Vehicle motor output torque control method and device, medium and vehicle

Abstract

The invention discloses a control method and device for the output torque of a vehicle motor, a medium and a vehicle, and the method comprises the steps that a driving torque control map of the vehicle motor is obtained, and the driving torque control map is used for recording the driving torque of the vehicle motor under the condition of the maximum accelerator pedal opening degree; the corresponding relation between different vehicle speeds and the motor driving torque in the vehicle speed interval of each gear is obtained; a sliding torque control map of a vehicle motor is obtained, and the sliding torque control map is used for recording the corresponding relation between different vehicle speeds and motor braking torques in the vehicle speed intervals of all the gears under the condition that the opening degree of an accelerator pedal is smaller than the set opening degree; based on the current pedal opening degree, the current gear and the current vehicle speed of the vehicle, the first target output torque of the vehicle motor is determined through the driving torque control atlas or the sliding torque control atlas, and the vehicle motor is controlled to output the first target output torque. Through the technical scheme provided by the invention, the interestingness of driving the electric automobile by the user can be improved.

Description

Technical Field

[0001] This application belongs to the field of vehicle motor control technology, and in particular relates to a method, device, medium and vehicle for controlling the output torque of a vehicle motor. Background Technology

[0002] With the rapid development of the new energy vehicle industry, electric vehicles have become the mainstream development direction of the automotive market and are widely favored by consumers due to their significant advantages such as environmental protection and energy saving, smooth power output, and low operating noise. However, compared with traditional fuel vehicles, the power transmission system of electric vehicles usually adopts a fixed gear ratio design, lacking the speed coordination and gear shifting logic between the multi-gear transmission and engine of traditional fuel vehicles.

[0003] While this design ensures smooth power delivery during vehicle operation, it also makes electric vehicles lack the jerkiness, shift shock, and engine braking feel of traditional gasoline vehicles when manually shifting gears. The driving operation tends to be monotonous, and drivers find it difficult to obtain the interactive experience and driving pleasure brought by manual control. As a result, electric vehicles lack driving fun, and the user experience needs further improvement.

[0004] Therefore, how to enhance the enjoyment of driving electric vehicles has become an urgent technical problem to be solved. Summary of the Invention

[0005] The embodiments of this application provide a method, apparatus, computer program product, computer-readable storage medium, and vehicle for controlling the output torque of a vehicle motor, thereby enhancing the user's enjoyment of driving an electric vehicle at least to some extent.

[0006] Other features and advantages of this application will become apparent from the following detailed description, or may be learned in part from practice of this application.

[0007] According to a first aspect of the present application, a method for controlling the output torque of a vehicle motor is provided. The method includes: acquiring a drive torque control graph of the vehicle motor, wherein the drive torque control graph is used to record the correspondence between different vehicle speeds and motor drive torque within each gear speed range when the accelerator pedal opening is at its maximum, wherein the gear speed range is a speed range set for a virtual gear, and the virtual gear is used to simulate the driving gears of a fuel-powered vehicle; acquiring a coasting torque control graph of the vehicle motor, wherein the coasting torque control graph is used to record the correspondence between different vehicle speeds and motor braking torque within each gear speed range when the accelerator pedal opening is less than a set opening; and determining a first target output torque of the vehicle motor based on the current pedal opening, current gear, and current vehicle speed, using the drive torque control graph or the coasting torque control graph, and controlling the vehicle motor to output the first target output torque.

[0008] In some embodiments of this application, based on the foregoing scheme, obtaining the drive torque control map of the vehicle motor includes: obtaining the maximum external characteristic torque of the vehicle motor at the maximum accelerator pedal opening; determining the motor drive torque corresponding to the minimum vehicle speed in each virtual gear by multiplying the maximum external characteristic torque by a set proportional coefficient, wherein the minimum vehicle speed is the minimum value of the corresponding gear speed range, and the set proportional coefficient is negatively correlated with the gear value of each virtual gear; defining the motor drive torque corresponding to the maximum vehicle speed in each virtual gear as 0, wherein the maximum vehicle speed is the maximum value of the corresponding gear speed range; defining the motor drive torque for each speed in the corresponding gear speed range by an interpolation algorithm based on the minimum vehicle speed and the motor drive torque corresponding to the maximum vehicle speed, according to the changing trend of the vehicle motor external characteristic torque curve; and constructing a drive torque control map based on the motor drive torque corresponding to different speeds in the gear speed range corresponding to each virtual gear.

[0009] In some embodiments of this application, based on the aforementioned scheme, obtaining the coasting torque control map of the vehicle motor includes: obtaining the coasting deceleration corresponding to different vehicle speeds within each gear speed range, wherein the coasting deceleration is the deceleration of the vehicle under coasting conditions, wherein the coasting deceleration corresponding to different vehicle speeds within the same gear speed range is positively correlated with the vehicle speed, and the coasting deceleration corresponding to the maximum and minimum vehicle speeds of different virtual gears is negatively correlated with the gear value of the virtual gear; calculating the motor braking torque corresponding to different vehicle speeds within each virtual gear speed range based on the vehicle mass and the coasting deceleration corresponding to different vehicle speeds within each virtual gear speed range; and constructing the coasting torque control map based on the motor braking torque corresponding to different vehicle speeds within each virtual gear speed range.

[0010] In some embodiments of this application, based on the foregoing scheme, obtaining the coasting deceleration corresponding to different vehicle speeds within each gear speed range includes: setting coasting deceleration for the maximum and minimum vehicle speeds corresponding to the highest virtual gear, wherein the coasting deceleration for the maximum vehicle speed corresponding to the highest virtual gear is greater than the coasting deceleration for the minimum vehicle speed corresponding to the highest virtual gear; defining virtual transmission ratios for each virtual gear, and calculating the ratio of the virtual transmission ratios of other virtual gears to the highest virtual gear, wherein the virtual transmission ratios are negatively correlated with the gear values ​​of the virtual gears, and the other virtual gears are virtual gears other than the highest virtual gear, and the virtual transmission ratios are used as... The algorithm simulates the ratio of engine speed to wheel speed in a gasoline-powered vehicle; it calculates the coasting deceleration of the maximum speed corresponding to the other virtual gears based on the virtual gear ratio and the coasting deceleration of the maximum speed corresponding to the highest virtual gear; it also calculates the coasting deceleration of the minimum speed corresponding to the other virtual gears based on the virtual gear ratio and the coasting deceleration of the minimum speed corresponding to the highest virtual gear; and it interpolates between the coasting deceleration of the minimum speed and the coasting deceleration of the maximum speed corresponding to each virtual gear to determine the coasting deceleration of other speeds between the minimum and maximum speeds in the speed range corresponding to each virtual gear.

[0011] In some embodiments of this application, based on the foregoing scheme, determining the first target output torque of the vehicle motor based on the current pedal opening, current gear, and current vehicle speed, through the drive torque control graph or the coasting torque control graph, includes: if the current pedal opening is greater than or equal to the set opening, then based on the current gear and the current vehicle speed, searching for a reference output torque in the drive torque control graph, and calculating the first target output torque of the vehicle motor based on the current pedal opening and the reference output torque; if the current pedal opening is less than the set opening, then based on the current gear and the current vehicle speed, searching for the first target output torque of the vehicle motor in the coasting torque control graph.

[0012] In some embodiments of this application, based on the foregoing scheme, the method further includes: responding to a user's gear shifting request, determining the target gear to be switched to by the vehicle, and determining the second target output torque of the vehicle motor in the target gear through the drive torque control graph or the coasting torque control graph; controlling the output torque of the vehicle motor to transition from the first target output torque to the second target output torque in sequence according to the torque reduction stage, the torque maintenance stage, and the torque increase stage.

[0013] In some embodiments of this application, based on the foregoing scheme, controlling the output torque of the vehicle motor to transition from the first target output torque to the second target output torque in sequence through a torque reduction phase, a torque maintenance phase, and a torque increase phase includes: obtaining a pre-set acceleration impact value and determining the product of the acceleration impact value and the vehicle mass as the torque change amount; subtracting the torque change amount from the smaller value between the first target output torque and the second target output torque to obtain a transition output torque; controlling the output torque of the vehicle motor to change from the first target output torque to the transition output torque, and after maintaining the transition output torque for a set duration, controlling the output torque of the vehicle motor to change from the transition output torque to the second target output torque.

[0014] According to a second aspect of the present application, a control device for the output torque of a vehicle motor is provided. The device includes: a first acquisition unit, configured to acquire a drive torque control graph of the vehicle motor, wherein the drive torque control graph is used to record the correspondence between different vehicle speeds and motor drive torque within each gear speed range when the accelerator pedal opening is at its maximum, wherein the gear speed range is a speed range set for a virtual gear, and the virtual gear is used to simulate the driving gears of a fuel-powered vehicle; a second acquisition unit, configured to acquire a coasting torque control graph of the vehicle motor, wherein the coasting torque control graph is used to record the correspondence between different vehicle speeds and motor braking torque within each gear speed range when the accelerator pedal opening is less than a set opening; and a control unit, configured to determine a first target output torque of the vehicle motor based on the current pedal opening, current gear, and current vehicle speed, through the drive torque control graph or the coasting torque control graph, and control the vehicle motor to output the first target output torque.

[0015] According to a third aspect of the embodiments of this application, a computer program product is provided, the computer program product including computer instructions stored in a computer-readable storage medium and adapted to be read and executed by a processor to cause a computer device having the processor to perform an operation as described in any of the first aspects above.

[0016] According to a fourth aspect of the embodiments of this application, a computer-readable storage medium is provided, the computer-readable storage medium storing at least one computer program instruction, the at least one computer program instruction being loaded and executed by a processor to perform the operation as described in any of the first aspects above.

[0017] According to a fifth aspect of the embodiments of this application, a vehicle is provided, the vehicle including one or more processors and one or more memories, the one or more memories storing at least one computer program instruction, the at least one computer program instruction being loaded and executed by the one or more processors to perform the operation as described in any of the first aspects above.

[0018] Based on the technical solution proposed in this application, by pre-constructing two torque control maps that closely match the power characteristics of a gasoline vehicle, and combining them with real-time vehicle operating parameters to accurately determine the target output torque, electric vehicles can replicate the power differences of different gears in a gasoline vehicle under driving conditions, and replicate the engine braking differences of different gears in a gasoline vehicle under coasting conditions. This breaks the problem of monotonous driving caused by the fixed gear ratio design of electric vehicles, allowing the driver to obtain power feedback consistent with that of a gasoline vehicle, which can significantly improve the driving pleasure and user experience of electric vehicles. At the same time, the design of the two maps makes the torque control logic clear, eliminating the need for complex real-time calculations; the target torque can be determined simply by looking up the maps, ensuring the real-time performance and stability of torque control without affecting the basic smoothness of the vehicle's ride. It should be understood that the above general description and the following detailed description are merely exemplary and explanatory, and do not limit this application. Attached Figure Description

[0019] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort. In the drawings: Figure 1 A flowchart of a method for controlling the output torque of a vehicle motor according to an embodiment of this application is shown; Figure 2 A schematic diagram of the drive torque control graph in an embodiment of this application is shown; Figure 3 A block diagram of a vehicle motor output torque control device according to an embodiment of this application is shown; Figure 4 A schematic diagram of the vehicle structure in an embodiment of this application is shown. Detailed Implementation

[0020] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0021] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a thorough understanding of embodiments of this application. However, those skilled in the art will recognize that the technical solutions of this application can be practiced without one or more of the specific details, or other methods, components, apparatuses, steps, etc., can be employed. In other instances, well-known methods, apparatuses, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of this application.

[0022] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices. It should also be noted that, for the sake of simplicity, certain components in the drawings that do not affect the interpretation of the technical solution of this application have been appropriately omitted.

[0023] The flowchart shown in the attached diagram is for illustrative purposes only and does not necessarily include all content and operations / steps, nor does it necessarily have to be performed in the described order. For example, some operations / steps can be broken down, while others can be combined or partially combined. Therefore, the actual execution order may change depending on the actual situation.

[0024] In the description of this application, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, unless otherwise stated, "multiple" means two or more.

[0025] With the rapid development of the new energy vehicle industry, electric vehicles have become the mainstream development direction of the automotive market and are widely favored by consumers due to their significant advantages such as environmental protection and energy saving, smooth power output, and low operating noise. However, compared with traditional fuel vehicles, the power transmission system of electric vehicles usually adopts a fixed gear ratio design, lacking the speed coordination and gear shifting logic between the multi-gear transmission and engine of traditional fuel vehicles.

[0026] While this design ensures smooth power delivery during vehicle operation, it also makes electric vehicles lack the jerkiness, shift shock, and engine braking feel of traditional gasoline vehicles when manually shifting gears. The driving operation tends to be monotonous, and drivers find it difficult to obtain the interactive experience and driving pleasure brought by manual control. As a result, electric vehicles lack driving fun, and the user experience needs further improvement.

[0027] In this context, this application proposes a control scheme for the output torque of a vehicle motor. This control scheme can be deployed as a driving mode in an electric vehicle, allowing the driver to set the driving mode according to their personal preferences, thereby enhancing the enjoyment of driving an electric vehicle and overcoming the shortcomings of the prior art.

[0028] Next, this application will elaborate on the proposed control scheme for the output torque of the vehicle motor. (Refer to...) Figure 1 The flowchart illustrates a method for controlling the output torque of a vehicle motor according to an embodiment of this application. This method can be executed by a device with computational processing capabilities, such as... Figure 1 As shown, the method includes at least steps 110 to 130, which are described in detail below: In step 110, the drive torque control graph of the vehicle motor is obtained. The drive torque control graph is used to record the correspondence between different vehicle speeds and motor drive torque in each gear speed range under the condition of maximum accelerator pedal opening. The gear speed range is a speed range set for virtual gears. The virtual gears are used to simulate the driving gears of a fuel vehicle.

[0029] In this application, the virtual gear refers to the logical gear set to simulate the driving gear of a traditional fuel vehicle. The number of virtual gears can be referenced from traditional multi-gear cars (such as 6-gear, 8-gear, 10-gear). Each virtual gear corresponds to a specific speed range and is used to replicate the gear usage logic of fuel vehicles, where low gears are adapted to low speeds and high gears are adapted to high speeds.

[0030] For example, in a specific embodiment, the speed range for each virtual gear may include the following: Gear 1: V1min~V1max (e.g., 0km / h~40km / h); 2nd gear: V2min~V2max (e.g., 0km / h~70km / h); 3rd gear: V3min~V3max (e.g., 10km / h~100km / h); 4 gears: V4min~V4max (e.g., 20km / h~120km / h); 5 gears: V5min~V5max (e.g., 30km / h~140km / h); 6 gears: V6min~V6max (e.g., 30km / h~160km / h); 7 gears: V7min~V7max (e.g., 40km / h~200km / h); 8 gears: V8min~V8max (e.g., 50km / h~240km / h).

[0031] In this application, the drive torque control map can be a data set that records the relationship between different vehicle speeds and motor drive torque in the speed range of each virtual gear under the condition of maximum accelerator pedal opening (i.e., the accelerator pedal is fully depressed). Its core function is to simulate the power output characteristics of a fuel vehicle in different gears, i.e., strong power in low gears and smooth power in high gears.

[0032] In this application, obtaining the drive torque control map of the vehicle motor can be performed according to the following steps 111 to 115: Step 111: Obtain the maximum external characteristic torque of the vehicle motor at the maximum accelerator pedal opening.

[0033] Step 112: The product of the maximum external characteristic torque and the set proportional coefficient is determined as the motor drive torque corresponding to the minimum vehicle speed in each virtual gear. The minimum vehicle speed is the minimum value of the corresponding gear speed range. The set proportional coefficient is negatively correlated with the gear value of each virtual gear.

[0034] Step 113: Define the motor drive torque corresponding to the maximum vehicle speed in each virtual gear as 0, where the maximum vehicle speed is the maximum value of the corresponding gear speed range.

[0035] Step 114: Based on the motor drive torque corresponding to the minimum vehicle speed and the maximum vehicle speed, and according to the changing trend of the vehicle motor external characteristic torque curve, define the motor drive torque for each vehicle speed in the corresponding gear speed range using an interpolation algorithm.

[0036] Step 115: Based on the motor drive torque corresponding to different vehicle speeds within the speed range of each virtual gear, construct a drive torque control map.

[0037] In this application, the maximum external characteristic torque refers to the maximum driving torque that the vehicle motor can output at the maximum accelerator pedal opening. It is an inherent hardware parameter of the motor, such as the maximum external characteristic torque of a certain model of motor being 300 Nm.

[0038] In this application, the set proportional coefficient refers to the coefficient used to calculate the torque corresponding to the minimum vehicle speed of each virtual gear. It is negatively correlated with the gear value of the virtual gear. That is, the smaller the gear value (low gear), the larger the proportional coefficient and the greater the corresponding torque; the larger the gear value (high gear), the smaller the proportional coefficient and the smaller the corresponding torque, so as to conform to the characteristic of fuel vehicles that the power is strong in low gears and weak in high gears.

[0039] In this application, the interpolation algorithm refers to an algorithm that calculates the torque corresponding to the intermediate speed between the minimum and maximum speeds of the virtual gear, according to the trend of the torque curve of the motor's external characteristic. For example, in some embodiments, a linear interpolation algorithm can be used to ensure that the torque change is smooth and conforms to the actual working characteristics of the motor.

[0040] In this application, the motor external characteristic torque curve refers to the curve of the motor output torque changing with the speed (corresponding to the vehicle speed). It is usually characterized by high torque at low speeds and gradually decreasing torque as the speed increases. This application refers to the trend of this curve to design interpolation logic to ensure that the torque output conforms to the working law of the motor and avoids motor overload.

[0041] In one embodiment of this application, the motor drive torque corresponding to the minimum vehicle speed in each virtual gear can be calculated using the following formula (1):

[0042] in, This represents the motor drive torque corresponding to the minimum vehicle speed in gear n; This represents the maximum external characteristic torque that the vehicle's electric motor can output when the accelerator pedal is at its maximum opening (100%).

[0043] In this application, after determining the motor drive torque corresponding to different vehicle speeds within the speed range of each virtual gear, a drive torque control graph can be constructed based on the determined motor drive torque. For example... Figure 2 The diagram shows a schematic of the drive torque control graph in an embodiment of this application.

[0044] Based on the above scheme, by setting a proportional coefficient negatively correlated with the gear value, it can be ensured that the torque corresponding to the minimum speed in lower gears is greater than that in higher gears, accurately replicating the core characteristic of gasoline vehicles: strong power in lower gears and weak power in higher gears. Setting the torque corresponding to the maximum speed in each gear to 0 reflects the actual scenario where the power demand of gasoline vehicles is gradual at high speeds. Furthermore, interpolation calculations based on the external characteristic torque curve of the motor ensure smooth torque changes and prevent the motor's output torque from exceeding its operating range, ensuring the safety and stability of motor operation. The final constructed drive torque control map provides a precise basis for torque output under driving conditions, making the power output of electric vehicles highly consistent with that of gasoline vehicles at different gears, speeds, and throttle openings, further enhancing driving pleasure and experience.

[0045] Continue to refer to Figure 1 In step 120, the coasting torque control graph of the vehicle motor is obtained. The coasting torque control graph is used to record the correspondence between different vehicle speeds and motor braking torque in each gear speed range when the accelerator pedal opening is less than the set opening.

[0046] In this application, the coasting torque control map is a data set that records the relationship between different vehicle speeds and motor braking torque within the speed range of each virtual gear when the accelerator pedal opening is less than a set opening (for example, it can be set to 1%, i.e., releasing the accelerator). Its core function is to simulate the engine braking feel when a fuel vehicle is coasting, i.e., strong drag in low gears and weak drag in high gears.

[0047] In this application, the set opening degree can be a critical value that distinguishes between the vehicle being in a driving condition (pressing the accelerator) and a coasting condition (releasing the accelerator). In some embodiments, the set opening degree can be set to 1%. When the accelerator pedal opening degree is ≥1%, the vehicle is in a driving condition; when the accelerator pedal opening degree is <1%, the vehicle is in a coasting condition.

[0048] In this application, obtaining the coasting torque control map of the vehicle motor can be performed according to the following steps 121 to 123: Step 121: Obtain the coasting deceleration corresponding to different vehicle speeds within each speed range of each gear. The coasting deceleration is the deceleration of the vehicle under coasting conditions. The coasting deceleration corresponding to different vehicle speeds within the same speed range of the same gear is positively correlated with the vehicle speed. The coasting deceleration corresponding to the maximum vehicle speed and the coasting deceleration corresponding to the minimum vehicle speed for different virtual gears are negatively correlated with the gear value of the virtual gear.

[0049] Step 122: Based on the vehicle mass and the coasting deceleration corresponding to different speeds within the speed range of each virtual gear, calculate the motor braking torque corresponding to different speeds within the speed range of each virtual gear.

[0050] Step 123: Based on the motor braking torque corresponding to different vehicle speeds within the speed range of each virtual gear, construct a coasting torque control map.

[0051] In this application, the coasting deceleration refers to the deceleration of the vehicle under coasting conditions (releasing the accelerator). Its magnitude directly reflects the strength of the engine braking sensation. The greater the deceleration, the stronger the drag sensation (the more obvious the engine braking sensation), and the smaller the deceleration, the weaker the drag sensation (the smoother the engine braking sensation).

[0052] In this application, the motor braking torque refers to the braking torque output by the motor under coasting conditions, which is positively correlated with the coasting deceleration. The calculation formula can be: Motor braking torque = Vehicle mass × Coasting deceleration.

[0053] Since this torque is used to generate a drag sensation, it is usually a negative torque. Under negative torque conditions, the motor can be in generator mode, and the generated electrical energy can be stored in the power battery. Additionally, it should be noted that the motor braking torque is negative, but in this application, for the sake of simplified calculation, the motor braking torque is defined as a positive value, and its direction is opposite to the direction of the motor driving torque.

[0054] In this application, the coasting deceleration corresponding to different vehicle speeds within the same gear speed range is positively correlated with the vehicle speed. This can be understood as the higher the vehicle speed in the same virtual gear, the greater the coasting deceleration. For example, the coasting deceleration at 40 km / h in 3rd gear is greater than that at 30 km / h, simulating the stronger drag feeling when a fuel vehicle coasts at high speed in the same gear.

[0055] In this application, the coasting deceleration corresponding to the maximum speed and the coasting deceleration corresponding to the minimum speed of different virtual gears are negatively correlated with the gear value of the virtual gear. It can be understood that the smaller the gear value (lower gear), the greater the coasting deceleration corresponding to the maximum and minimum speeds; the larger the gear value (higher gear), the smaller the coasting deceleration corresponding to the maximum and minimum speeds. For example, the coasting deceleration corresponding to the maximum speed of gear 1 is greater than the coasting deceleration corresponding to the maximum speed of gear 2, simulating the characteristics of a fuel vehicle with strong drag in low gears and weak drag in high gears.

[0056] For example, in a specific embodiment, assume that the minimum coasting deceleration corresponding to the minimum speed of 0 km / h in first gear is 2.0. The maximum deceleration during coasting at a maximum speed of 20 km / h is 3.0. The minimum coasting deceleration corresponding to a minimum speed of 130 km / h in 8th gear is 0.1. The maximum deceleration during coasting is 0.3 km / h, corresponding to a maximum speed of 160 km / h. .

[0057] Furthermore, in this embodiment, taking the 5th gear in the 8-speed virtual gear system as an example, assuming its speed range is 70km / h~100km / h, the minimum coasting deceleration corresponding to the minimum speed of 70km / h in the 5th gear is set to 0.3. The maximum deceleration during coasting at a maximum speed of 100 km / h is 0.6. At intermediate speeds of 80 km / h and 90 km / h, the coasting decelerations obtained through linear interpolation are 0.4 and 0.4, respectively. 0.5 Based on a vehicle weight of 1500kg, the motor braking torque corresponding to 70km / h is 450Nm, 80km / h is 600Nm, 90km / h is 750Nm, and 100km / h is 900Nm. After processing these data, we obtain the coasting torque data for the five speeds. Combining this with the corresponding data for the other seven speeds, we can finally construct a complete coasting torque control graph.

[0058] Based on the above scheme, by setting a rule that the vehicle speed and coasting deceleration are positively correlated within the same gear and negatively correlated between different gears, the engine braking characteristics of a gasoline vehicle during coasting can be accurately replicated. This allows the driver to feel a difference in drag sensation consistent with that of a gasoline vehicle when releasing the accelerator. By calculating the motor braking torque by multiplying the vehicle mass by the coasting deceleration, the calculation logic of the braking torque can be ensured to be scientific and reasonable. This satisfies the need for simulating engine braking sensation without causing wheel lock-up or transmission system overload due to excessive braking torque. The resulting coasting torque control map can provide a precise basis for torque output under coasting conditions, enabling electric vehicles to stably output the corresponding braking torque during coasting at different gears and speeds, further enhancing the realism and fun of the driving experience.

[0059] In step 121 above, obtaining the coasting deceleration corresponding to different vehicle speeds within each gear speed range can be performed according to steps 1211 to 1214 as follows: Step 1211: Set coasting deceleration for the maximum and minimum vehicle speeds corresponding to the highest virtual gear, wherein the coasting deceleration for the maximum vehicle speed corresponding to the highest virtual gear is greater than the coasting deceleration for the minimum vehicle speed corresponding to the highest virtual gear.

[0060] Step 1212: Define virtual gear ratios for each virtual gear and calculate the ratio of virtual gear ratios of other virtual gears to the highest virtual gear. The virtual gear ratios are negatively correlated with the gear values ​​of the virtual gears. The other virtual gears are virtual gears other than the highest virtual gear. The virtual gear ratios are used to simulate the ratio of engine speed to wheel speed in a gasoline vehicle.

[0061] Step 1213: Based on the virtual gear ratio and the coasting deceleration corresponding to the maximum vehicle speed of the highest virtual gear, calculate the coasting deceleration corresponding to the maximum vehicle speed of the other virtual gears; and based on the virtual gear ratio and the coasting deceleration corresponding to the minimum vehicle speed of the highest virtual gear, calculate the coasting deceleration corresponding to the minimum vehicle speed of the other virtual gears.

[0062] Step 1214: Interpolate between the coasting deceleration of the minimum speed and the coasting deceleration of the maximum speed corresponding to each virtual gear to determine the coasting deceleration of other speeds between the minimum and maximum speeds in the speed range corresponding to each virtual gear.

[0063] In this application, the virtual transmission ratio refers to a logical ratio value set to simulate the transmission ratio characteristics of a fuel vehicle. It is used to associate the virtual engine speed with the wheel speed and is negatively correlated with the virtual gear value. That is, the smaller the gear value (low gear), the larger the virtual transmission ratio; the larger the gear value (high gear), the smaller the virtual transmission ratio, which conforms to the mechanical characteristics of fuel vehicles where the transmission ratio is large in low gears and small in high gears.

[0064] In this application, the formula for calculating the virtual transmission ratio can be: Virtual transmission ratio = Virtual engine maximum speed / (Virtual gear maximum vehicle speed / (2 × π × tire rolling radius).

[0065] In this application, the virtual gear ratio refers to the ratio of the virtual gear ratio of other virtual gears (excluding the highest virtual gear) to the virtual gear ratio of the highest virtual gear. It is used to map the coasting deceleration of the highest gear to other gears to ensure that the proportional relationship of the coasting deceleration of each gear conforms to the characteristics of a fuel vehicle.

[0066] For example, in a specific embodiment, assume that the minimum coasting deceleration at level 8 is 0.1. The maximum deceleration during gliding at level 8 is 0.3. Taking a virtual second gear as an example, assuming a vehicle speed range of 15km / h to 40km / h, the calculated virtual gear ratio ratio between second and eighth gear is k2≈15. Therefore, the minimum coasting deceleration in second gear is 0.1. ×15≈1.5 The maximum deceleration during gliding in gear 2 is 0.3. ×15≈4.5 For 15km / h (1.5 ) and 40km / h (4.5 Linear interpolation was performed between the vehicle speeds of 20 km / h and 2.1 km / h to obtain the coasting deceleration corresponding to 20 km / h. The coasting deceleration corresponding to 25 km / h is 2.7. The deceleration rate corresponding to a speed of 30 km / h is 3.3. The coasting deceleration at 35 km / h is 3.9. Complete the coasting deceleration settings for all vehicle speeds in Gear 2.

[0067] Based on the above scheme, by associating the coasting deceleration of each gear with a virtual transmission ratio, the proportional relationship of the coasting deceleration of each gear can be made to perfectly match the mechanical transmission characteristics of a gasoline vehicle, avoiding the subjectivity of coasting deceleration setting and thus improving the realism of the simulation. Using the coasting deceleration of the highest gear as a benchmark, mapping the virtual transmission ratio to other gears ensures that the coasting deceleration of all gears forms a unified logical system, without characteristic conflicts. Determining the coasting deceleration at intermediate vehicle speeds through an interpolation algorithm ensures the smoothness of the coasting deceleration change with vehicle speed, resulting in a natural transition in engine braking feel and avoiding driving discomfort caused by sudden torque changes. In this way, it can both replicate the coasting characteristics of gasoline vehicles and adapt to the motor control logic of electric vehicles, further improving the feasibility and stability of this technical solution.

[0068] Continue to refer to Figure 1 In step 130, based on the vehicle's current pedal opening, current gear, and current vehicle speed, the first target output torque of the vehicle motor is determined through the drive torque control graph or the coasting torque control graph, and the vehicle motor is controlled to output the first target output torque.

[0069] In this application, the determination of the first target output torque of the vehicle motor based on the vehicle's current pedal opening, current gear, and current vehicle speed, using the drive torque control graph or the coasting torque control graph, can be performed according to the following steps 131 to 132: Step 131: If the current pedal opening of the vehicle is greater than or equal to the set opening, then based on the current gear and the current vehicle speed, the reference output torque is found in the drive torque control graph, and based on the current pedal opening and the reference output torque, the first target output torque of the vehicle motor is calculated.

[0070] Step 132: If the current pedal opening of the vehicle is less than the set opening, then based on the current gear and the current vehicle speed, find the first target output torque of the vehicle motor in the coasting torque control graph.

[0071] In one embodiment of this application, the pedal opening can be preset to 1% to distinguish between driving and coasting conditions. While the vehicle is in motion, the current pedal opening, current gear, and current speed can be acquired in real time.

[0072] If the current pedal opening is greater than or equal to the set opening (1%), the vehicle can be determined to be in driving condition. At this time, based on the current gear and the current vehicle speed, the corresponding reference output torque (i.e. the torque at the maximum accelerator pedal opening) can be found in the driving torque control graph. Then, based on the ratio of the current pedal opening to the maximum accelerator pedal opening (100%), the first target output torque can be calculated. The calculation formula is: First target output torque = Reference output torque × Current pedal opening.

[0073] For example, assuming the current gear is 4th gear, the current vehicle speed is 70km / h, and the current pedal opening is 70% (≥1%), the reference output torque corresponding to 4th gear and 70km / h is found in the drive torque control graph to be 180Nm (torque at maximum accelerator pedal opening). Then, the first target output torque = 180Nm × 70% = 126Nm. The motor outputs 126Nm of drive torque to simulate the power output state of a gasoline car in 4th gear, at 70km / h, and with 70% throttle opening.

[0074] If the current pedal opening is less than the set opening (1%), it can be determined that the vehicle is in a coasting condition. At this time, based on the current gear and the current vehicle speed, the corresponding motor braking torque can be directly found in the coasting torque control graph. This torque is the first target output torque.

[0075] For example, assuming the current gear is 2nd gear, the current vehicle speed is 30km / h, and the current pedal opening is 0.6% (<1%), the motor braking torque corresponding to 2nd gear and 30km / h is found in the coasting torque control graph to be 1320Nm. Therefore, the first target output torque is 1320Nm (braking torque), and the motor outputs 1320Nm of braking torque to simulate the engine braking feel when releasing the accelerator in a gasoline car at 2nd gear and 30km / h.

[0076] Based on the above scheme, by clearly distinguishing between driving and coasting conditions by setting the pedal opening degree, the torque control logic becomes clearer, avoiding confusion in torque output under different conditions. In driving conditions, multiplying the reference output torque by the pedal opening ratio ensures that the torque output precisely matches the driver's intention; that is, the deeper the accelerator is pressed, the stronger the power, consistent with the driving logic of a gasoline-powered vehicle. In coasting conditions, directly calling the braking torque from the coasting torque control graph ensures the immediacy and accuracy of engine braking. This calculation logic is simple and efficient, requiring no complex real-time calculations. It guarantees the real-time performance of torque control while accurately replicating the power output response characteristics of a gasoline-powered vehicle, thereby further enhancing the realism and enjoyment of the driving experience.

[0077] In this application, steps 140 to 150 may also be performed: Step 140: In response to the user's gear shift request, determine the target gear to be switched to in the vehicle, and determine the second target output torque of the vehicle motor in the target gear through the drive torque control graph or the coasting torque control graph.

[0078] Step 150: Control the output torque of the vehicle motor to transition from the first target output torque to the second target output torque in sequence through a torque reduction phase, a torque maintenance phase, and a torque increase phase.

[0079] In this application, the gear shift request may refer to a gear shift command issued by the driver through the gear shift lever, such as shifting from 3rd gear to 5th gear, or from 6th gear to 2nd gear.

[0080] In this application, the target gear refers to the virtual gear that the driver requests to switch to.

[0081] In this application, the second target output torque refers to the target output torque determined by the corresponding torque control graph based on the current pedal opening, the target gear, and the current vehicle speed after the vehicle is switched to the target gear.

[0082] In this application, the torque reduction stage refers to the stage during gear shifting where the motor output torque decreases from the current first target output torque to the transition output torque, simulating the power reduction process when the clutch of a fuel vehicle disengages.

[0083] In this application, the torque maintenance stage refers to the stage during gear shifting where the motor output torque is stable at the transition output torque, simulating the power interruption window period after the clutch disengages and before it engages in a gasoline vehicle.

[0084] In this application, the torque increase stage refers to the stage during gear shifting where the motor output torque rises from the transition output torque to the second target output torque, simulating the power recovery process when the clutch of a fuel vehicle engages.

[0085] Based on the above solution, through three-stage torque transition control, the mechanical process of clutch disengagement-shifting-clutch engagement during gear shifting in a gasoline vehicle can be precisely replicated. The resulting jerkiness and shift shock solve the problem of overly smooth gear shifting and lack of driving pleasure in electric vehicles. The torque transition process is designed to ensure driving enjoyment without causing discomfort due to excessive jerkiness, thus achieving a balance between driving pleasure and comfort. This logic applies to all gear shifting scenarios (upshifting and downshifting), further enriching the driving experience of electric vehicles and allowing drivers to obtain the same interactive control as in gasoline vehicles through the gear lever, significantly enhancing the product's market competitiveness.

[0086] In step 150 above, the control of the vehicle motor's output torque from the first target output torque to the second target output torque sequentially through a torque reduction phase, a torque maintenance phase, and a torque increase phase can be performed according to the following steps 151 to 152: Step 151: Obtain the preset acceleration impact value, and determine the torque change by multiplying the acceleration impact value by the vehicle mass.

[0087] Step 152: Subtract the torque change from the smaller of the first target output torque and the second target output torque to obtain the transition output torque.

[0088] Step 153: Control the output torque of the vehicle motor to change from the first target output torque to the transition output torque, and after maintaining the transition output torque for a set duration, control the output torque of the vehicle motor to change from the transition output torque to the second target output torque.

[0089] In this application, the unit of the acceleration impact is... This refers to a parameter used to control the intensity of shift shock. The larger the value, the more drastic the torque change and the stronger the shock; the smaller the value, the smoother the torque change and the weaker the shock. This parameter can be preset according to the vehicle type (comfort or sport) or customized by the user.

[0090] In this application, the torque change refers to the torque reduction during the torque decrease phase, which is determined by the product of the acceleration impact and the vehicle mass, ensuring a precise correlation between torque change and the intensity of jerking sensation.

[0091] In this application, the transition output torque refers to the stable torque value during the torque maintenance phase. Its calculation logic can be distinguished according to driving conditions and coasting conditions to ensure that the transition process conforms to the power output characteristics.

[0092] In this application, the set duration refers to the duration of the torque maintenance phase. Its length directly affects the degree of jerking. The longer the duration, the more obvious the jerking; the shorter the duration, the smoother the jerking. This parameter can also be preset or customized.

[0093] In one embodiment of this application, it is assumed that the acceleration impact of the comfort model is 0.3. The duration is set at 0.15 seconds; the acceleration impact of the sports car is 0.7 seconds. The duration is set to 0.25 seconds, and the vehicle mass is assumed to be 1500 kg. The formula for calculating the change in torque is: Change in torque = Acceleration impact × Vehicle mass. For example, the change in torque for a comfort model is 0.3 seconds. ×1500kg=450Nm, the torque change of a sports car model = 0.7 ×1500kg=1050Nm.

[0094] If the vehicle is in driving mode (pedal opening ≥ 1%), the smaller of the first target output torque and the second target output torque can be selected. Subtracting the torque change from this smaller value yields the transition output torque. For example, if the first target output torque is 160 Nm (driving) and the second target output torque is 120 Nm (driving), and the smaller value is 120 Nm, the transition output torque for a comfort model is 120 Nm - 450 Nm = -330 Nm (negative torque does not affect braking characteristics; it is only for transition logic).

[0095] If the vehicle is in a coasting condition (pedal opening < 1%), the smaller of the first target output torque and the second target output torque can be selected. Subtracting the torque change from this smaller value yields the transition output torque. For example, if the first target output torque is 500 Nm (braking) and the second target output torque is 1000 Nm (braking), and the smaller value is 500 Nm, the transition output torque for a comfort model would be 500 Nm - 450 Nm = 50 Nm.

[0096] Furthermore, a three-stage torque transition can be implemented: Torque reduction stage: control the motor output torque to change from the first target output torque to the transition output torque, for example, from 160Nm to -330Nm under driving conditions; Torque maintenance stage: control the transition output torque to maintain for a set duration, for example, 0.15 seconds for comfort models; Torque increase stage: control the motor output torque to change from the transition output torque to the second target output torque, for example, from -330Nm to 120Nm under driving conditions, completing the shift torque transition.

[0097] For example, in a practical implementation, taking a sports car as an example, the vehicle is in driving mode, currently in 3rd gear, with a first target output torque of 200 Nm. The driver shifts to 4th gear, and the second target output torque is 150 Nm. The preset acceleration impact is 0.7. With a set duration of 0.25 seconds and a vehicle weight of 1500 kg, the calculated torque change is 0.7 × 1500 = 1050 Nm. The transition output torque is min(200 Nm, 150 Nm) - 1050 Nm = 150 Nm - 1050 Nm = -900 Nm. The torque is then rapidly reduced from 200 Nm to -900 Nm, maintained for 0.25 seconds, and then rapidly increased to 150 Nm, creating a strong jolt to simulate the gear shifting experience in a gasoline car's sport mode. For the comfort model, the torque change is 450 Nm, and the transition output torque is 150 Nm - 450 Nm = -300 Nm, maintained for 0.15 seconds, and then increased to 150 Nm, resulting in a smoother jolt that balances comfort and driving enjoyment.

[0098] Based on the above scheme, the torque change is calculated by considering acceleration impact and vehicle mass, resulting in a scientifically precise control logic for the intensity of shift shock. This logic can be flexibly adjusted according to vehicle model positioning to meet the needs of different user groups. The calculation logic for transition output torque, differentiated between driving and coasting conditions, ensures that the torque transition process conforms to the power characteristics under different conditions, avoiding driving discomfort caused by sudden torque changes. The setting of a duration further refines the control of shift shock, making the shifting experience customizable. The specific implementation logic of the above three-stage transition perfectly replicates the shift shock and coasting impact of a gasoline vehicle while ensuring the stability and safety of the motor torque output. This makes the shifting experience of electric vehicles both realistic and reliable, significantly improving the practicality and competitiveness of the patented technology solution.

[0099] Overall, based on the technical solution proposed in this application, by pre-constructing two torque control maps that closely match the power characteristics of gasoline vehicles, and combining them with real-time vehicle operating parameters to accurately determine the target output torque, electric vehicles can replicate the power differences of different gears in gasoline vehicles under driving conditions, and replicate the engine braking differences of different gears in gasoline vehicles under coasting conditions. This breaks the problem of monotonous driving caused by the fixed gear ratio design of electric vehicles, allowing drivers to obtain power feedback consistent with gasoline vehicles, which can significantly improve the driving pleasure and user experience of electric vehicles. At the same time, the design of two maps makes the torque control logic clear, eliminating the need for complex real-time calculations. The target torque can be determined simply by looking up the map, ensuring the real-time performance and stability of torque control without affecting the basic smoothness of vehicle driving.

[0100] The following describes an embodiment of the apparatus described in this application, which can be used to execute the vehicle motor output torque control method described in the above embodiments of this application. For details not disclosed in the apparatus embodiments of this application, please refer to the embodiments of the vehicle motor output torque control method described above in this application.

[0101] See Figure 3The diagram shows a block diagram of a vehicle motor output torque control device according to an embodiment of this application.

[0102] like Figure 3 As shown, the vehicle motor output torque control device 300 according to an embodiment of this application includes: a first acquisition unit 301, a second acquisition unit 302, and a control unit 303.

[0103] The system includes a first acquisition unit 301, which acquires a drive torque control graph of the vehicle motor. This graph records the correspondence between different vehicle speeds and motor drive torque within each gear speed range at maximum accelerator pedal opening. The gear speed range is a speed range set for a virtual gear, which simulates the driving gears of a gasoline vehicle. A second acquisition unit 302 acquires a coasting torque control graph of the vehicle motor. This graph records the correspondence between different vehicle speeds and motor braking torque within each gear speed range when the accelerator pedal opening is less than a set opening. A control unit 303 determines a first target output torque of the vehicle motor based on the current pedal opening, current gear, and current vehicle speed, using either the drive torque control graph or the coasting torque control graph, and controls the vehicle motor to output the first target output torque.

[0104] In some embodiments of this application, based on the foregoing scheme, the first acquisition unit 301 is configured to: acquire the maximum external characteristic torque of the vehicle motor at the maximum accelerator pedal opening; determine the motor drive torque corresponding to the minimum vehicle speed in each virtual gear by multiplying the maximum external characteristic torque by a set proportional coefficient, wherein the minimum vehicle speed is the minimum value of the corresponding gear speed range, and the set proportional coefficient is negatively correlated with the gear value of each virtual gear; define the motor drive torque corresponding to the maximum vehicle speed in each virtual gear as 0, wherein the maximum vehicle speed is the maximum value of the corresponding gear speed range; define the motor drive torque for each vehicle speed in the corresponding gear speed range by using an interpolation algorithm based on the minimum vehicle speed and the motor drive torque corresponding to the maximum vehicle speed, according to the changing trend of the vehicle motor external characteristic torque curve; and construct a drive torque control map based on the motor drive torque corresponding to different vehicle speeds in the gear speed range corresponding to each virtual gear.

[0105] In some embodiments of this application, based on the aforementioned scheme, the second acquisition unit 302 is configured to: acquire the coasting deceleration corresponding to different vehicle speeds within each gear speed range, wherein the coasting deceleration is the deceleration of the vehicle under coasting conditions, wherein the coasting deceleration corresponding to different vehicle speeds within the same gear speed range is positively correlated with the vehicle speed, and the coasting deceleration corresponding to the maximum vehicle speed and the coasting deceleration corresponding to the minimum vehicle speed for different virtual gears are negatively correlated with the gear value of the virtual gear; calculate the motor braking torque corresponding to different vehicle speeds within each virtual gear speed range based on the vehicle mass and the coasting deceleration corresponding to different vehicle speeds within each virtual gear speed range; and construct a coasting torque control spectrum based on the motor braking torque corresponding to different vehicle speeds within each virtual gear speed range.

[0106] In some embodiments of this application, based on the foregoing scheme, the second acquisition unit 302 is configured to: set coasting deceleration for the maximum and minimum vehicle speeds corresponding to the highest virtual gear, wherein the coasting deceleration for the maximum vehicle speed corresponding to the highest virtual gear is greater than the coasting deceleration for the minimum vehicle speed corresponding to the highest virtual gear; define virtual transmission ratios for each virtual gear, and calculate the ratio of the virtual transmission ratios of other virtual gears to the highest virtual gear, wherein the virtual transmission ratios are negatively correlated with the gear values ​​of the virtual gears, and the other virtual gears are virtual gears other than the highest virtual gear, and the virtual transmission ratios are used to simulate a gasoline vehicle. The ratio of engine speed to wheel speed; the coasting deceleration of the other virtual gears corresponding to the maximum speed based on the virtual gear ratio and the coasting deceleration of the highest virtual gear; and the coasting deceleration of the other virtual gears corresponding to the minimum speed based on the virtual gear ratio and the coasting deceleration of the highest virtual gear; interpolation is performed between the coasting deceleration of the minimum speed and the coasting deceleration of the maximum speed in each virtual gear to determine the coasting deceleration of other speeds between the minimum and maximum speeds in the speed range corresponding to each virtual gear.

[0107] In some embodiments of this application, based on the foregoing scheme, the control unit 303 is configured to: if the current pedal opening of the vehicle is greater than or equal to the set opening, then based on the current gear and the current vehicle speed, search for a reference output torque in the drive torque control graph, and calculate the first target output torque of the vehicle motor based on the current pedal opening and the reference output torque; if the current pedal opening of the vehicle is less than the set opening, then based on the current gear and the current vehicle speed, search for the first target output torque of the vehicle motor in the coasting torque control graph.

[0108] In some embodiments of this application, based on the foregoing scheme, the control unit 303 is further configured to: in response to a user's gear shifting request, determine the target gear to be switched in the vehicle, and determine the second target output torque of the vehicle motor in the target gear through the drive torque control graph or the coasting torque control graph; control the output torque of the vehicle motor to transition from the first target output torque to the second target output torque in sequence according to the torque reduction stage, the torque maintenance stage, and the torque increase stage.

[0109] In some embodiments of this application, based on the foregoing scheme, the control unit 303 is configured to: acquire a preset acceleration impact value, and determine the product of the acceleration impact value and the vehicle mass as the torque change; subtract the torque change value from the smaller of the first target output torque and the second target output torque to obtain a transition output torque; control the output torque of the vehicle motor to change from the first target output torque to the transition output torque, and after maintaining the transition output torque for a set duration, control the output torque of the vehicle motor to change from the transition output torque to the second target output torque.

[0110] Based on the same inventive concept, embodiments of this application provide a computer program product, the computer program product including computer instructions stored in a computer-readable storage medium and adapted to be read and executed by a processor so as to cause a computer device having the processor to perform operations to implement the control method for controlling the output torque of a vehicle motor as described above.

[0111] Based on the same inventive concept, embodiments of this application provide a computer-readable storage medium storing at least one computer program instruction, which is loaded and executed by a processor to implement the operation performed by the vehicle motor output torque control method described above.

[0112] Based on the same inventive concept, this application also provides a vehicle, see reference. Figure 4 The diagram shows a structural schematic of a vehicle according to an embodiment of this application. The vehicle includes one or more memories 404, one or more processors 402, and at least one computer program (computer program instruction) stored in the memory 404 and executable on the processor 402. When the processor 402 executes the computer program, it implements the control method for the output torque of the vehicle motor as described above.

[0113] Among them, Figure 4In this document, a bus architecture (represented by bus 400) is used. Bus 400 may include any number of interconnected buses and bridges, linking various circuits including one or more processors represented by processor 402 and memory represented by memory 404. Bus 400 may also link various other circuits such as peripheral devices, voltage regulators, and power management circuits, which are well known in the art and therefore will not be described further herein. Bus interface 405 provides an interface between bus 400 and receiver 401 and transmitter 403. Receiver 401 and transmitter 403 may be the same element, i.e., a transceiver, providing a unit for communicating with various other devices over a transmission medium. Processor 402 is responsible for managing bus 400 and general processing, while memory 404 can be used to store data used by processor 402 during operation.

[0114] The functions described herein can be implemented in hardware, software executed by a processor, firmware, or any combination thereof. When implemented in software executed by a processor, the functions can be stored as one or more instructions or codes on or transmitted via a computer-readable medium. Other examples and embodiments are within the scope and spirit of this application and the appended claims. For example, due to the nature of software, the functions described above can be implemented using software executed by a processor, hardware, firmware, hardwired, or any combination thereof. Furthermore, the functional units can be integrated into a single processing unit, or each unit can exist physically separately, or two or more units can be integrated into a single unit.

[0115] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0116] The units described as separate components may or may not be physically separate. Similarly, the components of the control device may or may not be physical units; they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment, depending on actual needs.

[0117] When the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing computer program instructions, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0118] The above description is merely an embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A method for controlling the output torque of a vehicle motor, characterized in that, The method includes: The drive torque control graph of the vehicle motor is obtained. The drive torque control graph is used to record the correspondence between different vehicle speeds and motor drive torque in each gear speed range under the condition of maximum accelerator pedal opening. The gear speed range is a speed range set for virtual gears. The virtual gears are used to simulate the driving gears of a fuel vehicle. The coasting torque control graph of the vehicle motor is obtained. The coasting torque control graph is used to record the correspondence between different vehicle speeds and motor braking torque in each gear speed range when the accelerator pedal opening is less than the set opening. Based on the vehicle's current pedal opening, current gear, and current vehicle speed, the first target output torque of the vehicle motor is determined through the drive torque control graph or the coasting torque control graph, and the vehicle motor is controlled to output the first target output torque.

2. The method according to claim 1, characterized in that, The acquisition of the vehicle motor's drive torque control map includes: Obtain the maximum external characteristic torque of the vehicle motor at the maximum accelerator pedal opening; The product of the maximum external characteristic torque and the set proportional coefficient is determined as the motor drive torque corresponding to the minimum vehicle speed in each virtual gear. The minimum vehicle speed is the minimum value of the corresponding gear speed range. The set proportional coefficient is negatively correlated with the gear value of each virtual gear. The motor drive torque corresponding to the maximum vehicle speed in each virtual gear is defined as 0, where the maximum vehicle speed is the maximum value of the corresponding gear speed range; Based on the motor drive torque corresponding to the minimum vehicle speed and the maximum vehicle speed, and according to the changing trend of the vehicle motor external characteristic torque curve, the motor drive torque is defined for each vehicle speed in the corresponding gear speed range by an interpolation algorithm. Based on the motor drive torque corresponding to different vehicle speeds within the speed range of each virtual gear, a drive torque control map is constructed.

3. The method according to claim 1, characterized in that, The acquisition of the vehicle motor's coasting torque control map includes: The coasting deceleration corresponding to different vehicle speeds within each speed range is obtained. The coasting deceleration is the deceleration of the vehicle under coasting conditions. The coasting deceleration corresponding to different vehicle speeds within the same speed range is positively correlated with the vehicle speed. The coasting deceleration corresponding to the maximum vehicle speed and the coasting deceleration corresponding to the minimum vehicle speed for different virtual gears are negatively correlated with the gear value of the virtual gear, respectively. Based on the vehicle mass and the coasting deceleration corresponding to different speeds within the speed range of each virtual gear, calculate the motor braking torque corresponding to different speeds within the speed range of each virtual gear. Based on the motor braking torque corresponding to different vehicle speeds within the speed range of each virtual gear, a coasting torque control map is constructed.

4. The method according to claim 3, characterized in that, The step of obtaining the coasting deceleration corresponding to different vehicle speeds within each gear speed range includes: For the maximum and minimum vehicle speeds corresponding to the highest virtual gear, respectively, a coasting deceleration is set, wherein the coasting deceleration for the maximum vehicle speed corresponding to the highest virtual gear is greater than the coasting deceleration for the minimum vehicle speed corresponding to the highest virtual gear. Define virtual gear ratios for each virtual gear and calculate the ratio of virtual gear ratios of other virtual gears to the highest virtual gear. The virtual gear ratios are negatively correlated with the gear values ​​of the virtual gears. The other virtual gears are virtual gears other than the highest virtual gear. The virtual gear ratios are used to simulate the ratio of engine speed to wheel speed in a gasoline vehicle. Based on the virtual gear ratio and the coasting deceleration corresponding to the maximum vehicle speed of the highest virtual gear, calculate the coasting deceleration corresponding to the maximum vehicle speed of the other virtual gears; and based on the virtual gear ratio and the coasting deceleration corresponding to the minimum vehicle speed of the highest virtual gear, calculate the coasting deceleration corresponding to the minimum vehicle speed of the other virtual gears. Interpolation is performed between the coasting deceleration of the minimum vehicle speed and the coasting deceleration of the maximum vehicle speed corresponding to each virtual gear to determine the coasting deceleration of other vehicle speeds between the minimum and maximum vehicle speeds in the speed range corresponding to each virtual gear.

5. The method according to claim 1, characterized in that, The determination of the first target output torque of the vehicle motor based on the vehicle's current pedal opening, current gear, and current vehicle speed, using the drive torque control graph or the coasting torque control graph, includes: If the current pedal opening of the vehicle is greater than or equal to the set opening, then based on the current gear and the current vehicle speed, the reference output torque is found in the drive torque control graph, and based on the current pedal opening and the reference output torque, the first target output torque of the vehicle motor is calculated. If the current pedal opening of the vehicle is less than the set opening, then based on the current gear and the current vehicle speed, the first target output torque of the vehicle motor is found in the coasting torque control graph.

6. The method according to claim 1, characterized in that, The method further includes: In response to the user's gear shifting request, the target gear to be switched to in the vehicle is determined, and the second target output torque of the vehicle motor in the target gear is determined by the drive torque control graph or the coasting torque control graph. The output torque of the vehicle motor is controlled to transition from the first target output torque to the second target output torque in sequence through a torque reduction phase, a torque maintenance phase, and a torque increase phase.

7. The method according to claim 6, characterized in that, The control of the vehicle motor's output torque to transition from the first target output torque to the second target output torque sequentially through a torque reduction phase, a torque maintenance phase, and a torque increase phase includes: A preset acceleration impact value is obtained, and the product of the acceleration impact value and the vehicle mass is determined as the torque change. The torque change is obtained by subtracting the smaller value between the first target output torque and the second target output torque; The output torque of the vehicle motor is controlled to change from the first target output torque to the transition output torque, and after maintaining the transition output torque for a set duration, the output torque of the vehicle motor is controlled to change from the transition output torque to the second target output torque.

8. A control device for the output torque of a vehicle motor, characterized in that, The device includes: The first acquisition unit is used to acquire the drive torque control map of the vehicle motor. The drive torque control map is used to record the correspondence between different vehicle speeds and motor drive torque in each gear speed range under the condition of maximum accelerator pedal opening. The gear speed range is a speed range set for virtual gears. The virtual gears are used to simulate the driving gears of a fuel vehicle. The second acquisition unit is used to acquire the coasting torque control map of the vehicle motor. The coasting torque control map is used to record the correspondence between different vehicle speeds and motor braking torque in each gear speed range when the accelerator pedal opening is less than the set opening. The control unit is used to determine the first target output torque of the vehicle motor based on the vehicle's current pedal opening, current gear, and current vehicle speed, through the drive torque control graph or the coasting torque control graph, and to control the vehicle motor to output the first target output torque.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores at least one piece of program code, which is loaded and executed by a processor to perform the operations performed by the method as described in any one of claims 1 to 7.

10. A vehicle, characterized in that, The vehicle includes one or more processors and one or more memories, wherein at least one piece of program code is stored in the one or more memories, and the at least one piece of program code is loaded and executed by the one or more processors to implement the method as described in any one of claims 1 to 7.

Images