Torque control method, device and readable storage medium

Abstract

The application provides a torque control method, device and readable storage medium, and relates to the technical field of automatic control. The method collects driving data to perform closed-loop calculation to obtain a target torque, determines that the actual torque and the target torque meet a motor torque positive over-0 condition at a target time point, freezes the target torque of the closed-loop calculation within a first time period T0 starting at the target time point, keeps the target torque of the target time point unchanged, unfreezes the target torque of the closed-loop calculation within a second time period T1 before the end of T0 and a third time period T2 after the end of T0, and limits the rising rate of the target torque. Smoothness of a pure electric vehicle in a torque over-0 stage is achieved.

Description

Technical Field

[0001] This application relates to the field of automatic control technology, and in particular to a torque control method, device and readable storage medium. Background Technology

[0002] As the global automotive industry undergoes a profound transformation towards electrification and intelligentization, the development of pure electric vehicles is gradually expanding, and more and more people are choosing them. At the same time, intelligent driving technology is giving pure electric vehicles greater practical value and a superior user experience.

[0003] In the cruise mode of intelligent driving in pure electric vehicles, regenerative braking and regenerative coasting functions are usually activated. Once the regenerative braking function is activated, the motor torque will inevitably pass through 0 when switching from a positive to a negative value, or vice versa.

[0004] During the period when the motor torque crosses zero, there are gaps in transmission components such as the gearbox and coupling. When the torque crosses zero, the gear contact surface changes. If the motor torque changes too quickly, it will cause a "jerk" and impact, resulting in vibration and abnormal noise, affecting the smoothness of the vehicle. Summary of the Invention

[0005] In view of this, this application provides a torque control method, device, and readable storage medium, which controls the target torque by freezing the target torque calculated by the closed loop and the torque calculated by the integral term within a first time period T0 starting from the target time point, and limiting the rate of increase of the target torque within a second time period T1 before the end of the first time period and a third time period T2 after the end of the second time period, thereby solving the problem that pure electric vehicles cannot smoothly pass through the torque zero-crossing stage.

[0006] The present application is described below from multiple aspects, and the implementation methods and beneficial effects of these aspects can be referred to each other.

[0007] In a first aspect, this application provides a torque control method applied to a vehicle, comprising:

[0008] The vehicle's driving data is collected, which includes data on the time periods before and after the motor torque crosses zero during the driving process.

[0009] Closed-loop calculations are performed based on driving data to obtain the target torque for closed-loop calculations. The target torque is the target value of the actual torque.

[0010] If the actual torque and the target torque meet the positive zero-crossing condition of the motor torque at the target time point, the positive zero-crossing condition is: the actual torque is greater than the first positive threshold, and the target torque is greater than the second positive threshold, and the duration of the actual torque being greater than the first positive threshold and the duration of the target torque being greater than the second positive threshold are both greater than the third positive threshold.

[0011] Within the first time period T0, starting from the target time point, the target torque calculated by the closed loop and the torque calculated by the integral term are frozen, while keeping the target torque and the torque calculated by the integral term corresponding to the target time point unchanged.

[0012] During the second time period T1 before the end of T0 and the third time period T2 after the end of T0, the closed-loop calculation of the target torque and the torque calculated by the integral term are unfrozen, and the rate of increase of the target torque is limited.

[0013] In one possible implementation of the first aspect above, if it is determined that the actual torque and the target torque satisfy the motor torque reverse zero-crossing condition at the intermediate time point, the reverse zero-crossing condition is: the actual torque is greater than a first reverse threshold, and the target torque is greater than a second reverse threshold, and the duration for which the actual torque is greater than the first reverse threshold and the duration for which the target torque is greater than the second reverse threshold are both greater than a third reverse threshold, then the following steps are performed:

[0014] Within a preset time period B0 starting from the midpoint, the target torque is restricted from being distributed to the motor end, the torque Te corresponding to the motor end at the midpoint remains unchanged, and the torque other than Te in the target torque is distributed to the hydraulic end.

[0015] During the fourth time period T3 after B0 ends, the target torque distribution to the motor is unrestricted, and the rate of change of torque at the motor is restricted.

[0016] In one possible implementation of the first aspect described above, the first reverse threshold, the second reverse threshold, and the third reverse threshold are all related to the model of the motor.

[0017] In one possible implementation of the first aspect above, limiting the rate of increase of the target torque includes:

[0018] If the difference between the target torque at the current time point and the target torque at the previous time point is greater than the preset gradient threshold, the target torque at the current time point is equal to the sum of the target torque at the previous time point and the gradient change.

[0019] If the difference between the target torque at the current time point and the target torque at the previous time point is not greater than the preset gradient threshold, no restriction will be imposed on the target torque at the current time point.

[0020] Limiting the rate of increase of the target torque includes setting the maximum rate of change Rmax of the target torque, where the maximum rate of change Rmax is equal to the product of the base rate of change R0 and the amplification factor f, which is determined based on vehicle state parameters.

[0021] In one possible implementation of the first aspect described above, the amplification factor f = Π mi=1 (1-ki×((xi-xi0) / (xi1-xi0))), where xi is the parameter value of the i-th vehicle state parameter, xi0 is the reference value of the i-th vehicle state parameter, xi1 is the maximum value of the i-th vehicle state parameter, the value of i ranges from 1 to m, m is the number of vehicle state parameters, and the importance ki of the i-th vehicle state parameter ranges from 0 to 1.

[0022] In one possible implementation of the first aspect above, the vehicle state parameters include at least: motor speed, vehicle speed, and motor temperature.

[0023] In one possible implementation of the first aspect above, during the fourth time period T3 after B0 ends, the rate of change of torque at the motor end is limited, including:

[0024] Get the maximum recycling capacity Temax at the motor end at the current time point;

[0025] Get the target torque allocated to the motor at the current time point, wherein the target torque allocated to the motor increases according to a preset gradient;

[0026] If the target torque distributed to the motor is greater than Temax at the current time point, the target torque distributed to the motor is limited to Temax.

[0027] Secondly, this application provides an electronic device, which includes a processor and a memory, wherein the memory stores at least one instruction or at least one program, and the at least one instruction or at least one program is loaded and executed by the processor to implement the torque control method of any of the above.

[0028] Thirdly, this application provides a computer-readable storage medium for performing the method disclosed in any one of the first to eighth aspects above / the method disclosed in the first aspect and any possible implementation thereof.

[0029] The above-described technical solution of the present invention has at least one of the following beneficial effects: When the actual torque and the target torque meet the positive zero-crossing condition at the target time point, within the first time period T0 starting from the target time point, the target torque calculated by the closed-loop method and the torque calculated by the integral term are frozen, keeping the target torque and the torque calculated by the integral term at the target time point unchanged. Within the second time period T1 before the end of T0 and the third time period T2 after the end of T0, the target torque calculated by the closed-loop method and the torque calculated by the integral term are unfrozen, and the rate of increase of the target torque is limited. By freezing the target torque calculated by the closed-loop method and the torque calculated by the integral term at T0, and limiting the rate of increase of the target torque at T1 and T2, the smoothness of the pure electric vehicle during the torque zero-crossing stage is achieved. Attached Figure Description

[0030] Figure 1 A schematic flowchart of a torque control method provided in an embodiment of this application;

[0031] Figure 2 This is a flowchart illustrating the torque control method under reverse zero-crossing conditions provided in an embodiment of this application.

[0032] Figure 3 A schematic diagram illustrating the process of limiting the rate of change of torque at the motor end provided in the embodiments of this application;

[0033] Figure 4 This is a schematic diagram of the structure of a torque control device provided in an embodiment of this application;

[0034] Figure 5 A schematic diagram illustrating the change of torque over time under positive zero-crossing conditions provided in this application embodiment;

[0035] Figure 6 This is a schematic diagram illustrating the change of torque over time under reverse zero-crossing conditions provided in an embodiment of this application.

[0036] Figure 7 A block diagram of an electronic device provided in an embodiment of this application;

[0037] Figure 8 This is a block diagram of a SoC (system on chip) provided in an embodiment of this application. Detailed Implementation

[0038] 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, 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.

[0039] First, we introduce the prior art involved in the embodiments of this application and the existing technical problems.

[0040] As mentioned in the background technology section above, the rapid iteration of intelligent driving technology has endowed pure electric vehicles with higher usability and user experience. Among the intelligent driving functions of pure electric vehicles, cruise mode is one of the most basic and core longitudinal control functions. Adaptive Cruise Control (ACC) uses millimeter-wave radar or cameras to monitor the movement of the vehicle in front in real time and automatically adjusts the vehicle's speed to maintain a safe following distance. ACC can achieve full automation of the "stop-go" process; for example, when the vehicle in front decelerates to a stop, the vehicle in front brakes to a stop as well, and when the vehicle in front starts moving again, the vehicle in front automatically resumes following.

[0041] When a vehicle is accelerating or traveling at a constant speed, and then needs to decelerate, the motor torque switches from a positive to a negative value. During this deceleration process, the motor reverses its movement to achieve energy recovery, improve energy efficiency, extend driving range, and reduce emissions. The process of the motor torque switching from positive to negative torque will inevitably cross zero. Conversely, when the vehicle needs to accelerate, the motor torque switches from a negative to a positive value to achieve acceleration. The motor torque will also undergo a transition from negative to positive torque, inevitably crossing zero.

[0042] If the difference between the target torque and the actual torque is too large when the motor torque crosses zero, the motor will inevitably need to respond quickly to catch up with the target torque. This can lead to vehicle vibration after the torque crosses zero due to the motor's rapid response, affecting the vehicle's smoothness. Furthermore, on wet or low-traction surfaces, quickly catching up with the target torque may also cause the vehicle to slip. Therefore, detecting and controlling the target torque after the motor torque crosses zero is crucial.

[0043] To address the aforementioned technical problems, embodiments of this application provide a torque control method. (See reference...) Figure 1 , Figure 1 A schematic flowchart of method 100 is shown, such as Figure 1 As shown, method 100 includes steps 110 to 150. Method 100 can be applied to vehicles, for example, controlling the target torque under intelligent driving cruise control in a pure electric vehicle. Method 100 achieves smooth vehicle operation after the motor torque crosses zero by freezing the closed-loop calculation of the first time period T0 when the motor torque crosses zero, and by limiting the rise rate of the second time period T1 and the third time period T2.

[0044] Step 110: Collect vehicle driving data. The driving data consists of data on the time periods before and after the motor torque crosses zero during the driving process.

[0045] Specifically, driving data can include: the distance between the pure electric vehicle and the vehicle in front, the current speed of the pure electric vehicle, the tire radius of the pure electric vehicle, and the mass of the pure electric vehicle.

[0046] Step 120: Perform closed-loop calculation based on driving data to obtain the target torque for closed-loop calculation. The target torque is the target value of the actual torque.

[0047] In intelligent driving mode, pure electric vehicles use sensors to detect the distance to the vehicle in front and control its acceleration or deceleration. Specifically, the distance between the pure electric vehicle and the vehicle in front is converted into vehicle speed control, and then into positive or negative acceleration control. If the acceleration is positive, it is converted into the driving torque required by the pure electric vehicle to achieve acceleration. If the acceleration is negative, it is converted into braking torque and sent to the brake actuator to achieve deceleration. Braking torque includes the torque of electric motor braking and the torque of hydraulic braking.

[0048] Through the above process, a closed-loop calculation is performed based on the collected driving data to obtain an expected value for torque, i.e., the target torque. The target torque can be used as a basis for subsequent judgments on whether the torque has crossed zero.

[0049] In one embodiment of the present invention, the collected driving data is used to perform calculations using a combination of feedforward and closed-loop calculations to obtain the output value of the closed-loop calculation, namely the target torque.

[0050] Step 130: If the actual torque and the target torque meet the condition of the motor torque positively crossing 0 at the target time point, proceed to step 140.

[0051] Specifically, the target time point is the time point at which the actual torque and the target torque meet the condition of the motor torque positively crossing zero.

[0052] In one embodiment, determining that the motor torque is positively zero may include the actual torque being greater than a first positive threshold, the target torque being greater than a second positive threshold, and the duration for which the actual torque is greater than the first positive threshold and the duration for which the target torque is greater than the second positive threshold being greater than a third positive threshold.

[0053] The first and second positive thresholds are both critical values ​​used to determine the transition of motor torque from negative to positive. The duration for which the actual torque exceeds the first positive threshold and the target torque exceeds the second positive threshold is greater than the third positive threshold. This is used to determine the true intention of the motor torque transitioning from negative to positive, avoiding triggering the zero-crossing condition due to noise or fluctuations.

[0054] In one embodiment, the first positive threshold, the second positive threshold, and the third positive threshold are all related to the motor model. The first positive threshold is less than 0, for example, -5 Nm. The second positive threshold is greater than 0, for example, 20 Nm. The third positive threshold is greater than 0, for example, 20 ms. The first, second, and third positive thresholds are all calibrated values. The first, second, and third positive thresholds are determined by conducting extensive tests on the motor and simulating various operating conditions.

[0055] Step 140: During the first time period T0 starting from the target time point, freeze the target torque calculated by the closed loop and the torque calculated by the integral term, and keep the target torque and the torque calculated by the integral term corresponding to the target time point unchanged.

[0056] Specifically, the target torque calculated in the closed-loop calculation and the torque calculated by the integral term are frozen. Limiting the torque calculated by the integral term aims to prevent the integral term from accumulating and saturating. The proportional term, feedforward term, and disturbance compensation torque portion are not specifically limited. Because the target torque equals the sum of the torques calculated by the feedforward term, integral term, proportional term, and damping term, limiting the target torque indirectly limits the feedforward term, proportional term, and damping term. Meanwhile, the feedforward term and proportional term are calculated normally when crossing zero, without sacrificing dynamic tracking capability.

[0057] Specifically, by freezing the target torque calculated in the closed loop, the target torque remains unchanged during the T0 time period. This avoids the target torque of the motor from continuously increasing when the motor torque crosses zero, which would lead to an excessively large target torque after T0 ends, causing the motor speed to rise rapidly and resulting in the vehicle lurching forward. This ensures the smoothness of the motor torque crossing zero in the positive direction.

[0058] As mentioned above, when the target torque remains constant, if the integral term in the closed-loop calculation determines that the torque is insufficient, it will accumulate a very large integral value. When T0 ends, this very large integral value will accumulate onto the target torque, causing a sudden surge in the electric vehicle. Therefore, during T0, the torque calculated by the integral term in the closed-loop calculation is frozen to avoid this sudden surge. After T1, the torque calculated by the integral term gradually recovers from its reasonable value before freezing, allowing the target torque to rise smoothly.

[0059] In one embodiment of the present invention, the first time period T0 is a calibration value. The length of the time period during which the motor torque crosses zero is determined by testing the motor.

[0060] Step 150: During the second time period T1 before the end of T0 and the third time period T2 after the end of T0, the target torque calculated by the closed loop and the torque calculated by the integral term are unfrozen, and the rate of increase of the target torque is limited.

[0061] As described above, within T1, the freeze on the output and integral values ​​of the closed-loop calculation is lifted, and the closed-loop calculation begins to obtain the target torque. The freeze is lifted in T1, not T2, to avoid response delays caused by the slow increase in the target torque. T1 is a calibration value, for example, T1 is 50ms.

[0062] Simultaneously, within T1 and T2, the rate of increase of the target torque is limited, and the gradient of the target torque increase after the torque crosses zero is slowed down. By slowing down the gradient of the target torque increase after the torque crosses zero, the target torque can gradually increase, avoiding vehicle vibration caused by an excessive difference between the target torque and the actual torque.

[0063] The torque control method 100 of this application collects driving data and performs closed-loop calculation to obtain the output value of the closed-loop calculation as the target torque. When the actual torque and the target torque meet the positive zero-crossing condition at the target time point, during the first time period T0 starting from the target time point, the target torque at the target time point is kept unchanged by freezing the target torque calculated by the closed-loop calculation and the torque calculated by the integral term. During the second time period T1 before the end of T0 and the third time period T2 after the end of T0, the target torque calculated by the closed-loop calculation and the torque calculated by the integral term are unfrozen, and the rate of increase of the target torque is limited. By freezing the target torque calculated by the closed-loop calculation and the torque calculated by the integral term at T0, and limiting the rate of increase of the target torque at T1 and T2, the target torque is controlled, thereby achieving smoothness of the pure electric vehicle during the torque zero-crossing stage.

[0064] The steps of the embodiments of this application will be described in detail below with reference to specific examples.

[0065] In one embodiment of the present invention, step 150, limiting the rate of increase of the target torque, includes:

[0066] If the difference between the target torque at the current time point and the target torque at the previous time point is greater than the preset gradient threshold, the target torque at the current time point is equal to the sum of the target torque at the previous time point and the gradient change.

[0067] Specifically, the current time point is the time point at which the closed-loop calculation of T1 or T2 is performed and outputs, and the previous time point is the time point at which the closed-loop calculation was performed and output. In one embodiment of the present invention, the difference between the current time point and the previous time point is equal to a preset period value.

[0068] It can be understood that if the difference ΔT between the target torque at the current time point and the target torque at the previous time point is greater than the preset gradient threshold D, the target torque at the current time point is Tc = Tl + Tg, where Tl is the target torque at the previous time point, Tg is the gradient change, Tg is a positive number and Tg can be adjusted according to the actual situation.

[0069] If the difference ΔT between the target torque at the current time point and the target torque at the previous time point is not greater than the preset gradient threshold D, no restriction will be imposed on the target torque at the current time point.

[0070] It can be understood that if ΔT<D or ΔT=D, the target torque Tc at the current time point is the target torque at the current time point. The rising rate of the target torque is limited by ΔT.

[0071] In another embodiment of the present invention, in step 150, limiting the rising rate of the target torque comprises: setting a maximum change rate Rmax of the rising rate, the maximum change rate Rmax is equal to the product of a base change rate R0 and an amplification factor f, and the amplification factor f is determined based on vehicle state parameters.

[0072] As described above, limiting the rising rate of the target torque by setting the maximum change rate of the rising rate enables real-time adjustment of the maximum change rate according to vehicle state parameters. Thereby different maximum change rates are obtained under different vehicle state parameters, which better adapts to various vehicle state parameters of various pure electric vehicles.

[0073] Specifically, the amplification factor f=Π m i=1 (1-ki×((xi-xi0) / (xi1-xi0))), wherein Π is a continuous multiplication symbol, xi is the parameter value of the i-th vehicle state parameter, xi0 is the reference value of the i-th vehicle state parameter, xi1 is the maximum value of the i-th vehicle state parameter, the value range of i is 1 to m, m is the number of vehicle state parameters, the value range of ki, which represents the importance of the i-th vehicle state parameter, is 0 to 1. The vehicle state parameters at least include: motor rotation speed, vehicle speed, motor temperature, and load status. The load status is the actual torque, torque current or power currently output by the motor.

[0074] Corresponding to the control process of target torque under the forward zero-crossing condition of method 100, the present application also proposes a torque control method 200, which is used for controlling the target torque when the actual torque and the target torque satisfy the reverse zero-crossing condition at an intermediate time point. The reverse zero-crossing condition is a condition for determining that the actual torque changes from positive to negative. Figure 2 A schematic flowchart of the method 200 is shown in Figure 2 , the method comprises step 210 and step 220.

[0075] Specifically, the intermediate time point is the time point when the actual torque and the target torque satisfy the reverse zero-crossing condition. Here, the intermediate time point and the target time point are used to distinguish different situations where similar conditions are satisfied, it should be understood that the use of "intermediate" and "target" can be interchanged under appropriate circumstances.

[0076] Specifically, the reverse zero-crossing condition is as follows: the actual torque is greater than the first reverse threshold, and the target torque is greater than the second reverse threshold, and the duration for which the actual torque is greater than the first reverse threshold and the duration for which the target torque is greater than the second reverse threshold are both greater than the third reverse threshold. The first, second, and third reverse thresholds are all calibrated values. The first reverse threshold is greater than 0, for example, 10 Nm. The second reverse threshold is less than 0, for example, -20 Nm. The third reverse threshold is greater than 0, for example, 40 ms.

[0077] Furthermore, the first reverse threshold, the second reverse threshold, and the third reverse threshold are all related to the motor model.

[0078] Step 210: Within a preset time period B0 starting from the midpoint, limit the distribution of the target torque to the motor end, keep the torque Te corresponding to the motor end at the midpoint unchanged, and distribute the torque other than Te in the target torque to the hydraulic end.

[0079] As mentioned above, by limiting the torque allocated to the motor from the target torque, the unevenness in the driving experience of a pure electric vehicle caused by an excessive difference between the torque allocated to the motor after B0 and the actual torque of the motor is avoided. The target torque is equal to the sum of Te and the torque allocated to the hydraulic short.

[0080] Step 220: During the fourth time period T3 after B0 ends, the restriction on the distribution of the target torque to the motor is lifted, and the rate of change of torque at the motor is restricted. T3 is a calibration value, for example, 20ms.

[0081] Method 200 achieves a smooth driving experience for the pure electric vehicle after the motor reverses through zero by limiting the torque distributed to the motor end within B0 and limiting the rate of change of the torque at the motor end within T3.

[0082] like Figure 3 As shown, this embodiment includes steps 221 to 223. Steps 221 to 223 correspond to step 220 and are a specific embodiment of limiting the rate of change of torque at the motor end during the fourth time period T3 after B0 ends in step 220.

[0083] Step 221: Obtain the maximum recovery capacity Temax at the motor end at the current time point. It can be understood that the torque allocated to the motor end by the target torque is determined by Temax, and Temax changes in real time based on factors such as motor capacity and battery status.

[0084] Step 222: Obtain the torque T0 of the target torque allocated to the motor at the current time point, wherein the torque of the target torque allocated to the motor increases according to a preset gradient.

[0085] Step 223: If the target torque T0 distributed to the motor end at the current time point is greater than Temax, the target torque distributed to the motor end is limited to Temax.

[0086] It can be understood that T0 is determined by Temax. When the target torque is constant, it is preferentially allocated to T0. As Temax increases, T0 gradually increases, and the torque Th allocated to the hydraulic end gradually decreases.

[0087] In summary, through steps 221 to 223, the rate of change of torque at the motor end within T3 is limited, thus avoiding the unevenness caused by the motor torque crossing zero.

[0088] This application also provides a torque control device, such as... Figure 4 As shown, the system comprises a perception layer, a decision-making layer, and an execution layer. The perception layer primarily sets the target speed / distance / deceleration request in cruise mode based on the distance to obstacles or vehicles ahead, and this target request is not reduced even when the motor torque crosses zero. The decision-making layer calculates the target drive torque and braking torque (including the torque allocated to the motor and the torque allocated to the hydraulic system) based on the target deceleration or speed from the perception layer. Specifically, by controlling the target torque during and after the torque cross-zero phase, it avoids excessive differences between the target torque and the actual torque after the vehicle crosses zero, preventing uneven vehicle ride caused by rapid motor rotation. The execution layer is responsible for applying the drive torque and the hydraulic torque required by the anti-drag braking module.

[0089] In an exemplary description of the present invention, as follows: Figure 5 The diagram shows the changes in various parameters of the vehicle before and after the motor torque positively crosses zero. These parameters include the target acceleration request for intelligent driving, the closed-loop calculated braking torque, the optimized closed-loop calculated drive torque, and the actual motor torque. During intelligent driving, vehicle driving data is collected, such as distance to the vehicle in front, vehicle acceleration, and deceleration data. Based on this driving data, closed-loop calculations are performed to obtain the target acceleration request for intelligent driving and the closed-loop calculated drive torque, which is the target torque in this application. When the target torque and the actual torque meet the condition of the motor torque positively crossing zero, steps 140 to 150 above are performed to optimize the target torque, resulting in the optimized closed-loop calculated drive torques at T0, T1, and T2, as well as the collected actual torque of the vehicle motor.

[0090] In summary, by optimizing the closed-loop calculation of the motor torque in the T0 stage (when it crosses zero in the positive direction) to keep the driving torque constant, optimizing the closed-loop calculation of the driving torque in the T1 stage to increase slowly, and optimizing the closed-loop calculation of the driving torque in the T2 stage to increase with a limited slope, the vehicle vibration problem caused by the large difference between the target torque and the actual torque after T0 is avoided.

[0091] In an exemplary description of the present invention, except Figure 5 The cases shown, where the motor torque positively crosses zero, also include, for example... Figure 6 The diagram illustrates the situation where the motor torque crosses zero in the reverse direction. The parameters for the time periods before and after this reversal include: the target deceleration request for intelligent driving, the total braking torque calculated in the closed loop, the braking torque allocated to the hydraulic system, the braking torque allocated to the motor, and the actual torque of the motor. During intelligent driving, vehicle driving data is collected. Based on this data, closed-loop calculations are performed to obtain the target deceleration request for intelligent driving and the total braking torque calculated in the closed loop. The total braking torque calculated in the closed loop is the target torque in this application. When the target torque and the actual torque meet the condition of the motor torque crossing zero in the reverse direction, steps 210 to 220 are performed to optimize the target torque, resulting in the braking torque allocated to the motor and the braking torque allocated to the hydraulic system (B0, T3), as well as the collected actual torque of the vehicle motor.

[0092] In summary, by limiting the distribution of the target torque to the motor end at the B0 node (where the motor torque crosses zero in the reverse direction), the target torque is instead distributed to the hydraulic end. Furthermore, during the T3 phase, the rate of change of torque at the motor end is limited, gradually reducing the torque distributed to the hydraulic end. This addresses the issue of an excessively large difference between the target torque and the actual motor torque after B0, which would otherwise require a rapid motor response and result in an uneven overall vehicle ride.

[0093] This application also provides an electronic device, which includes a processor and a memory. The memory stores at least one instruction or at least one program segment. The processor loads and executes the instruction or program segment to implement the torque control method described in the above embodiments. The specific functions and corresponding technical effects can be found in the explanations of the embodiments corresponding to the torque control method described above, and will not be repeated here.

[0094] Now for reference Figure 7 The diagram shown is a block diagram of an electronic device 1200 according to an embodiment of this application. The electronic device 1200 may include one or more processors (corresponding to...) coupled to a controller hub 1203. Figure 7The first processor 1201 is described above. In at least one embodiment, the controller hub 1203 communicates with the first processor 1201 via a multi-branch bus such as a front-side bus (FSB), a point-to-point interface such as a quick path interconnect (QPI), or a similar connection. The first processor 1201 executes instructions that control general types of data processing operations. In one embodiment, the controller hub 1203 includes, but is not limited to, a graphics memory controller hub (GMCH) (not shown) and an input / output hub (IOH) (which may be on a separate chip) (not shown), wherein the GMCH includes memory and a graphics controller and is coupled to the IOH.

[0095] Electronic device 1200 may also include a coprocessor coupled to controller hub 1203 (corresponding to...) Figure 7 The first coprocessor 1202 and memory 1204 are integrated within the processor (as described in this application). Alternatively, one or both of the memory and GMCH can be integrated within the processor (as described in this application), with memory 1204 and the first coprocessor 1202 directly coupled to the first processor 1201 and the controller hub 1203, which is located on a single chip with the IOH. Memory 1204 can be, for example, dynamic random access memory (DRAM), phase change memory (PCM), or a combination of both. In one embodiment, the first coprocessor 1202 is a dedicated processor, such as a high-throughput MIC processor (many integerized core, MIC), a network or communication processor, a compression engine, a graphics processor, a general-purpose computing on GPU (GPGPU), or an embedded processor, etc. Optional properties of the first coprocessor 1202 are indicated by dashed lines. Figure 7 middle.

[0096] As a computer-readable storage medium, memory 1204 may include one or more tangible, non-transitory computer-readable media for storing data and / or instructions. For example, memory 1204 may include any suitable non-volatile memory such as flash memory and / or any suitable non-volatile storage device such as one or more hard-disk drives (HDDs), one or more compact disc (CD) drives, and / or one or more digital versatile disc (DVD) drives.

[0097] In one embodiment, electronic device 1200 may further include a network interface controller (NIC) 1206. Network interface 1206 may include a transceiver for providing a radio interface for electronic device 1200 to communicate with any other suitable device, such as a front-end module, antenna, etc. In various embodiments, network interface 1206 may be integrated with other components of electronic device 1200. Network interface 1206 can implement the functions of the communication unit in the above embodiments.

[0098] Electronic device 1200 may further include input / output (I / O) device 1205. I / O device 1205 may include: a user interface designed to enable a user to interact with electronic device 1200; a peripheral component interface designed to enable peripheral components to also interact with electronic device 1200; and / or sensors designed to determine environmental conditions and / or location information related to electronic device 1200.

[0099] It is worth noting that, Figure 7 This is merely an example. That is, although... Figure 7 The electronic device 1200 shown includes multiple devices such as a first processor 1201, a first coprocessor 1202, a controller hub 1203, and a memory 1204. However, in actual applications, devices using the methods of this application may include only a portion of the devices in the electronic device 1200. For example, it may include only the first processor 1201 and the network interface 1206. Figure 7 The properties of the optional devices are shown in dashed lines. According to some embodiments of this application, the memory 1204, which is a computer-readable storage medium, stores instructions that, when executed on a computer, cause the electronic device 1200 to perform the torque control method according to the above embodiments. Specific details can be found in the methods described in the above embodiments, and will not be repeated here.

[0100] Now for reference Figure 8The diagram shown is a block diagram of a SoC (system on chip) 1300 according to an embodiment of this application. Figure 8 In the diagram, similar components share the same reference numerals. Additionally, dashed boxes are an optional feature for more advanced SoCs. Figure 8 In the SoC1300, interconnect unit 1350 is coupled to the processor (corresponding to...). Figure 8 The system includes a second processor 1310, a system agent unit 1380, a bus controller unit 1390, an integrated memory controller unit 1340, and one or more coprocessors (corresponding to...). Figure 8 The second coprocessor 1320 may include integrated graphics logic, an image processor, an audio processor, and a video processor; a static random access memory (SRAM) unit 1330; and a direct memory access (DMA) unit 1360. In one embodiment, the second coprocessor 1320 includes a dedicated processor, such as a network or communication processor, a compression engine, a GPGPU, a high-throughput MIC processor, or an embedded processor.

[0101] The static random access memory (SRAM) cell 1330 may include one or more computer-readable media for storing data and / or instructions. The computer-readable storage medium may store instructions, specifically, temporary and permanent copies of those instructions. These instructions may include, when executed by at least one unit in the processor, causing the SoC 1300 to perform the torque control method according to the above embodiments, as detailed in the methods described above, which will not be repeated here.

[0102] Various embodiments of the mechanisms disclosed in this application can be implemented in hardware, software, firmware, or combinations of these implementation methods. Embodiments of this application can be implemented as computer programs or program code executable on a programmable system, the programmable system including at least one processor, a storage system (including volatile and non-volatile memory and / or storage elements), at least one input device, and at least one output device.

[0103] In the accompanying drawings, some structural or methodological features may be shown in a specific arrangement and / or order. However, it should be understood that such a specific arrangement and / or order may not be necessary. Rather, in some embodiments, these features may be arranged in a manner and / or order different from that shown in the accompanying drawings. Furthermore, including structural or methodological features in a particular figure does not imply that such features are required in all embodiments, and in some embodiments, these features may be omitted or may be combined with other features.

[0104] This application also provides a computer-readable storage medium storing at least one instruction or at least one program segment, which is loaded and executed by a processor to implement the torque control method described in the above embodiments. The specific functions and corresponding technical effects can be found in the explanations of the embodiments corresponding to the torque control method described above, and will not be repeated here.

[0105] This application also provides a computer program product, which includes a computer program or instructions. When the computer program or instructions are loaded and executed by a processor, they implement the torque control method described in the above embodiments. The specific functions and corresponding technical effects can be found in the explanations of the embodiments corresponding to the torque control method described above, and will not be repeated here.

[0106] It should be noted that all units / modules mentioned in the device embodiments of this application are logical units / modules. Physically, a logical unit / module can be a physical unit / module, a part of a physical unit / module, or a combination of multiple physical units / modules. The physical implementation of these logical units / modules themselves is not the most important factor; the combination of functions implemented by these logical units / modules is the key to solving the technical problems proposed in this application. Furthermore, to highlight the innovative aspects of this application, the above-described device embodiments of this application have not introduced units / modules that are not closely related to solving the technical problems proposed in this application. This does not mean that the above-described device embodiments do not contain other units / modules.

[0107] It should be noted that in the examples and description of this application, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one" does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the element.

[0108] Although this application has been illustrated and described with reference to certain preferred embodiments thereof, those skilled in the art should understand that various changes in form and detail may be made thereto without departing from the spirit and scope of this application.

Claims

1. A torque control method, characterized in that, Applied to vehicles, including: The vehicle's driving data is collected, which is the data of the time period before and after the motor torque of the vehicle crosses 0 during the driving process; Based on the driving data, a closed-loop calculation is performed to obtain the target torque of the closed-loop calculation, which is the target value of the actual torque. If it is determined that the actual torque and the target torque meet the positive zero-crossing condition of motor torque at the target time point, the positive zero-crossing condition is: the actual torque is greater than the first positive threshold, and the target torque is greater than the second positive threshold, and the duration for which the actual torque is greater than the first positive threshold and the duration for which the target torque is greater than the second positive threshold are both greater than the third positive threshold. Within the first time period T0, starting from the target time point, the target torque calculated by the closed loop and the torque calculated by the integral term are frozen, while keeping the target torque and the torque calculated by the integral term at the target time point unchanged. During the second time period T1 before the end of T0 and the third time period T2 after the end of T0, the target torque calculated by the closed loop and the torque calculated by the integral term are unfrozen, and the rate of increase of the target torque is limited.

2. The torque control method according to claim 1, characterized in that, If it is determined that the actual torque and the target torque satisfy the motor torque reverse zero-crossing condition at the midpoint of time, the reverse zero-crossing condition is: the actual torque is greater than a first reverse threshold, and the target torque is greater than a second reverse threshold, and the duration for which the actual torque is greater than the first reverse threshold and the duration for which the target torque is greater than the second reverse threshold are both greater than a third reverse threshold, then the following steps are performed: Within a preset time period B0 starting from the intermediate time point, the target torque is restricted from being distributed to the motor end, the torque Te of the motor end corresponding to the intermediate time point is kept constant, and the torque other than Te in the target torque is distributed to the hydraulic end. During the fourth time period T3 after B0 ends, the restriction on the distribution of the target torque to the motor is lifted, and the rate of change of the torque at the motor is restricted.

3. The torque control method according to claim 2, characterized in that, The first reverse threshold, the second reverse threshold, and the third reverse threshold are all related to the motor model.

4. The torque control method according to claim 1, characterized in that, Limiting the rate of increase of the target torque includes: If the difference between the target torque at the current time point and the target torque at the previous time point is greater than a preset gradient threshold, the target torque at the current time point is equal to the sum of the target torque at the previous time point and the gradient change. If the difference between the target torque at the current time point and the target torque at the previous time point is not greater than the preset gradient threshold, no restriction is imposed on the target torque at the current time point.

5. The torque control method according to claim 1, characterized in that, Limiting the rate of increase of the target torque includes: setting a maximum rate of change Rmax of the rate of increase of the target torque. The maximum rate of change Rmax is equal to the product of the basic rate of change R0 and the amplification factor f, which is determined based on the vehicle state parameters.

6. The torque control method according to claim 5, characterized in that, The magnification factor f=Π m i=1 (1-ki×((xi-xi0) / (xi1-xi0))), where xi is the parameter value of the i-th vehicle state parameter, xi0 is the reference value of the i-th vehicle state parameter, xi1 is the maximum value of the i-th vehicle state parameter, the value of i ranges from 1 to m, m is the number of vehicle state parameters, and the importance ki of the i-th vehicle state parameter ranges from 0 to 1.

7. The torque control method according to claim 5, characterized in that, The vehicle status parameters include at least: motor speed, vehicle speed, and motor temperature.

8. The torque control method according to claim 2, characterized in that, During the fourth time period T3 after B0 ends, the rate of change of torque at the motor end is limited, including: Obtain the maximum recycling capacity Temax at the motor end at the current time point; The torque allocated to the motor at the current time point is obtained, wherein the torque allocated to the motor increases according to a preset gradient. If the target torque allocated to the motor at the current time point is greater than Temax, the target torque allocated to the motor is limited to Temax.

9. An electronic device, characterized in that, The electronic device includes a processor and a memory, the memory storing at least one instruction or at least one program, the at least one instruction or the at least one program being loaded and executed by the processor to implement the torque control method as described in any one of claims 1-8.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores at least one instruction or at least one program, which is loaded and executed by a processor to implement the torque control method as described in any one of claims 1-8.

Images