motor, gear time-varying meshing stiffness excitation, or gear error excitation.

[0036] In conjunction with the second aspect, in some possible implementations, the gear dynamic excitation is the product of the gear time-varying meshing stiffness excitation and the gear error excitation, plus the sum of the gear impact excitation.

[0037] In conjunction with the second aspect, in some possible implementations, the gear impact excitation is determined based on the linear velocity of the auxiliary drive motor, which in turn is determined based on the angular velocity.

[0038] In conjunction with the second aspect, in some possible implementations, the time-varying meshing stiffness excitation of the gear is determined based on the contact length of the gear pair of the auxiliary drive motor, which is determined based on the angular velocity.

[0039] In conjunction with the second aspect, in some possible implementations, the control module is specifically used to: determine the torque compensation value based on the gear dynamic excitation and the first correspondence, wherein the first correspondence includes a correspondence between at least one gear dynamic excitation and at least one torque compensation value.

[0040] In conjunction with the second aspect, in some possible implementations, the control module is specifically used to: determine the interval to which the gear dynamic excitation belongs; and determine the torque compensation value corresponding to the interval based on the interval and a first correspondence; wherein the first correspondence includes a correspondence between at least one interval and at least one torque compensation value.

[0041] In conjunction with the second aspect, in some possible implementations, the control module is specifically used to: determine the torque compensation value corresponding to the angular velocity based on the angular velocity and the second correspondence, wherein the second correspondence includes a correspondence between at least one angular velocity and at least one torque compensation value; and determine the torque control command based on the torque compensation value.

[0042] In conjunction with the second aspect, in some possible implementations, the acquisition module is specifically used to: acquire the angular velocity via a motor position sensor located on the auxiliary drive motor.

[0043] In conjunction with the second aspect, in some possible implementations, the acquisition module is specifically used to: calculate the angular velocity based on the flux linkage, current, and inductance of the auxiliary drive motor.

[0044] Thirdly, this application provides a control device including a processor and a memory, the memory for storing code instructions and the processor for executing the code instructions to perform the method described in the first aspect or any possible implementation of the first aspect.

[0045] Fourthly, this application provides an auxiliary drive motor, including an acquisition module and a control module, wherein the acquisition module is used to acquire the angular velocity of the auxiliary drive motor of the terminal; the control module is used to determine a torque control command based on the angular velocity, and the torque control command is used to control the output torque of the auxiliary drive motor.

[0046] In conjunction with the fourth aspect, in some possible implementations, the control module is specifically used to: determine the gear dynamic excitation of the auxiliary drive motor based on the angular velocity; determine the torque compensation value based on the gear dynamic excitation; and determine the torque control command based on the torque compensation value.

[0047] In conjunction with the fourth aspect, in some possible implementations, the gear dynamic excitation is determined based on one or more of the following: gear impact excitation of the auxiliary drive motor, gear time-varying meshing stiffness excitation, or gear error excitation.

[0048] In conjunction with the fourth aspect, in some possible implementations, the gear dynamic excitation is the product of the gear time-varying meshing stiffness excitation and the gear error excitation, plus the sum of the gear impact excitation.

[0049] In conjunction with the fourth aspect, in some possible implementations, the gear impact excitation is determined based on the linear velocity of the auxiliary drive motor, which is determined based on the angular velocity.

[0050] In conjunction with the fourth aspect, in some possible implementations, the time-varying meshing stiffness excitation of the gear is determined based on the contact length of the gear pair of the auxiliary drive motor, which is determined based on the angular velocity.

[0051] In conjunction with the fourth aspect, in some possible implementations, the control module is specifically used to: determine the torque compensation value based on the gear dynamic excitation and the first correspondence, wherein the first correspondence includes a correspondence between at least one gear dynamic excitation and at least one torque compensation value.

[0052] In conjunction with the fourth aspect, in some possible implementations, the control module is specifically used to: determine the interval to which the gear dynamic excitation belongs; and determine the torque compensation value corresponding to the interval based on the interval and a first correspondence; wherein the first correspondence includes a correspondence between at least one interval and at least one torque compensation value.

[0053] In conjunction with the fourth aspect, in some possible implementations, the control module is specifically used to: determine the torque compensation value corresponding to the angular velocity based on the angular velocity and the second correspondence, wherein the second correspondence includes a correspondence between at least one angular velocity and at least one torque compensation value; and determine the torque control command based on the torque compensation value.

[0054] In conjunction with the fourth aspect, in some possible implementations, the acquisition module is specifically used to: acquire the angular velocity via a motor position sensor located on the auxiliary drive motor.

[0055] In conjunction with the fourth aspect, in some possible implementations, the acquisition module is specifically used to: calculate the angular velocity based on the flux linkage, current, and inductance of the auxiliary drive motor.

[0056] Fifthly, this application provides a terminal that includes a control device as described in the second aspect or any possible implementation of the second aspect, or a control device as described in the third aspect, or the terminal includes an auxiliary drive motor as described in the fourth aspect and any possible implementation of the fourth aspect.

[0057] Sixthly, this application provides a vehicle that includes the control device of the second aspect or any possible implementation of the second aspect or the control device of the third aspect, or the vehicle includes an auxiliary drive motor of the fourth aspect and any possible implementation of the fourth aspect.

[0058] In a seventh aspect, this application provides a computer-readable storage medium storing a computer program or instructions that, when executed on a computer, cause the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0059] Eighthly, this application provides a computer program product including a computer program, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation of the first aspect.

[0060] Ninthly, this application provides a chip or chip system including at least one processor and a communication interface, the communication interface and the at least one processor being interconnected via a circuit, the at least one processor being used to run computer programs or instructions to perform the methods described in the first aspect or any possible implementation thereof. The communication interface in the chip can be an input / output interface, pins, or circuits, etc.

[0061] In one possible implementation, the chip or chip system described above in this application further includes at least one memory storing instructions. The memory can be an internal storage unit of the chip, such as a register or cache, or it can be a storage unit of the chip itself (e.g., read-only memory, random access memory, etc.).

[0062] It should be understood that the second to ninth aspects of this application correspond to the technical solutions of the first aspect of this application, and the beneficial effects achieved by each aspect and the corresponding feasible implementation are similar, and will not be repeated here. Attached Figure Description

[0063] Figure 1 This is a schematic block diagram of a terminal applicable to the methods provided in the embodiments of this application;

[0064] Figure 2 This is a schematic diagram of the architecture of the intelligent driving system provided in the embodiments of this application;

[0065] Figure 3 This is a schematic flowchart of the motor control method provided in the embodiments of this application;

[0066] Figure 4 This is a schematic diagram illustrating the change of gear time-varying meshing stiffness excitation over time, provided in an embodiment of this application.

[0067] Figure 5 This is a schematic diagram illustrating the change of gear error excitation over time according to an embodiment of this application;

[0068] Figure 6 This is a schematic diagram of the first correspondence provided in an embodiment of this application;

[0069] Figure 7 This is a schematic flowchart illustrating the road test process related to determining the excitation threshold provided in an embodiment of this application;

[0070] Figure 8 This is a schematic flowchart of the road test process related to determining the first or second correspondence, provided in an embodiment of this application.

[0071] Figure 9 This is a schematic block diagram of the device provided in the embodiments of this application;

[0072] Figure 10 This is another schematic block diagram of the device provided in the embodiments of this application. Detailed Implementation

[0073] To facilitate understanding of the embodiments of this application, the following points will be explained first:

[0074] First, in the embodiments of this application, the indication includes explicit indication (also known as direct indication) and implicit indication (also known as indirect indication). Explicit indication information A refers to including information A; implicit indication information A refers to indicating information A through the correspondence between information A and information B and direct indication information B. The correspondence between information A and information B can be predefined, pre-stored, pre-burned, or pre-configured; or it can refer to indicating information A through information B and preset rules.

[0075] Second, in the embodiments of this application, information C is used to determine information D, which includes determining information D based solely on information C, as well as determining it based on information C and other information. Furthermore, information C can also be used to determine information D indirectly, for example, in the case where information D is determined based on information E, and information E is determined based on information C.

[0076] Third, in the embodiments of this application, "at least one" refers to one or more, and "more than one" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone, where A and B can be singular or plural. The character " / " generally indicates an "or" relationship between the preceding and following related objects, but it does not exclude the possibility of indicating an "and" relationship. The specific meaning can be understood in conjunction with the context. "At least one of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one of a, b, or c can represent: a, b, c; a and b; a and c; b and c; or a and b and c. Here, a, b, and c can be single or multiple.

[0077] Fourth, in the embodiments of this application, the use of prefixes such as "first" and "second" is merely for the purpose of distinguishing and describing different things belonging to the same name category, and does not constrain the order, size, or quantity of things. For example, "first correspondence" and "second correspondence" are simply different correspondences, and there is no temporal sequence, size, or priority relationship between them.

[0078] Fifth, the "sending" and "receiving" in the embodiments of this application can be performed between devices, such as between a second device and a first device; or they can be performed within a device, such as between components, modules, chips, software modules, or hardware modules within a device via a bus, wiring, or interface.

[0079] Sixth, in the embodiments of this application, "when," "if," and "if" all refer to the device making corresponding processing under certain objective circumstances, and are not limited to a time, nor do they require the device to make a judgment action when it is implemented, nor do they mean that there are other limitations.

[0080] Seventh, in the embodiments of this application, the words "example," "exemplarily," "for example," or "such as" are used to indicate that they are examples, illustrations, or explanations. Any embodiment or design that is described as "example," "exemplarily," "for example," or "such as" in this application should not be construed as being more preferred or advantageous than other embodiments or design options. Specifically, the use of the words "example," "exemplarily," "for example," or "such as" is intended to present the relevant concepts in a specific manner.

[0081] Eighth, in the embodiments of this application, when configuring the various correspondences (e.g., the first correspondence, the second correspondence, etc.), it is not necessarily required that the correspondences be configured in the form of a mapping table (or table). Other data structures can also be used, such as arrays, queues, containers, stacks, linear lists, pointers, linked lists, trees, graphs, structures, classes, heaps, hash tables, or hash tables. The embodiments of this application do not impose any limitations on this.

[0082] Furthermore, in the embodiments of this application, each correspondence can also be in functional form. That is, a certain term in a correspondence can be calculated based on other terms except for that term using the function. The function used to represent the correspondence can be a linear function, a nonlinear function, or a computational model, such as a machine learning model. The embodiments of this application do not impose any limitations on this. To facilitate understanding of the embodiments of this application, some technical terms or vocabulary involved in the embodiments of this application will be briefly explained below.

[0083] 1. Main drive motor

[0084] The main drive motor refers to the core power source in a multi-motor drive system. In electrically driven terminals, the main drive motor is always on by default, meaning that it is usually working as long as the terminal is in motion.

[0085] 2. Auxiliary drive motor

[0086] In a multi-motor drive system (such as a dual-motor four-wheel drive system), the auxiliary drive motor is a concept relative to the main drive motor. An auxiliary drive motor is a drive motor that has independent driving capability but plays a "secondary" or "on-demand" role in the overall vehicle control strategy. Taking a vehicle as an example, the auxiliary drive motor is usually located on a non-main drive axle; for example, the main drive motor is on the rear axle, and the auxiliary drive motor is on the front axle. The main task of the auxiliary drive motor is to provide additional power or torque vectoring control capability when the main motor's capability is insufficient or when specific performance is required.

[0087] By way of example and not limitation, in the embodiments of this application, the asynchronous motor may be an example of an auxiliary drive motor.

[0088] 3. Gear noise

[0089] Gear noise refers to the sound generated by the vibration of gears during meshing and transmission, which is transmitted to the human ear through the air or through solid structures (structural noise).

[0090] By way of example and not limitation, the gear noise in the embodiments of this application may include, but is not limited to, gear knocking and / or gear squealing. Gear knocking refers to the low-frequency, pulsed metallic noise generated when gears lose contact and reciprocate impact collisions within the tooth backlash due to torque fluctuations or insufficient load. It is an important indicator for evaluating gear noise, vibration, and acoustic-vibration-harshness (NVH) performance. Gear squealing is a high-frequency, sharp noise caused by periodic excitation during gear meshing, mainly consisting of the meshing frequency and its harmonics. It is one of the most concerning issues in gear NVH performance.

[0091] 4. Gear dynamic excitation

[0092] Gear dynamic excitation refers to the periodic or random loads generated by factors such as geometric errors, elastic deformation, and operating condition fluctuations during gear meshing and transmission. These loads can excite vibrations in the gear system and connected components, and are one of the core causes of gear NVH problems.

[0093] 5. Torque compensation value

[0094] The torque compensation value is used to force the active gear teeth and passive gear of the auxiliary drive motor to mesh in a backlash-free state, in order to eliminate the meshing backlash of the gear pair of the auxiliary drive motor, suppress shock and squeal, and improve transmission smoothness and NVH performance.

[0095] In the embodiments of this application, the torque compensation value may also be referred to as gear-meshing holding torque or gear-meshing torque, etc.

[0096] 6. Gear impact excitation

[0097] Gear impact excitation refers to a transient, high-amplitude dynamic excitation that occurs when gear teeth collide instantaneously during meshing due to sudden changes in speed or load.

[0098] 7. Time-varying meshing stiffness excitation of gears

[0099] Time-varying gear meshing stiffness excitation refers to the fact that during the rotation of a gear, the length and contact position of the meshing teeth change at every instant, causing the meshing force (or meshing stiffness) of the gear pair to fluctuate like breathing. This periodic fluctuation causes the shaft system to vibrate.

[0100] 8. Gear error excitation

[0101] Gear error excitation refers to a type of dynamic excitation caused by geometric deviations generated during the manufacturing, installation, assembly, or wear of gears, resulting in instantaneous positional shifts or velocity fluctuations during gear meshing, thereby generating vibration and noise.

[0102] 9. Motor position sensor

[0103] The motor position sensor is a core sensor in the drive motor control system. It is responsible for determining in real time where the rotor of the drive motor is now rotating and how fast it is rotating. In other words, the motor position sensor can be used to provide rotor position (commutation), and the rotational speed (e.g., angular velocity) of the motor's drive gear can be calculated from the rate of change of rotor position.

[0104] Motor position sensors can be categorized into types such as resolvers, Hall effect sensors, and magnetic encoders. This application does not limit the type of motor position sensor used in its embodiments.

[0105] 10. Magnetic Link

[0106] Magnetic flux linkage refers to the total number of magnetic lines of force passing through a coil. Magnetic flux linkage satisfies: ,in, This represents the magnetic flux linkage, and N represents the number of coil turns. This represents the magnetic flux passing through the coil.

[0107] 11. Inductor

[0108] Inductance is the ability of a conductor (coil) to generate a magnetic field and store magnetic field energy.

[0109] 12. Stator and Rotor

[0110] The stator and rotor are the two most basic components of an electric motor. Simply put, an electric motor consists of a "stationary part" and a "rotating part," where the "stationary part" is called the stator and the "rotating part" is called the rotor.

[0111] The stator is located inside the motor housing and is fixed in place. When energized, it generates a rotating magnetic field, which is responsible for converting electrical energy into magnetic energy.

[0112] The rotor is located at the center of the motor, supported by bearings, and connected to the output shaft. Under the action of the stator magnetic field, it is subjected to electromagnetic force, thereby rotating and outputting mechanical torque, and is responsible for converting magnetic energy into mechanical energy.

[0113] 13. Road test

[0114] Road testing refers to verifying whether the power, economy, NVH, reliability, and safety of a terminal (such as a vehicle) meet the design requirements in real roads and environments.

[0115] In a power system employing multi-motor drive, there is a main drive motor and at least one auxiliary drive motor. The main drive motor has high low-speed torque, high energy conversion efficiency, and good quietness, and is responsible for the power output of most daily commuting conditions, such as low-speed start-stop, smooth road cruising, and constant speed driving, which are high-frequency conditions and serve as the basic power source for the end point (e.g., the vehicle). The auxiliary drive motor is suitable for intense conditions such as high load and high speed, such as rapid acceleration, overtaking, climbing hills, heavy loads, slippery roads, cornering, and high-speed cruising.

[0116] In most scenarios, some auxiliary drive motors may generate gear noise.

[0117] One known motor control method involves actively applying a fixed amount of meshing torque (e.g., 1.5 Nm) to the drive gear of the auxiliary drive motor to alter the gear pair's meshing state and suppress gear noise. This method requires no complex algorithms, but necessitates pre-determining the torque threshold through bench testing and applying it uniformly across all vehicles. However, this "one-size-fits-all" approach results in even vehicles without gear noise issues suffering from long-term additional energy consumption, reducing their driving range.

[0118] It is understood that a gearless vehicle refers to a vehicle that includes a main drive motor and an auxiliary drive motor, and the gear noise generated by the auxiliary drive motor is less than or equal to a decibel threshold, which is a decibel value that is inaudible to the human ear.

[0119] Another known method for motor control involves placing high-precision acoustic and vibration sensors at key vehicle locations (such as the drivetrain and cabin) to collect noise signals in real time. These signals are then combined with motor speed data to dynamically adjust the motor torque to suppress gear noise. While this method theoretically achieves precise control, it requires additional, costly sensors, and sensor placement is limited by space constraints and electromagnetic interference issues, making large-scale application in mass-produced vehicles difficult.

[0120] Based on the above-mentioned technical problems, this application provides a motor control method that determines the output torque of the auxiliary drive motor of the terminal based on the angular velocity of the gear of the auxiliary drive motor of the terminal. It can reduce the gear noise of the terminal with gear noise problem without the need to install expensive sensors on the terminal. It is easy to deploy and implement and has good universality.

[0121] Before describing the motor control method provided in the embodiments of this application, the following will first refer to... Figure 1 and Figure 2 The terminals and systems applicable to the methods provided in the embodiments of this application will be described respectively.

[0122] Figure 1 This is a schematic block diagram of a terminal applicable to the methods provided in the embodiments of this application.

[0123] In the embodiments of this application, the terminal refers to a device that includes a main drive motor and an auxiliary drive motor.

[0124] In one possible implementation, the terminal includes, but is not limited to, vehicles, robots, or ships.

[0125] like Figure 1 As shown, the terminal 100 may include a drive system 110 and a computing platform 120. The drive system 110 may include a main drive motor and at least one auxiliary drive motor, such as a main drive motor 111 and auxiliary drive motors 112 to 11m (where m is an integer greater than or equal to 1). For a detailed description of the main drive motor and the auxiliary drive motor, please refer to the relevant descriptions in the technical terminology section above. For the sake of brevity, they will not be repeated here.

[0126] Some or all of the functions of terminal 100 can be controlled by computing platform 120. Computing platform 120 may include processors 121 to 12n (n is an integer greater than or equal to 1), and the processor may be a circuit with signal processing capabilities.

[0127] In one implementation, the processor can be a circuit capable of reading and executing instructions, such as a central processing unit (CPU), a microprocessor, a graphics processing unit (GPU) (which can be understood as a type of microprocessor), or a digital signal processor (DSP). In another implementation, the processor can achieve certain functions through the logical relationships of hardware circuits. These logical relationships are either fixed or reconfigurable. For example, the processor can 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 file and configuring the hardware circuit can be understood as the processor loading instructions to achieve 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 a type of ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), or a deep learning processing unit (DPU).

[0128] In addition, the computing platform 120 may also include a memory that can be used to store instructions, and some or all of the processors 121 to 12n can call the instructions in the memory to perform the corresponding functions.

[0129] In this embodiment of the application, the computing platform 120 can be used to obtain the angular velocity of the auxiliary drive motor and generate a torque control command based on the angular velocity of the auxiliary drive motor. The torque control command is used to control the output torque of the auxiliary drive motor, thereby reducing the gear noise of the auxiliary drive motor.

[0130] Optionally, the terminal 100 may also include a sensing system 130.

[0131] By way of example and not limitation, the sensing system 130 may include several types of sensors for sensing information about the environment surrounding the terminal 100.

[0132] For example, the sensing system 130 may include a positioning system, which may be a global navigation satellite system (GNSS), such as the global positioning system (GPS), the BeiDou system, or other positioning systems.

[0133] For example, the sensing system 130 may also include one or more of the following: an inertial measurement unit (IMU), a lidar, a millimeter-wave radar, an ultrasonic radar, and a camera device.

[0134] For example, in this embodiment, the sensing system 130 may further include a motor position sensor, which can be used to acquire the angular velocity of the auxiliary drive motor. A detailed description of the motor position sensor can be found in the technical terminology section above; for brevity, it will not be repeated here.

[0135] In one possible implementation, the operating system of the terminal can be controlled by the computing platform 120.

[0136] As an example and not a limitation, the terminal's operating system may include an intelligent driving system. An intelligent driving system may include advanced driving assistance systems (ADAS) and autonomous driving systems (ADS). Intelligent driving systems can utilize various sensors on the terminal, such as, but not limited to, lidar, millimeter-wave radar, cameras, ultrasonic sensors, GPS, and IMU, to acquire information from the surrounding environment, analyze and process the acquired information, and achieve functions such as obstacle perception, target recognition, terminal localization, path planning, and driver monitoring / alerts, thereby improving the terminal's driving safety, automation level, and comfort.

[0137] Figure 2 This is a schematic diagram of the architecture of the intelligent driving system provided in the embodiments of this application.

[0138] like Figure 2 As shown, the system 200 may include a sensing module 210 and a processing module 220.

[0139] In one possible implementation, the sensing module 210 may include, for example: Figure 1 One or more motor position sensors in the sensing system 130 shown are used to acquire the angular velocity of the auxiliary drive motor.

[0140] Optionally, the sensing module 210 may also include, for example, Figure 1 The perception system 130 shown includes one or more camera devices or one or more radar sensors for collecting information about the external environment around the terminal, such as information about obstacles (including but not limited to other terminals around the terminal), road information, etc. The perception module 210 can also process the collected environmental information to build a world model composed of roads, obstacles, etc., for downstream modules (e.g., processing module 220). The perception module 210 can send the information it collects and / or determines to the processing module 220.

[0141] In this embodiment of the application, the processing module 220 can analyze the information collected and / or determined by the sensing module 210. For example, the processing module 220 can analyze the angular velocity of the auxiliary drive motor obtained by the sensing module 210 to determine the torque output by the auxiliary drive motor, thereby reducing the gear noise of the auxiliary drive motor.

[0142] The motor control method provided in the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0143] Figure 3 This is a schematic flowchart of the motor control method 300 provided in the embodiments of this application.

[0144] like Figure 3 As shown, the steps of method 300 can be executed by a control device configured on the terminal, or the method can be executed by a component (such as a chip, chip system, etc.) configured in the terminal, or it can be implemented by a logic module or software capable of realizing all or part of the terminal functions, or it can be executed by an auxiliary drive motor on the terminal. This application embodiment does not limit this.

[0145] In some possible implementations, the control device can be a control unit within the auxiliary drive motor or a control unit outside the auxiliary drive motor; this application embodiment does not limit this. In practical application scenarios, the control device can be a motor controller; this application embodiment does not limit this either.

[0146] The following describes method 300 in detail, taking a control device as an example.

[0147] S310, obtain the angular velocity of the auxiliary drive motor of the terminal.

[0148] The angular velocity of the auxiliary drive motor can refer to either the angular velocity of the driving gear or the angular velocity of the driven gear. It is understood that there is a conversion relationship between the angular velocities of the driving gear and the driven gear; that is, the angular velocity of the driven gear can be calculated from the angular velocity of the driving gear, and vice versa.

[0149] For example, the control device can acquire the angular velocity of the drive motor on the terminal.

[0150] It is understandable that, in the case of one or more auxiliary drive motors on the terminal, the control device can obtain the angular velocity of these one or more auxiliary drive motors on the terminal.

[0151] Optionally, the first auxiliary drive motor may be an auxiliary drive motor that is in a switched-off state at the terminal. It is understood that when the auxiliary drive motor at the terminal is in a switched-off state, although the motor does not actively output torque, it will still be driven to rotate or forced to vibrate by the vibration of the entire vehicle. This causes the gear pair of the auxiliary drive motor to produce knocking or meshing vibrations within the tooth backlash, ultimately generating noise. Gear noise is more noticeable when the auxiliary drive motor is in a switched-off state; suppressing gear noise when the auxiliary drive motor is in a switched-off state helps improve the user experience.

[0152] In one possible implementation, obtaining the angular velocity of the auxiliary drive motor includes: obtaining the angular velocity via a motor position sensor located on the auxiliary drive motor.

[0153] For example, the control device can obtain the angular velocity of the auxiliary drive motor through the motor position sensor.

[0154] For example, the motor position sensor is a rotary transformer located on the input shaft of the first auxiliary drive motor, which is coaxial with the drive gear of the first auxiliary drive motor. The angular velocity of the drive gear of the first auxiliary drive motor can be obtained through the rotary transformer.

[0155] For example, the motor position sensor is a rotary transformer, which is located on the input shaft of the first auxiliary drive motor. The input shaft is coaxial with the driven gear of the first auxiliary drive motor. The angular velocity of the driven gear of the first auxiliary drive motor can be obtained through the rotary transformer.

[0156] In another possible implementation, the angular velocity of the auxiliary drive motor is obtained by calculating the angular velocity based on the flux linkage, current, and inductance of the auxiliary drive motor.

[0157] The current of the auxiliary drive motor can be acquired using a current sensor. The inductance of the auxiliary drive motor is pre-calibrated, meaning its inductance is known. The stator flux linkage of the auxiliary drive motor can be calculated in real-time based on the stator voltage, for example, based on the stator stationary coordinate system (…). The stator flux linkage satisfies the following formula: ,in, Indicates that the stator is in Magnetic flux linkage in the axial direction, Indicates that the stator is in Magnetic flux linkage in the axial direction, Indicates that the stator is in Voltage in the axial direction, Indicates that the stator is in Voltage in the axial direction, Indicates that the stator is in Current in the axial direction, Indicates that the stator is in The current in the axial direction, where R represents the stator winding resistance.

[0158] Understandable and It is the stator voltage obtained by Clark transformation of the bus voltage. and It is the stator current obtained by Clark transformation of the bus current. R is pre-calibrated, that is, R is known.

[0159] For example, the control device can calculate the rotor position based on the flux linkage of the auxiliary drive motor: ,in, The position of the rotor is indicated by L, and the inductance of the auxiliary drive motor is indicated by L.

[0160] Understandable This refers to the rotor's electrical angles. After obtaining the rotor's electrical angles, they can be converted into its mechanical angles. The rotor's mechanical angles satisfy the following: ,in, The mechanical angle of the rotor is represented by , and P represents the number of pole pairs of the auxiliary drive motor.

[0161] After obtaining the rotor's mechanical angles, the rotor's mechanical angular velocity can be calculated. The rotor's mechanical angular velocity is the rate of change of its mechanical angles, and it satisfies the following: ,in, This represents the current mechanical angular velocity of the rotor. This represents the mechanical angular velocity of the rotor at the previous moment, and T represents the sampling period.

[0162] After calculating the mechanical angular velocity of the rotor, the angular velocities of the driving gear and the driven gear of the auxiliary drive motor can be further obtained based on the mechanical angular velocity of the rotor.

[0163] The angular velocity of the driving gear of the auxiliary drive motor is equal to the mechanical angular velocity of the rotor, and the angular velocity of the driving gear of the auxiliary drive motor satisfies: ,in, This indicates the angular velocity of the drive gear of the auxiliary drive motor.

[0164] The angular velocity of the driven gear of the auxiliary drive motor satisfies: ,in, denoted by ω, i represents the angular velocity of the driven gear of the auxiliary drive motor, i represents the transmission ratio between the driving gear and the driven gear of the auxiliary drive motor (also known as the transmission ratio of the gear pair), and P represents the number of pole pairs of the auxiliary drive motor.

[0165] S320, based on the angular velocity, determines the torque control command, which is used to control the output torque of the auxiliary drive motor.

[0166] The following description uses the angular velocity of the drive gear of the auxiliary drive motor as an example.

[0167] For example, the control device can determine the torque that the auxiliary drive motor needs to output based on the angular velocity of the drive gear of the auxiliary drive motor, and then generate a torque control command to control the auxiliary drive motor to output the torque.

[0168] It is understandable that when multiple auxiliary drive motors exist on the terminal, the torque control command corresponding to each of the multiple auxiliary drive motors can be determined based on the angular velocity of each drive motor. For example, if there are auxiliary drive motor 1 and auxiliary drive motor 2 on the terminal, after obtaining the angular velocity of auxiliary drive motor 1, the control device can determine the torque control command for controlling auxiliary drive motor 1 based on the angular velocity of auxiliary drive motor 1; similarly, after obtaining the angular velocity of auxiliary drive motor 2, the control device can determine the torque control command for controlling auxiliary drive motor 2 based on the angular velocity of auxiliary drive motor 2.

[0169] In one possible implementation A, determining the torque control command based on the angular velocity includes: determining the gear dynamic excitation of the auxiliary drive motor based on the angular velocity, the gear dynamic excitation being related to the magnitude of the gear noise of the auxiliary drive motor; determining a torque compensation value based on the gear dynamic excitation, the torque compensation value being used to reduce the meshing clearance between the driving gear and the driven gear of the auxiliary drive motor; and determining the torque control command based on the torque compensation value.

[0170] For a detailed description of gear dynamic excitation, please refer to the relevant description in the technical terminology section above. For the sake of brevity, it will not be repeated here.

[0171] For example, the control device can determine the gear dynamic excitation of the first auxiliary drive motor based on the angular velocity of the drive gear of the first auxiliary drive motor.

[0172] In one possible implementation, the gear dynamic excitation is determined based on one or more of the following: gear impact excitation of the auxiliary drive motor, gear time-varying meshing stiffness excitation, or gear error excitation.

[0173] For detailed descriptions of gear impact excitation, gear time-varying meshing stiffness excitation, and gear error excitation, please refer to the relevant descriptions in the technical terminology section above. For the sake of brevity, they will not be repeated here.

[0174] The following describes the relationship between gear impact excitation, gear time-varying meshing stiffness excitation and the angular velocity of the driving gear.

[0175] Optionally, the gear impact excitation is determined based on the linear velocity of the auxiliary drive motor, which is determined based on the angular velocity.

[0176] The linear velocity of the auxiliary drive motor can be either the linear velocity of the driving gear or the linear velocity of the driven gear. The linear velocity of the driving gear is calculated based on the angular velocity of the driving gear, and the linear velocity of the driven gear is calculated based on the angular velocity of the driven gear.

[0177] The following description uses the linear velocity of the drive gear of the auxiliary drive motor as an example.

[0178] For example, Gear impact excitation satisfy:

[0179] (For ease of description, this formula will be referred to as Formula 1).

[0180] In the above formula one, , This indicates the angular velocity of the driving gear. This indicates the gear ratio of the auxiliary drive motor. This represents the pressure angle on the pitch circle of the gear. Indicates the argument. Indicates the compliance of an angular meshing gear pair. The moment of inertia of the driving gear is represented by... This represents the moment of inertia of the driven gear. This indicates the tooth width of the gear with the smaller tooth width among the driving and driven gears. This represents the equivalent base circle radius of the driving gear. This represents the equivalent base circle radius of the driven gear.

[0181] It is understandable that in Formula 1 above, and All of these are known parameters of the auxiliary drive motor.

[0182] Optionally, the gears are time-varying meshed. Stiffness excitation It is determined based on the contact length of the gear pair of the auxiliary drive motor, which is determined based on the angular velocity.

[0183] For example, the time-varying meshing stiffness excitation of the gear satisfies: (For ease of description, this formula will be referred to as Formula Two), where, This represents the time-varying meshing stiffness excitation of the gears, where k0 represents the meshing stiffness per unit contact line length of the gear pair in the auxiliary drive motor, and k0 is a constant. This is given as an example, not a limitation. , Indicates the degree of overlap of the end faces. This indicates the stiffness of a spur gear.

[0184] In the above formula two, (For ease of description, this formula will be referred to as Formula 3).

[0185] In formula three above, (For ease of description, this formula will be referred to as Formula 4).

[0186] In formula three above, (For ease of description, this formula will be referred to as Formula 5).

[0187] In formula three above, (For ease of description, this formula will be referred to as Formula Six).

[0188] In formulas two through six above, Indicates the degree of overlap of the end faces. Indicates axial overlap. Indicates the base circle helix angle. This indicates the tooth width of the gear with the smaller tooth width among the driving and driven gears. These parameters represent the stiffness of the spur gear; they are all known parameters of the auxiliary drive motor.

[0189] In formulas two through six above, , This is the meshing cycle; .

[0190] Figure 4This is a schematic diagram illustrating the change of gear time-varying meshing stiffness excitation over time, as provided in an embodiment of this application.

[0191] like Figure 4 As shown, the time-varying meshing stiffness excitation of the gear is time-dependent, meaning that the time-varying meshing stiffness excitation of the gear changes with time. This is understandable. Figure 4 For illustrative purposes only, the values ​​of the time-varying gear meshing stiffness excitation may differ for different auxiliary drive motors. Figure 4 This application does not impose any limitations on the embodiments thereof.

[0192] Figure 5 This is a schematic diagram illustrating the change of gear error excitation over time, as provided in an embodiment of this application.

[0193] Gear machining errors and / or installation errors cause the gear meshing tooth profile to deviate from the theoretical ideal position, resulting in a change in the instantaneous gear ratio. This leads to collisions and impacts during gear meshing, thus generating error excitation in gear meshing. Gear error excitation typically depends on the manufacturing precision of the gears.

[0194] like Figure 5 As shown, the gear error excitation is time-dependent, meaning that the gear error excitation changes over time. This is understandable. Figure 5 For illustrative purposes only, the gear error excitation values ​​may differ for different auxiliary drive motors. Figure 5 This application does not impose any limitations on the embodiments thereof.

[0195] Example 1: The dynamic excitation of the gear is the product of the time-varying meshing stiffness excitation and the gear error excitation, plus the gear impact excitation. In other words, the dynamic excitation of the gear satisfies: Where F represents the dynamic excitation of the gear, F m Indicates gear impact excitation, e(t) represents the time-varying meshing stiffness excitation of the gear, and e(t) represents the gear error excitation.

[0196] Example 2: The gear dynamic excitation is equal to the gear impact excitation. That is, the gear dynamic excitation satisfies: F = Fa m Where F represents the dynamic excitation of the gear, F m Indicates gear impact excitation

[0197] Example 3: The dynamic excitation of the gear is the product of the time-varying meshing stiffness excitation and the gear error excitation. In other words, the dynamic excitation of the gear satisfies: Where F represents the dynamic excitation of the gear. e(t) represents the time-varying meshing stiffness excitation of the gear, and e(t) represents the gear error excitation.

[0198] Example 4: The dynamic excitation of the gear is equal to the time-varying meshing stiffness excitation of the gear. That is, the dynamic excitation of the gear satisfies: Where F represents the dynamic excitation of the gear. This indicates the time-varying meshing stiffness excitation of the gear.

[0199] Example 5: The gear dynamic excitation is equal to the gear error excitation. That is, the gear dynamic excitation satisfies: F = e(t), where F represents the gear dynamic excitation and e(t) represents the gear error excitation.

[0200] In one possible implementation, determining the torque compensation value based on the gear dynamic excitation includes: determining the torque compensation value based on the gear dynamic excitation and a first correspondence, wherein the first correspondence includes a correspondence between at least one gear dynamic excitation and at least one torque compensation value.

[0201] The first correspondence can be determined based on empirical or simulation data. As an example, and not a limitation, the first correspondence can be determined during road testing of the terminal. For details on determining the first correspondence, please refer to the relevant explanation of the road testing process below; for brevity, it will not be elaborated here.

[0202] For example, after the control device calculates the gear dynamic excitation of the first auxiliary drive motor based on the angular velocity, it can determine the torque compensation value corresponding to the gear dynamic excitation according to the first correspondence.

[0203] It is understood that in practical application scenarios, the first correspondence can be any form such as a formula, table, array, queue, etc., or the first correspondence can be a machine learning model trained based on empirical data or simulation data. This application embodiment does not limit this.

[0204] Optionally, determining the torque compensation value based on the gear dynamic excitation and the first correspondence includes: determining the interval to which the gear dynamic excitation belongs; and determining the torque compensation value corresponding to the interval based on the interval and the first correspondence; wherein the first correspondence includes a correspondence between at least one interval and at least one torque compensation value.

[0205] For example, after the control device calculates the gear dynamic excitation of the first auxiliary drive motor based on the angular velocity of the first auxiliary drive motor, it can determine which pre-divided interval the dynamic excitation belongs to, and thus determine the torque compensation value corresponding to the interval according to the first correspondence.

[0206] Figure 6 This is a schematic diagram of the first correspondence provided in the embodiments of this application.

[0207] like Figure 6As shown, the first correspondence includes a correspondence between at least one interval and at least one torque compensation value. For example, the interval [F0, F1) corresponds to the torque compensation value T1, the interval [F1, F2) corresponds to the torque compensation value T2, the interval [F2, F3) corresponds to the torque compensation value T3, and the interval [F3, F4) corresponds to the torque compensation value T4.

[0208] For example, if the control device calculates the gear dynamic excitation of the first auxiliary drive motor as F, where F belongs to the interval [F1, F2), then the control device can determine the torque compensation value T2 corresponding to the gear dynamic excitation F of the first auxiliary drive motor based on this first correspondence. Furthermore, the control device can generate a torque control command based on this torque compensation value T2. For example, when the auxiliary drive motor is in the off state, this torque control command is used to control the first auxiliary drive motor to output a torque of magnitude T2.

[0209] Understandable Figure 6 This is merely an example and should not be construed as limiting the embodiments of this application. In practical application scenarios, the first correspondence is not limited to the following. Figure 6 As shown in the figure.

[0210] In one possible implementation B, determining the torque control command based on the angular velocity includes: determining a torque compensation value corresponding to the angular velocity based on the angular velocity and a second correspondence, the torque compensation value being used to reduce the meshing clearance between the driving gear of the auxiliary drive motor and the driven gear of the auxiliary drive motor, the second correspondence including a correspondence between at least one angular velocity and at least one torque compensation value; and determining the torque control command based on the torque compensation value.

[0211] The second correspondence can be determined based on empirical or simulation data. As an example, and not a limitation, the second correspondence can be determined during road testing of the terminal. For details on determining the second correspondence, please refer to the relevant explanation of the road testing process below; for brevity, it will not be elaborated here.

[0212] For example, after obtaining the angular velocity of the first auxiliary drive motor, the control device can determine the torque compensation value corresponding to the angular velocity according to the second correspondence.

[0213] Table 1 shows an example of the second correspondence.

[0214] Table 1

[0215]

[0216] As shown in Table 2, angular velocity The corresponding torque compensation value is T1, and the angular velocity is... The corresponding torque compensation value is T2, and the angular velocity is... The corresponding torque compensation value is Tn, where n is an integer greater than or equal to 1.

[0217] It is understood that Table 1 is merely an example of the second correspondence and should not be construed as limiting the embodiments of this application. In practical application scenarios, the second correspondence can be any form such as a formula, table, array, queue, etc., or the first correspondence can be a machine learning model trained based on empirical data or simulation data. The embodiments of this application do not limit this.

[0218] As an example and not a limitation, in a real-world scenario, the terminal may be equipped with both implementation method A and implementation method B. In other words, implementation method A and implementation method B can be implemented in combination. For example, after obtaining the angular velocity of the auxiliary drive motor, the control device can first determine the torque compensation value corresponding to the angular velocity based on the second correspondence (corresponding to implementation method B). If the torque cannot be determined based on the second correspondence, the control device can calculate the gear dynamic excitation of the auxiliary drive motor based on the angular velocity. Then, the control device can determine the torque compensation value based on the first correspondence (corresponding to implementation method A).

[0219] It is understood that in practical applications, the torque compensation value can be an increment of the torque output by the auxiliary drive motor, a fixed value, or the final torque required by the auxiliary drive motor to output. For example, when the auxiliary drive motor is in the off state, the torque compensation value can be the final torque required by the auxiliary drive motor to output; when the auxiliary drive motor is in the working state, the torque compensation value can be an increment based on the torque that the auxiliary drive motor will output. This application does not limit this aspect.

[0220] The following combination Figure 7 and Figure 8 The road test process will be explained.

[0221] Figure 7 This is a schematic flowchart of the road test process related to determining the excitation threshold provided in the embodiments of this application.

[0222] Understandable Figure 7 The steps shown can be performed by a road test device. The road test device can be used to collect, record, and analyze various data from the terminal under real road conditions. As an example and not a limitation, the road test device may include data acquisition modules and sensor modules, etc.

[0223] The following uses a road test device as an example to illustrate... Figure 7 The steps shown are explained below.

[0224] S701, the control terminal operates in the preset first working condition.

[0225] For example, the road test device can respond to the operation of the tester and control the terminal to drive in a preset first working condition. For example, the preset working condition may include, but is not limited to, one or more of the following: low-speed start-stop, smooth road cruising, constant speed driving, rapid acceleration, overtaking, climbing, heavy load, wet and slippery road surface, cornering, high-speed cruising, etc.

[0226] S702, obtain the angular velocity of the auxiliary drive motor.

[0227] During the terminal's operation, with the auxiliary drive motor on the terminal in a deactivated state, the road test device can obtain the angular velocity of the auxiliary drive motor on the terminal.

[0228] For a detailed description of obtaining the angular velocity of the auxiliary drive motor, please refer to the relevant description of S310 in method 300 above. For the sake of brevity, it will not be repeated here.

[0229] S703, based on angular velocity calculation of gear dynamic excitation.

[0230] After obtaining the angular velocity of the auxiliary drive motor, the road test device can calculate the dynamic excitation of the gears based on this angular velocity.

[0231] For a detailed description of the gear dynamic excitation calculation based on angular velocity, please refer to the relevant description in Method 300 above. For the sake of brevity, it will not be repeated here.

[0232] S704, determine if gear noise exists.

[0233] The road test device can record the angular velocity of the auxiliary drive motor and the dynamic excitation of the gears calculated based on that angular velocity, and determine whether gear noise exists under the operating conditions of that angular velocity and dynamic excitation. It is understood that the road test device can determine the presence of gear noise based on sound sensors, or it can determine the presence of gear noise based on the input information of the tester's judgment result on the gear noise, and record the judgment result.

[0234] S705, switching operating conditions.

[0235] In the absence of gear noise, the road test device can respond to the operator's actions and control the switching of operating conditions.

[0236] S706 records the angular velocity and gear dynamic excitation under this working condition.

[0237] In the presence of gear noise, the road test device can record information such as the angular velocity of the auxiliary drive motor and the dynamic excitation of the gears under this condition.

[0238] Understandably, testers can... Figure 7 The information recorded during the road test is analyzed to determine whether the terminal has gear noise issues under various preset operating conditions. If the terminal exhibits gear noise issues under at least one test condition, the testers can further analyze the recorded information to determine at what level of gear dynamic excitation the gear noise problem begins. This dynamic excitation value can then be set as the terminal's excitation threshold. Furthermore, the correspondence between the dynamic gear excitation and torque compensation value of the terminal's auxiliary drive motor can be determined (see detailed description). Figure 8 (For the sake of brevity, the relevant descriptions will not be repeated here.) If the terminal exhibits no gear noise issues under any test condition, it can be determined that the terminal does not have a gear noise problem, and it is unnecessary to apply torque compensation to the drive gear of the auxiliary drive motor of the terminal.

[0239] Figure 8 This is a schematic flowchart of the road test process related to determining the first or second correspondence, provided in the embodiments of this application.

[0240] Understandable Figure 8 The steps shown can be performed by a road test device. The road test device can be used to collect, record, and analyze various data from the terminal under real road conditions. As an example and not a limitation, the road test device may include data acquisition modules and sensor modules, etc.

[0241] The following uses a road test device as an example to illustrate... Figure 8 The steps shown are explained below.

[0242] S801, the control terminal operates in the preset first working condition.

[0243] For a detailed description, please refer to the relevant description of S701 above. For the sake of brevity, it will not be repeated here.

[0244] S802, obtain the angular velocity of the auxiliary drive motor.

[0245] For a detailed description, please refer to the above description of S702. For the sake of brevity, it will not be repeated here.

[0246] S803, based on angular velocity calculation of gear dynamic excitation.

[0247] For a detailed description, please refer to the relevant description of S703 above. For the sake of brevity, it will not be repeated here.

[0248] S804 determines whether the dynamic excitation of the gear is greater than or equal to the excitation threshold.

[0249] It is understandable that the incentive threshold is based on the above. Figure 7 The data recorded during the road test shown is definitive.

[0250] For example, the road test device can determine whether the currently calculated gear dynamic excitation is greater than the excitation threshold.

[0251] When the gear dynamic excitation is greater than or equal to the excitation threshold, the road test device can execute S805; when the gear dynamic excitation is less than the excitation threshold, the road test device can execute S810.

[0252] S805, apply a first torque compensation value to the drive gear of the auxiliary drive motor.

[0253] The first torque compensation value can be determined based on empirical data or simulation data.

[0254] For example, when the gear dynamic excitation is greater than or equal to the excitation threshold, the road test device can control the auxiliary drive motor to apply a first torque compensation value to its drive gear.

[0255] S806, reacquire the angular velocity of the auxiliary drive motor, and calculate the gear dynamic excitation based on the angular velocity.

[0256] For example, after applying a first torque compensation value to the drive gear of the auxiliary drive motor, the road test device can reacquire the angular velocity of the auxiliary drive motor and calculate the dynamic excitation of the gear based on the angular velocity.

[0257] S807, re-evaluate whether the gear dynamic excitation is greater than or equal to the excitation threshold.

[0258] For example, after recalculating the gear dynamic excitation, the road test device can re-determine whether the gear dynamic excitation is greater than or equal to the excitation threshold.

[0259] When the gear dynamic excitation is greater than or equal to the excitation threshold, the road test device can execute S808; when the gear dynamic excitation is less than the excitation threshold, the road test device can execute S810.

[0260] S808 records the angular velocity, dynamic gear excitation, and first torque compensation value.

[0261] For example, when the gear dynamic excitation is less than the excitation threshold, the road test device can record the angular velocity under this condition, the dynamic gear excitation before the first torque compensation value is applied, and the first torque compensation value.

[0262] S809, increase the first torque compensation value.

[0263] Understandably, if the gear dynamic excitation is still greater than or equal to the excitation threshold after applying the first torque compensation value to the drive gear, it indicates that the increased first torque compensation value is insufficient to suppress gear squealing. Therefore, the road test device can control the auxiliary drive motor to increase the first torque compensation value, thereby recalculating the gear dynamic excitation for subsequent judgment.

[0264] S810, switching operating conditions.

[0265] When the gear dynamic excitation is less than the excitation threshold, the road test device can control the terminal to switch operating conditions to execute the above S801 to S809 under other operating conditions.

[0266] Understandably, testers can... Figure 8 The information recorded during the road test is analyzed to determine the correspondence between the angular velocity or dynamic gear excitation of the auxiliary drive motor and the torque compensation value under various preset working conditions, thereby analyzing and determining one or more of the above-mentioned first or second correspondence.

[0267] Based on the above technical solution, firstly, the torque output of the auxiliary drive motor of the terminal with gear noise problem is determined according to the angular velocity of the gears. This eliminates the need for expensive additional sensors on the terminal and does not affect the driving range of terminals without gear noise problems, thus reducing gear noise in terminals with gear noise issues. It is easy to deploy and implement, and has good universality. Secondly, by further correlating the angular velocity with gear dynamic excitation, the root cause of gear noise (i.e., gear dynamic excitation) can be more accurately located and quantified, making the subsequently determined torque compensation value more targeted and effective, thus improving the accuracy of howling suppression. Thirdly, by directly establishing the correspondence between the angular velocity of the auxiliary drive motor and the torque compensation value, real-time calculation of gear dynamic excitation is not required, which helps reduce algorithm complexity and computational resource consumption, and improves response speed.

[0268] The motor control method provided in the embodiments of this application has been described in detail above with reference to the accompanying drawings. The apparatus provided in the embodiments of this application will now be described in detail with reference to the accompanying drawings.

[0269] It should be understood that Figure 9 and Figure 10 The device shown can be used to implement the functions of the control device (or terminal or auxiliary drive motor) in the above method embodiments, and therefore can also achieve the beneficial effects of the above method embodiments. In the embodiments of this application, the device can be as follows: Figure 3The control device in any of the method embodiments shown can also be the terminal mentioned in the above method embodiments, or a component (such as a chip, chip system, processor, etc.) configured in the terminal, or a logic module or software that can realize some or all of the functions of the terminal. The device can also be the auxiliary drive motor mentioned in the above method embodiments.

[0270] Figure 9 This is a schematic block diagram of the device provided in the embodiments of this application.

[0271] like Figure 9 As shown, the device 900 includes an acquisition module 910 and a control module 920. The device 900 can be used to implement the control device function in any embodiment of the method 300 described above.

[0272] For example, when the device 900 is used to implement the function of the control device in the method 300 described above, the acquisition module 910 can be used to: acquire the angular velocity of the auxiliary drive motor of the terminal; the control module 920 can be used to: determine a torque control command based on the angular velocity, the torque control command being used to control the output torque of the auxiliary drive motor.

[0273] Optionally, the control module 920 is specifically used to: determine the gear dynamic excitation of the auxiliary drive motor based on the angular velocity; determine the torque compensation value based on the gear dynamic excitation; and determine the torque control command based on the torque compensation value.

[0274] Optionally, the gear dynamic excitation is determined based on one or more of the following: gear impact excitation of the auxiliary drive motor, gear time-varying meshing stiffness excitation, or gear error excitation.

[0275] Optionally, the gear dynamic excitation is the product of the time-varying meshing stiffness excitation and the gear error excitation, plus the gear impact excitation.

[0276] Optionally, the gear impact excitation is determined based on the linear velocity of the auxiliary drive motor, which is determined based on the angular velocity.

[0277] Optionally, the time-varying meshing stiffness excitation of the gear is determined based on the contact length of the gear pair of the auxiliary drive motor, which is determined based on the angular velocity.

[0278] Optionally, the control module 920 is specifically used to: determine the torque compensation value based on the gear dynamic excitation and the first correspondence, wherein the first correspondence includes a correspondence between at least one gear dynamic excitation and at least one torque compensation value.

[0279] Optionally, the control module 920 is specifically used to: determine the interval to which the gear dynamic excitation belongs; and determine the torque compensation value corresponding to the interval based on the interval and a first correspondence; wherein the first correspondence includes a correspondence between at least one interval and at least one torque compensation value.

[0280] Optionally, the control module 920 is specifically used to: determine the torque compensation value corresponding to the angular velocity based on the angular velocity and the second correspondence, wherein the second correspondence includes a correspondence between at least one angular velocity and at least one torque compensation value; and determine the torque control command based on the torque compensation value.

[0281] Optionally, the acquisition module 910 is specifically used to: acquire the angular velocity through a motor position sensor located on the auxiliary drive motor.

[0282] Optionally, the acquisition module 910 is specifically used to calculate the angular velocity based on the flux linkage, current and inductance of the auxiliary drive motor.

[0283] For a more detailed description of each of the above modules, please refer directly to the relevant descriptions in the embodiments of method 300 above, which will not be repeated here.

[0284] It should be understood that the module division in the embodiments of this application is illustrative and only represents a logical functional division. In actual implementation, there may be other division methods. Furthermore, the functional modules in the various embodiments of this application can be integrated into a single processor, exist as separate physical entities, or be integrated into a single module. The integrated modules described above can be implemented in hardware or as software functional modules.

[0285] Figure 10 This is another schematic block diagram of the device provided in the embodiments of this application.

[0286] The device 1000 can be a chip system, or it can be a device configured with a chip system to implement the steps in the above method embodiments. In the embodiments of this application, the chip system can be composed of chips, or it can include chips and other discrete devices.

[0287] like Figure 10 As shown, the device 1000 may include a processor 1010, which can be used to execute computer programs or instructions in memory to implement the steps performed by the control device in any embodiment of the method 300 described above.

[0288] Optionally, the device 1000 further includes a communication interface 1020. The communication interface 1020 can be used to communicate with other devices via a transmission medium, thereby enabling the device 1000 to communicate with other devices. The communication interface 1020 can be, for example, a transceiver, interface, bus, circuit, or a device capable of transmitting and receiving functions. The processor 1010 can use the communication interface 1020 to input and output data and to implement the steps of any embodiment of the method 300 described above. Specifically, the device 1000 can be used to implement the functions of the control device in the above method embodiments.

[0289] Optionally, the device 1000 further includes at least one memory 1030 for storing program instructions and / or data. The memory 1030 is coupled to the processor 1010.

[0290] The coupling in this embodiment is an indirect coupling or communication connection between devices, units, or modules, which can be electrical, mechanical, or other forms, used for information exchange between devices, units, or modules. The processor 1010 may operate in conjunction with the memory 1030. The processor 1010 may execute program instructions stored in the memory 1030.

[0291] In this embodiment, the memory 1030 may be integrated into the processor 1010, or the processor 1010 and the memory 1030 may be set up separately. This embodiment does not limit the specific implementation of the memory 1030.

[0292] This application embodiment does not limit the specific connection medium between the processor 1010, communication interface 1020, and memory 1030. This application embodiment... Figure 10 The processor 1010, communication interface 1020, and memory 1030 are connected via bus 1040. Bus 1040 is... Figure 10 The connections between other components are shown in bold lines only and are not intended to be limiting. This bus can be a peripheral component interconnect (PCI) bus or an extended industry standard architecture (EISA) bus, etc. This bus can be divided into address bus, data bus, control bus, etc. For ease of illustration, Figure 10 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0293] This application provides an auxiliary drive motor, which is used to implement the function of the control device in the above method embodiments.

[0294] This application provides a terminal, which includes a control device or an auxiliary drive motor for implementing the steps in the above method embodiments.

[0295] This application provides a vehicle that includes a control device or auxiliary drive motor for implementing the steps in the above method embodiments.

[0296] This application provides a chip. The chip includes a processor, which calls a computer program in memory to execute the technical solutions in the above embodiments. Its implementation principle and technical effects are similar to those in the related embodiments described above, and will not be repeated here.

[0297] This application also provides a computer-readable storage medium. The computer-readable storage medium stores a computer program. When the computer program is executed by a processor, it implements the methods described above. The methods described in the above embodiments can be implemented wholly or partially by software, hardware, firmware, or any combination thereof. If implemented in software, the functionality can be stored as one or more instructions or code on or transmitted over the computer-readable medium. The computer-readable medium can include computer storage media and communication media, and can also include any medium that can transfer a computer program from one place to another. The storage medium can be any target medium accessible by a computer.

[0298] In one possible implementation, a computer-readable medium may include random access memory (RAM), read-only memory (ROM), compact disc read-only memory (CD-ROM) or other optical disc storage, magnetic disk storage or other magnetic storage devices, or any other medium intended to carry or store required program code in the form of instructions or data structures, and accessible by a computer. Furthermore, any connection is appropriately referred to as a computer-readable medium. For example, if software is transmitted from a website, server, or other remote source using coaxial cable, fiber optic cable, twisted pair, digital subscriber line (DSL), or wireless technologies such as infrared, radio, and microwave, then coaxial cable, fiber optic cable, twisted pair, DSL, or wireless technologies such as infrared, radio, and microwave are included in the definition of medium. As used herein, disks and optical discs include optical discs, laser discs, optical discs, digital versatile discs (DVDs), floppy disks, and Blu-ray discs, where disks typically reproduce data magnetically, while optical discs optically reproduce data using lasers. Combinations of the above should also be included within the scope of computer-readable media.

[0299] This application provides a computer program product, which includes a computer program that, when run, causes a computer to perform the above-described method.

[0300] It should be noted that the modules or components in the above embodiments can be one or more integrated circuits configured to implement the above methods, such as one or more application-specific integrated circuits (ASICs), one or more digital signal processors (DSPs), or one or more field-programmable gate arrays (FPGAs), etc. Furthermore, when a module is implemented through processing element scheduler code, the processing element can be a general-purpose processor, such as a central processing unit (CPU) or other processors capable of calling program code, such as a controller. Additionally, these modules can be integrated together to implement a system-on-a-chip (SOC).

[0301] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product. A computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the flow or function according to the embodiments of this application is generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, DSL) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., solid-state disk (SSD)).

[0302] The term "multiple" in this document refers to two or more. The term "and / or" in this document is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. Furthermore, the character " / " in this document generally indicates an "or" relationship between the preceding and following related objects; in formulas, the character " / " indicates a "division" relationship between the preceding and following related objects. Additionally, it should be understood that in the description of the embodiments of this application, terms such as "first" and "second" are used only for descriptive purposes and should not be construed as indicating or implying relative importance or order.

[0303] It is understood that the various numerical designations used in the embodiments of this application are merely for descriptive convenience and are not intended to limit the scope of the embodiments of this application.

[0304] It is understood that, in the embodiments of this application, the order of the above-mentioned process numbers does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

Claims

1. A motor control method, characterized in that, The method includes: Obtain the angular velocity of the terminal's auxiliary drive motor; Based on the angular velocity, determine the torque control command; The torque control command is used to control the output torque of the auxiliary drive motor.

2. The method according to claim 1, characterized in that, The determination of the torque control command based on the angular velocity includes: The gear dynamic excitation of the auxiliary drive motor is determined based on the angular velocity; The torque compensation value is determined based on the aforementioned gear dynamic excitation; The torque control command is determined based on the torque compensation value.

3. The method according to claim 2, characterized in that, The gear dynamic excitation is determined based on one or more of the following: gear impact excitation of the auxiliary drive motor, gear time-varying meshing stiffness excitation, or gear error excitation.

4. The method according to claim 3, characterized in that, The gear dynamic excitation is the product of the gear time-varying meshing stiffness excitation and the gear error excitation, plus the gear impact excitation.

5. The method according to claim 3 or 4, characterized in that, The gear impact excitation is determined based on the linear velocity of the auxiliary drive motor, and the linear velocity is determined based on the angular velocity.

6. The method according to any one of claims 3 to 5, characterized in that, The time-varying gear meshing stiffness excitation is determined based on the gear pair contact length of the auxiliary drive motor, and the gear pair contact length is determined based on the angular velocity.

7. The method according to any one of claims 2 to 6, characterized in that, The determination of the torque compensation value based on the gear dynamic excitation includes: Based on the gear dynamic excitation and the first correspondence, the torque compensation value is determined, wherein the first correspondence includes a correspondence between at least one gear dynamic excitation and at least one torque compensation value.

8. The method according to claim 7, characterized in that, The step of determining the torque compensation value based on the gear dynamic excitation and the first correspondence includes: Determine the interval to which the dynamic excitation of the gear belongs; Based on the interval and the first correspondence, the torque compensation value corresponding to the interval is determined; The first correspondence includes a correspondence between at least one interval and at least one torque compensation value.

9. The method according to claim 1, characterized in that, The determination of the torque control command based on the angular velocity includes: Based on the angular velocity and the second correspondence, the torque compensation value corresponding to the angular velocity is determined, wherein the second correspondence includes a correspondence between at least one angular velocity and at least one torque compensation value; The torque control command is determined based on the torque compensation value.

10. The method according to any one of claims 1 to 9, characterized in that, The acquisition of the angular velocity of the auxiliary drive motor includes: The angular velocity is obtained by a motor position sensor located on the auxiliary drive motor.

11. The method according to any one of claims 1 to 9, characterized in that, The acquisition of the angular velocity of the auxiliary drive motor includes: The angular velocity is calculated based on the flux linkage, current, and inductance of the auxiliary drive motor.

12. A control device, characterized in that, The control device includes: The acquisition module is used to acquire the angular velocity of the auxiliary drive motor of the terminal; The control module is used to determine a torque control command based on the angular velocity, the torque control command being used to instruct the auxiliary drive motor to output torque.

13. The control device according to claim 12, characterized in that, The control module is specifically used for: The gear dynamic excitation of the auxiliary drive motor is determined based on the angular velocity; The torque compensation value is determined based on the aforementioned gear dynamic excitation; The torque control command is determined based on the torque compensation value.

14. The control device according to claim 13, characterized in that, The gear dynamic excitation is determined based on one or more of the following: gear impact excitation of the auxiliary drive motor, gear time-varying meshing stiffness excitation, or gear error excitation.

15. The control device according to claim 13 or 14, characterized in that, The control module is specifically used for: Based on the gear dynamic excitation and the first correspondence, the torque compensation value is determined, wherein the first correspondence includes a correspondence between at least one gear dynamic excitation and at least one torque compensation value.

16. The control device according to claim 15, characterized in that, The control module is specifically used for: Determine the interval to which the dynamic excitation of the gear belongs; Based on the interval and the first correspondence, the torque compensation value corresponding to the interval is determined; The first correspondence includes a correspondence between at least one interval and at least one torque compensation value.

17. The control device according to claim 12, characterized in that, The control module is specifically used for: Based on the angular velocity and the second correspondence, the torque compensation value corresponding to the angular velocity is determined, wherein the second correspondence includes a correspondence between at least one angular velocity and at least one torque compensation value; The torque control command is determined based on the torque compensation value.

18. A control device, characterized in that, Including processor and memory, among which, The memory is used to store programs; The processor is used to invoke the program so that the control device performs the method as described in any one of claims 1 to 11.

19. An auxiliary drive motor, characterized in that, The auxiliary drive motor includes: The acquisition module is used to acquire the angular velocity of the auxiliary drive motor of the terminal; The control module is used to determine a torque control command based on the angular velocity, the torque control command being used to instruct the auxiliary drive motor to output torque.

20. The auxiliary drive motor according to claim 19, characterized in that, The control module is specifically used for: The gear dynamic excitation of the auxiliary drive motor is determined based on the angular velocity; The torque compensation value is determined based on the aforementioned gear dynamic excitation; The torque control command is determined based on the torque compensation value.

21. The auxiliary drive motor according to claim 20, characterized in that, The gear dynamic excitation is determined based on one or more of the following: gear impact excitation of the auxiliary drive motor, gear time-varying meshing stiffness excitation, or gear error excitation.

22. The auxiliary drive motor according to claim 20 or 21, characterized in that, The control module is specifically used for: Based on the gear dynamic excitation and the first correspondence, the torque compensation value is determined, wherein the first correspondence includes a correspondence between at least one gear dynamic excitation and at least one torque compensation value.

23. The auxiliary drive motor according to claim 22, characterized in that, The control module is specifically used for: Determine the interval to which the dynamic excitation of the gear belongs; Based on the interval and the first correspondence, the torque compensation value corresponding to the interval is determined; The first correspondence includes a correspondence between at least one interval and at least one torque compensation value.

24. The auxiliary drive motor according to claim 19, characterized in that, The control module is specifically used for: Based on the angular velocity and the second correspondence, the torque compensation value corresponding to the angular velocity is determined, wherein the second correspondence includes a correspondence between at least one angular velocity and at least one torque compensation value; The torque control command is determined based on the torque compensation value.

25. A terminal, characterized in that, The terminal includes a control device as described in any one of claims 12 to 18, or an auxiliary drive motor as described in any one of claims 19 to 24.

26. A vehicle, characterized in that, The vehicle includes a control device as described in any one of claims 12 to 18, or includes an auxiliary drive motor as described in any one of claims 19 to 24.

27. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes computer instructions that, when executed, cause the method as described in any one of claims 1 to 11 to be performed.

28. A computer program product, characterized in that, The computer program product includes computer program code that, when run, causes the method as described in any one of claims 1 to 11 to be performed.

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