Electric vehicle and its motor control method, device and storage medium

Abstract

The present application is related to the field of electric vehicles, and more particularly to an electric vehicle and its motor control method, device, and storage medium. The motor control method for an electric vehicle according to the present application includes the steps of: detecting a relative deformation amount of a transmission system between a driving tooth of a motor and a wheel end; determining a first speed difference between a rotation speed of a first driving tooth and a converted rotation speed of a first wheel end when the relative deformation amount is a first threshold value; the first speed difference is used to indicate that the driving tooth starts to disengage from the driven tooth of the transmission system, the rotation speed of the first driving tooth being the rotation speed of the driving tooth at the time of disengagement of the driving tooth from the driven tooth, and the converted rotation speed of the first wheel end being the rotation speed obtained by converting the rotation speed of the wheel end of the electric vehicle by a speed ratio at the time of disengagement; determining an output torque of the motor according to the first speed difference; and controlling a tooth approach operation of the driving tooth to the driven tooth according to the output torque. This reduces and thus avoids the problem of high vibration and noise of the motor and the transmission system.

Description

[Technical field]

[0001] The present application relates to the field of electric vehicles, and in particular to an electric vehicle and a motor control method, device, and storage medium thereof. [Background technology]

[0002] With the development of electric vehicle technology, the range of applications of electric vehicles is becoming wider. For consumers, driving comfort is one of the main reasons for choosing electric vehicles. When an electric vehicle is running, the output torque of the motor changes between positive and negative torque, which changes the meshing direction of the motor's gears, causing tooth strike, which generates vibrations and noise that consumers can clearly feel, affecting driving comfort. In addition, tooth strike may damage the transmission mechanism, such as gears and splines.

[0003] Currently, in order to solve the above problems, when the output torque of a motor is changed between positive and negative torque, a filter processing method (e.g., a torque smoothing processing method) is used to process the output torque to reduce vibration and noise. However, even when such a method is applied, vibration and noise are still large, resulting in a poor driving experience for consumers. Summary of the Invention [Problem to be solved by the invention]

[0004] The embodiments of the present application provide a method, device, and storage medium for controlling an electric vehicle and its motor, which are used to solve the problem of high vibration and noise of a motor and its transmission system while the electric vehicle is running. [Means for solving the problem]

[0005] In a first aspect, an embodiment of the present application provides a motor control method for an electric vehicle, the motor control method including the steps of: detecting a relative deformation amount of a transmission system between a driving tooth of the motor and a wheel end; and determining a first speed difference between a rotational speed of the first driving tooth and a converted rotational speed of the first wheel end when the relative deformation amount is a first threshold value, where the relative deformation amount being the first threshold value is used to indicate that the driving tooth starts to disengage from the driven tooth of the transmission system, the rotational speed of the first driving tooth is the rotational speed of the driving tooth at the time of disengagement of the driving tooth with respect to the driven tooth, and the converted rotational speed of the first wheel end is the rotational speed obtained by converting the rotational speed of the wheel end of the electric vehicle by a speed ratio at the time of disengagement; determining an output torque of the motor according to the first speed difference; and controlling a tooth approaching operation of the driving tooth with respect to the driven tooth according to the output torque.

[0006] In one possible embodiment, the step of determining the output torque of the motor according to the first speed difference includes the steps of: determining a first product of the first speed difference and a first time length, the first time length being the duration from the disengagement time to the contact time of the driving tooth with the driven tooth; and if the first product is smaller than a preset backlash value, determining that the output torque comprises a first torque and a second torque, the first torque and the second torque being in opposite directions to each other, the first torque being a torque required in a time interval from the disengagement time to a time of transition between the accelerating and decelerating states of the motor, and the second torque being a torque required in a time interval from the transition time to the contact time.

[0007] In one possible embodiment, the first torque and the second torque are converted according to a preset backlash value, a first speed difference, and a first time length to determine a second speed difference between the current rotation speed of the driving tooth and the converted rotation speed of the second wheel end, the converted rotation speed of the second wheel end being the rotation speed obtained by converting the rotation speed of the wheel end of the electric vehicle by a speed ratio at the conversion time; the rotation speed of the second driving tooth is determined according to the second speed difference and the converted rotation speed of the second wheel end, and the rotation speed of the second driving tooth is converted according to the second speed difference and the converted rotation speed of the second wheel end. determining a first torque according to the rotational speed of the second drive tooth, the rotational speed of the first drive tooth, the duration between the transition time and the contact time, and the sliding friction force of the drive tooth at the rotational speed of the second drive tooth; and determining a second torque according to the rotational speed of the second drive tooth, the rotational speed of the third drive tooth, the duration between the transition time and the contact time, and the sliding friction force of the drive tooth at the rotational speed of the third drive tooth, wherein the rotational speed of the third drive tooth is the rotational speed of the drive tooth at the contact time.

[0008] In one possible embodiment, the step of determining the output torque of the motor according to the first speed difference further includes the steps of: determining a product of the first speed difference and a second time length as a second product if the first product is greater than or equal to a preset backlash value, the second time length being the duration from the take-off time to the conversion time; and determining that the output torque includes a first torque and a second torque if the second product is less than the preset backlash value, the first torque and the second torque being in the same direction.

[0009] In one possible embodiment, the step of determining the output torque of the motor according to the first speed difference further includes the steps of: determining a reduced rotational speed of a third wheel end at a target time point when the second product is greater than or equal to the preset backlash value, the reduced rotational speed of the third wheel end being a rotational speed obtained by converting the rotational speed of the wheel end of the electric vehicle by the speed ratio at the target time point, the target time point being a time point when the driving tooth contacts the driven tooth again within the second time length; and determining a third torque according to the reduced rotational speed of the third wheel end, the rotational speed of the first driving tooth, and a duration between the disengagement time point and the target time point, the third torque being a torque required in the time interval from the disengagement time point to the target time point, and the output torque includes the third torque.

[0010] In one possible embodiment, the relative deformation of the transmission system between the driving teeth of the motor and the wheel end is detection The step of determining further includes the steps of: determining a third speed difference between the current rotational speed of the driving tooth and the rotational speed of the driven tooth when it is detected that the output torque of the motor has changed; determining a relative displacement of the driving tooth with respect to the driven tooth according to the third speed difference; and determining a relative deformation amount according to the relative displacement.

[0011] In one possible embodiment, the step of determining the output torque of the motor includes the steps of: acquiring driving state information corresponding to an adjusted target driving state in response to an adjustment operation for adjusting the driving state; converting and processing the driving state information to obtain a digital signal; analyzing and processing the digital signal to obtain a torque signal; and determining the output torque according to the torque signal.

[0012] In one possible embodiment, the digital signal indicates different driving states of the electric vehicle with different numerical values, and the step of analyzing and processing the digital signal to obtain a torque signal includes the steps of: determining that the torque signal is a first preset signal when the digital signal is a first numerical value; determining that the torque signal is a second preset signal when the digital signal is a second numerical value; and determining the torque signal as a target signal according to the first preset signal, the second preset signal, and the first target numerical value when the digital signal is a first target numerical value, where the first numerical value is smaller than the second numerical value, the first target numerical value is larger than the first numerical value but smaller than the second numerical value, the first preset signal is the torque signal when sensitivity corresponding to the driving state of the electric vehicle is lowest, the second preset signal is the torque signal when sensitivity corresponding to the driving state of the electric vehicle is highest, and the target signal is the torque signal when sensitivity corresponding to the driving state of the electric vehicle is between the highest sensitivity and the lowest sensitivity.

[0013] In one possible embodiment, when the torque signal is a target signal, the step of determining an output torque according to the torque signal includes the steps of obtaining a fourth torque corresponding to the first preset signal and a fifth torque corresponding to the second preset signal, determining a third product of the first target numerical value and the fifth torque, determining a first target difference between the preset value and the first target numerical value to determine a fourth product of the first target difference and the fourth torque, and determining a sum of the third product and the fourth product as the output torque.

[0014] In one possible embodiment, the step of determining a third product of the first target numerical value and the fifth torque includes a step of obtaining a preset coefficient for indicating a driving state preference coefficient, and a step of determining a product of the first target numerical value, the preset coefficient, and the fifth torque as the third product.

[0015] In one possible embodiment, the digital signal indicates different time points during the tooth approach of the driving tooth to the driven tooth with different numerical values, and the motor control method further includes the steps of determining a first time point corresponding to when the digital signal is a third numerical value and a second time point corresponding to when the digital signal is a fourth numerical value, and when the digital signal is a second target numerical value, determining a target tooth approach time point during the tooth approach of the driving tooth to the driven tooth according to the first time point, the second time point and the second target numerical value, where the third numerical value is smaller than the fourth numerical value, the second target numerical value is larger than the third numerical value but smaller than the fourth numerical value, the first time point is the time point with the least sensitivity to the driving state of the electric vehicle, and the second time point is the time point with the most sensitivity to the driving state of the electric vehicle.

[0016] In one possible embodiment, the step of determining a target tooth approach time during the approach of the driving tooth to the driven tooth according to the first time point, the second time point, and the second target numerical value includes a step of determining a fifth product of the second target numerical value and the second time point, a step of determining a second target difference between a preset value and the second target numerical value to determine a sixth product of the second target difference and the first time point, and a step of determining the sum of the fifth product and the sixth product as the target tooth approach time.

[0017] In one possible embodiment, the adjustment operation for adjusting the driving state includes at least one of the following operations: sliding a virtual sliding assembly in a first sliding area, the virtual sliding assembly being an assembly displayed on the electric vehicle display screen, the first sliding area being a preset area on the display screen, and different positions of the virtual sliding assembly in the first sliding area indicating different driving states; sliding a real sliding device in a second sliding area, the real sliding device being a device provided on the electric vehicle, the second sliding area being a preset area on the electric vehicle, and different positions of the real sliding device in the second sliding area indicating different driving states; and selecting a preset adjustable option, the adjustable option including a virtual button displayed on the display screen and / or a real button provided on the electric vehicle, and different adjustable options indicating different driving states.

[0018] In one possible embodiment, when the adjustment operation is an operation of selecting a preset adjustable option, the adjustable option corresponds to a preset position in the first sliding area and / or the second sliding area.

[0019] In one possible embodiment, the step of determining the output torque includes the steps of: obtaining a position signal corresponding to a target position of the first sliding area and / or the second sliding area in response to the adjustment operation, the position signal indicating different operating states of the electric vehicle with different numerical values; determining a sixth torque corresponding to when the position signal is the fifth numerical value and a seventh torque corresponding to when the digital signal is the sixth numerical value; and determining the output torque according to the sixth torque, the seventh torque, and the third target numerical value when the position signal is the third target numerical value. the fifth numerical value is smaller than the sixth numerical value, the third target numerical value is larger than the fifth numerical value but smaller than the sixth numerical value, the sixth torque is a torque corresponding to a time when the sensitivity corresponding to the driving state of the electric vehicle is the lowest, and the seventh torque is a torque corresponding to a time when the sensitivity corresponding to the driving state of the electric vehicle is the highest. .

[0020] In one possible embodiment, the step of determining the output torque according to the sixth torque, the seventh torque, and the third target numerical value includes the steps of determining a seventh product of the third target numerical value and the seventh torque, determining a third target difference between a preset value and the third target numerical value to determine an eighth product of the third target difference and the sixth torque, and determining a sum of the seventh product and the eighth product as the output torque.

[0021] In a second aspect, an embodiment of the present application provides a motor control device for an electric vehicle, the motor control device including: a detection module used for detecting a relative deformation amount of a transmission system between a driving tooth of a motor and a wheel end; a determination module used for determining a first speed difference between a rotational speed of a first driving tooth and a converted rotational speed of a first wheel end when the relative deformation amount is a first threshold value, where the relative deformation amount being the first threshold value is used to indicate that the driving tooth starts to disengage from the driven tooth of the transmission system, the rotational speed of the first driving tooth is the rotational speed of the driving tooth at the time when the driving tooth disengages from the driven tooth, and the converted rotational speed of the first wheel end is the rotational speed obtained by converting the rotational speed of the wheel end of the electric vehicle by a speed ratio at the time when the driving tooth disengages; a processing module used for determining an output torque of the motor according to the first speed difference; and a control module used for controlling a tooth approaching operation of the driving tooth to the driven tooth according to the output torque.

[0022] In a third aspect, an embodiment of the present application provides an electric vehicle, the electric vehicle including a processor and a memory communicatively connected to the processor, the memory storing computer executable instructions, and the processor executing the computer executable instructions stored in the memory to realize the motor control method for the electric vehicle according to the first aspect.

[0023] In a fourth aspect, an embodiment of the present application provides a computer readable storage medium having computer executable instructions stored thereon, the computer executable instructions being used, when executed by a processor, to realise the method for controlling a motor of an electric vehicle according to the first aspect.

[0024] In a fifth aspect, an embodiment of the present application provides a computer program product including a computer program which, when executed by a processor, implements the method for controlling a motor of an electric vehicle according to the first aspect. Effect of the Invention

[0025] The electric vehicle and the motor control method, device, and storage medium provided in the embodiments of the present application analyze the dynamic process when the meshing direction of the driving teeth of the motor is changing, and in consideration of the features of measuring the driving teeth position and rotation speed of the motor with high accuracy and quickly adjusting the torque of the motor, when it is detected that the direction of the output torque of the motor is about to change, the driving device actively controls the teeth to move inward. Teeth By controlling the speed difference between the driving teeth and the driven teeth when they come into contact again after being separated from each other, the speed difference between the driving teeth and the driven teeth caused by inertial impact is reduced, and the vibration and noise between the driving teeth and the driven teeth caused by inertial impact is reduced and even eliminated. In addition, the present application does not require changing the original hardware of the electric vehicle or adding a new sensor, and can realize the tooth approach control only by calculating the rotation speed of the wheel end, the rotation speed of the driving teeth of the motor, and the backlash. Furthermore, the present application can maximize the release of the restriction on the downward or upward gradient of the output torque of the motor when the direction of the output torque of the motor is about to change, and can make the output torque of the motor conform to the operation and expectation of the consumer, thereby avoiding the problem in the related art that the acceleration feeling is felt after releasing the accelerator or the response of the electric vehicle is poor when the accelerator is pressed, which is caused by the restriction on the downward or upward gradient of the output torque of the motor. [Brief description of the drawings]

[0026] In order to more clearly describe the technical solutions in the embodiments of the present application or related art, the following briefly describes the drawings that need to be used in the description of the embodiments or related art. Of course, the drawings described below are some embodiments of the present application, and those skilled in the art can think of other drawings based on these drawings without creative efforts. [Figure 1] FIG. 2 is a curve schematic diagram of a torque filter method provided by the related art; [Diagram 2] 1 is a structural schematic diagram of an electric vehicle provided according to an embodiment of the present application; FIG. [Diagram 3] 2 is a flowchart of a motor control method for an electric vehicle provided by an embodiment of the present application; [Figure 4] 1 is a schematic diagram of a motion process of a driving tooth and a driven tooth provided by an embodiment of the present application. FIG. [Diagram 5] FIG. 13 is a schematic curve diagram of the drive tooth tooth approach control provided by an embodiment of the present application. [Figure 6] FIG. 6 is a schematic diagram of Example 1 of the geometric model simplification process of the hatched area in FIG. 5 provided by the embodiment of the present application. [Figure 7] FIG. 6 is a schematic diagram of Example 2 of the geometric model simplification process of the hatched area in FIG. 5 provided by the embodiment of the present application. [Figure 8] FIG. 8 is a schematic curve diagram of the output torque of the motor corresponding to FIG. 7 provided by an embodiment of the present application. [Figure 9] FIG. 6 is a schematic diagram of Example 3 of the geometric model simplification process of the hatched area in FIG. 5 provided by the embodiment of the present application. [Figure 10] FIG. 10 is a schematic curve diagram of the output torque of the motor corresponding to FIG. 9 provided by an embodiment of the present application. [Figure 11] FIG. 1 is a schematic diagram of driving state determination provided by the related art; [Figure 12] 1 is a schematic diagram of an operating state control device provided by an embodiment of the present application. [Figure 13] FIG. 2 is a schematic diagram of an output torque determination provided by an embodiment of the present application. [Figure 14] FIG. 13 is another schematic diagram of output torque determination provided by an embodiment of the present application. [Figure 15] FIG. 13 is another schematic diagram of output torque determination provided by an embodiment of the present application. [Figure 16] FIG. 2 is a schematic diagram of determining t13 based on t12 and t23 provided by an embodiment of the present application. [Figure 17] FIG. 1 is a schematic diagram of a tooth approach time determination provided by an embodiment of the present application. [Figure 18] 1 is a schematic diagram of a virtual slider sliding on a display screen provided by an embodiment of the present application; [Figure 19] FIG. 2 is a schematic diagram of a number of adjustable options provided by an embodiment of the present application. [Figure 20] 1 is a structural schematic diagram of a motor control device for an electric vehicle provided by an embodiment of the present application; [Figure 21] FIG. 1 is a block diagram of an electric vehicle shown in accordance with one exemplary embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0027] In order to make the objectives, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions will be described clearly and completely below with reference to the drawings of the embodiments of the present application, and it should be understood that the described embodiments are only a part of the embodiments of the present application, and are not all of the embodiments. All other embodiments that a person skilled in the art can think of based on the embodiments of the present application and inspired by the embodiments of the present application are all within the scope of protection of the present application.

[0028] The terms "first," "second," "third," "fourth," etc. (if present) in the specification and claims of this application, and in the drawings described above, are intended to distinguish between similar objects and are not necessarily intended to describe a particular sequence or order. They are used in this manner because the embodiments of the application described herein, for example, can be practiced in sequences other than those shown or described herein. term It should be understood that the terms "comprise" and "have" and any variations thereof are intended to cover non-exclusive inclusions, e.g., a process, method, system, product, or device that includes a series of steps or units need not be limited to the steps or units explicitly stated, but may include other steps or units that are not explicitly stated or that are inherent to those processes, methods, products, or devices.

[0029] First, the terms used in this application will be interpreted below.

[0030] Torque refers to a special moment that rotates an object. Motor torque is the output torque of a motor.

[0031] Backlash refers to the gap between the tooth surfaces when a pair of gears mesh. Backlash is a parameter necessary for smooth meshing of gears.

[0032] Relative deformation refers to the deformation that occurs when a force is applied to a non-rigid material, including but not limited to twisting, biasing, and the like.

[0033] In the related art provided by the background art, at least the following technical problems exist.

[0034] Carbon emission regulations are becoming increasingly strict in various countries around the world, with carbon peak and carbon neutral dates being proposed and a timetable for banning the sale of fuel-powered vehicles being systematically submitted, while new energy vehicles, i.e. electric vehicles, are being strongly encouraged and supported. In view of the current trend of expanding the scope of new energy applications, the research and development, production and application scale of electric vehicles will all grow at a high speed. The driving process of electric vehicles is realized by controlling the output torque of the motor according to the target torque determined by the finished vehicle controller or motor controller. When the motor changes to positive and negative torque, that is, when the direction of the motor output torque changes, the meshing direction of the motor gears changes, so the directions of the forces are not consistent, resulting in tooth strike, which generates vibrations and noise that consumers can clearly feel, and also affects driving comfort. In addition, tooth strike may damage the transmission mechanism such as gears and splines.

[0035] In response to the above-mentioned problems, in the related art, when the output torque of a motor is changed between positive and negative torque, a filter processing method is used to process the output torque to reduce vibration and noise, and the filter method may be a torque smoothing processing method. As shown in FIG. 1, in the case of taking the process of changing the output torque of a motor from positive torque to negative torque as an example, the time integral of the speed difference between the rotation speed of the driving tooth and the rotation speed of the driven tooth when the driving tooth passes through the backlash is the hatched area in the figure, and the hatched area is the backlash value. In FIG. 1, the relative motion of the driving tooth with respect to the driven tooth is respectively shown in FIG. 1. JPEG2025503983000024.jpg12170 (hereinafter referred to as (1), (2), (3), and (4)), where (1) is the positive torque reduction and elastic pressure release stage, (2) is the process of the driving teeth moving together, (3) is the process of the driving teeth and the driven teeth contacting and compressing, and (4) is the negative torque increase and elastic pressure compression stage of the motor. ΔN1 in Figure 1 indicates the speed difference between the converted rotational speed of the wheel end and the rotational speed of the driving teeth at the time when the driving teeth separate from the driven teeth.

[0036] In the above related art, 1) the output torque is smoothed to make the driving teeth pass through the tooth gap slowly with a small torque or zero torque output, so that the time for the driving teeth to pass through the backlash is long and it takes time for the torque to change between positive and negative, and consumers experience discontinuity and interruption in the motor output torque response, perceive a delay in power output, and have a poor driving experience; 2) the contact between the driving teeth and the driven teeth at the maximum value of the rotational speed difference still generates inertial impact and collision noise, and vibration and noise have not been significantly improved. and 3) the torque gradient between the driving tooth and the driven tooth in the elastic pressure release stage is too large, so ΔN1 is large, the initial speed when the driving tooth passes through the backlash is excessive, and the speed difference when the driving tooth contacts the driven tooth again is too large, causing severe impact and continuous shaking of the electric vehicle. As a result, the decrease or increase of the torque gradient in the elastic pressure release stage is limited, and the electric vehicle still accelerates after the consumer releases the accelerator, or does not accelerate when the consumer presses the accelerator, resulting in poor dynamic response of the electric vehicle.

[0037] The present application provides a motor control method for an electric vehicle, which analyzes the dynamic process when the meshing direction of the driving teeth of a motor in a transmission system is changing, and in view of the features of highly accurate measurement of the driving tooth position and rotational speed of the motor and rapid adjustment of the torque of the motor, when it is detected that the direction of the output torque of the motor has changed, the tooth approach operation of the driving teeth is controlled to reduce the speed difference when the driving teeth separate from the driven teeth and then contact each other again, thereby reducing and even eliminating the vibration and noise between the driving teeth and the driven teeth caused by inertial impact.

[0038] In one embodiment, a motor control method for the electric vehicle can be provided in one application scenario. Fig. 2 is a structural schematic diagram of the electric vehicle provided by the embodiment of the present application, and as shown in Fig. 2, the electric vehicle can include an electronic control unit (abbreviated as ECU), a left front wheel, a left front wheel speed sensor, a left front transmission shaft, a front motor resolver, a front motor, a front motor control drive device, a front motor reduction differential device, a right front transmission shaft, a right front wheel speed sensor, a right front wheel, a high voltage battery, a left rear wheel, a left rear wheel speed sensor, a rear motor resolver, a rear motor, a rear motor control drive device, a rear motor reduction differential device, a left rear transmission shaft, a right rear transmission shaft, a right rear wheel speed sensor, and a right rear wheel.

[0039] In the above scenario, the output torque of the front motor is transmitted to the left front wheel and the right front wheel by the front motor reduction differential, and the output torque of the rear motor is transmitted to the left rear wheel and the right rear wheel by the rear motor reduction differential, and the wheel speeds of the corresponding wheels are collected by the left front wheel speed sensor, the right front wheel speed sensor, the left rear wheel speed sensor, and the right rear wheel speed sensor. The speed values ​​detected by the left front wheel speed sensor, the right front wheel speed sensor, the left rear wheel speed sensor, and the right rear wheel speed sensor are collected and processed by the ECU, and the ECU determines whether the torque direction of the output torque of the front motor and the rear motor has changed according to the acquired wheel speeds, and when the torque direction has changed, the tooth approach operation of the driving teeth is controlled to realize the active control of the rotation speed of the driving teeth, thus reducing or avoiding the problem that the initial speed of the driving teeth when passing through the backlash is too large and takes a long time, thereby reducing or avoiding the problems of power output delay, vibration and noise.

[0040] With reference to the above scenario, the technical solution of the motor control method for electric vehicles provided by the present application will be described in detail hereinafter using several specific embodiments.

[0041] The present application provides a motor control method for an electric vehicle. Figure 3 is a flow chart of the motor control method for an electric vehicle provided by an embodiment of the present application. As shown in Figure 3, the method includes the following steps:

[0042] In S301, the relative deformation of the transmission system between the driving teeth of the motor and the wheel end is detected.

[0043] In this step, when the direction of the output torque of the motor is about to change, it can be determined whether the meshing direction of the driving teeth of the motor and the driven teeth of the transmission system is about to change, that is, when the direction of the output torque of the motor is about to change, it indicates that the driving teeth are about to disengage from the driven teeth, that is, the elastic force between the driving teeth and the driven teeth is released, the elastic force is reduced, and the relative deformation of the transmission system between the driving teeth and the wheel end is also reduced.

[0044] Alternatively, while the motor is running, the meshing direction of the driving teeth and driven teeth of the motor can be continuously detected, and the relative deformation amount of the transmission system between the driving teeth and the wheel end can be continuously calculated, so that when it is detected that the direction of the output torque of the motor is about to change, the relative deformation amount of the transmission system between the driving teeth and the wheel end can be determined.

[0045] Optionally, the relative deformation of the transmission system between the drive teeth and the wheel end includes gear deformation and shaft deformation.

[0046] In S302, when the relative deformation amount is a first threshold value, a first speed difference between the rotational speed of the first driving tooth and the reduced rotational speed of the first wheel end is determined.

[0047] In this step, the relative deformation amount being a first threshold value is used to indicate that the driving tooth starts to separate from the driven tooth of the transmission system, the rotation speed of the first driving tooth is the rotation speed of the driving tooth at the time of separation of the driving tooth with respect to the driven tooth, and the converted rotation speed of the first wheel end is the rotation speed obtained by converting the rotation speed of the wheel end of the electric vehicle by the speed ratio at the time of separation. The relative deformation amount being a first threshold value may be that the relative deformation amount is equal to zero, which is the separation time when the driving tooth starts to separate from the driven tooth. The process of the driving tooth separating from the driven tooth and then contacting again may be as shown in Figure 4, which is a schematic diagram of the movement process of the driving tooth and the driven tooth provided by the embodiment of the present application, in which the movement process is coordinated with a fixed coordinate system. Park's Transformation where the frequency of the rotating coordinate system is obtained by converting the wheel speed (the wheel speed is relatively stable, and a relatively stable frequency of the coordinate system can be obtained), and the relative motion between the driving tooth and the driven tooth may be equivalent to six stages or time points, including an elastic release stage, a time point when the driving tooth starts to disengage from the driven tooth, a free rotation stage of the driving tooth, a time point when the driving tooth starts to re-engage with the driven tooth, a time point when the driving tooth starts to contact with the driven tooth, and an elastic compression stage.

[0048] Alternatively, the start of the drive tooth disengaging from the driven tooth may be determined by the relative deformation recovery amount being equal to the elastic deformation amount during recovery of elastic deformation between the drive tooth and the driven tooth.

[0049] Optionally, when the relative deformation is a first threshold value, i.e., when the driving tooth starts to separate from the driven tooth, the speed difference between the rotation speed of the first driving tooth and the converted rotation speed of the first wheel end at this time can be determined, and the speed difference can be recorded as a first speed difference, which makes it easy to determine the output torque required for the motor according to the first speed difference.

[0050] In S303, the output torque of the motor is determined according to the first speed difference.

[0051] In this step, after determining the first speed difference, the output torque of the motor can be calculated using the first speed difference, as shown in FIG. 5, which is a curve schematic diagram of the tooth approach control of the driving teeth provided by the embodiment of the present application. In FIG. 5, taking the case where the output torque of the motor changes from positive torque to negative torque as an example, the relative motion of the driving teeth to the driven teeth can be decomposed into three stages, where the (1) stage can be a positive torque reduction and elastic release stage, the (2) stage can be a driving teeth approach stage, and the (3) stage can be a negative torque increase and elastic compression stage. In FIG. 5, u is used to indicate the torque change rate, T 12 is intended to indicate the first torque required to actively control the tooth convergence of the drive teeth, which serves to accelerate the motor rotor (drive teeth) and cause the motor shaft to pass through the gear clearance region quickly; T 23 indicates the second torque required to actively control the tooth convergence of the drive teeth, and serves to reduce the rotational speed difference when the meshing surfaces of the gears come into contact, thereby reducing the inertial impact caused by the rotational speed difference. T 34 is intended to indicate the transition torque after the active control of tooth approach is ended, i.e., the torque at which the tooth approach control torque is transitioned to a stable torque, T 45 is intended to indicate a steady torque, i.e., the output torque of the motor at this time is equal to the torque desired by the driver (or the torque required on the accelerator pedal), t0 indicates the time when the motor output torque starts to decrease when the consumer releases the accelerator. t1 indicates the time when the driving tooth starts to separate from the driven tooth, t2 is T 12 The first torque cut-off time is indicated when the rotation speed of the drive teeth changes from acceleration to deceleration, and may be a preset timing. t3 is T23 the second torque functional cut-off point, i.e., the point when the driving tooth again contacts the driven tooth, t4 is intended to indicate the time point when the motor output torque reaches a stable torque, t5 is intended to indicate the last time the motor output torque is maintained at a stable torque, t 01 is intended to indicate the duration from when the consumer releases the accelerator to when the driving teeth begin to separate from the driven teeth, t 12 is T 12 is to indicate the length of time during which the first torque acts, t 23 is T 23 is to indicate the length of time during which the second torque acts, t 13 t 12 +t 23 That is, the length of time during which the process of actively controlling the tooth approach of the drive teeth functions. t 34 is T 34 This is to indicate the length of time that the torque acts, i.e., the duration of the transition torque. t 45 is T 45 This is to indicate the duration of time that the torque of the motor functions, i.e., the duration counted from when the output torque of the motor reaches a stable torque, N O indicates the rotational speed converted from the rotational speed of the wheel end by the speed ratio, and is abbreviated as the converted rotational speed of the wheel end. N O1 is used to indicate the converted rotational speed of the wheel end at time t1, N O2 is used to indicate the converted rotational speed of the wheel end at time t2, N O3 is used to indicate the converted rotational speed of the wheel end at time t3, N Ris intended to indicate the rotational speed of the motor rotor, i.e., the rotational speed of the drive teeth, N R1 t 01 is intended to indicate the rotational speed of the drive teeth when the rotation of the drive teeth ends, i.e., the rotational speed of the drive teeth at time t1, N R2 t 12 is intended to indicate the rotational speed of the drive teeth when the rotation of the drive teeth ends, i.e., the rotational speed of the drive teeth at time t2, ΔN1 is N at time t1 O1 and N R1 the speed difference between the driven tooth and the wheel end, i.e., the rotational speed difference between the converted rotational speed of the wheel end at the time when the driving tooth is disengaged from the driven tooth and the rotational speed of the driving tooth. ΔN2 is N at time t2 O2 and N R2 The speed difference between 12 The first torque is intended to indicate the rotational speed difference between the converted rotational speed of the wheel end and the rotational speed of the drive tooth at the time of function cut-off.

[0052] Alternatively, the speed difference between the driving tooth and the driven tooth when the driving tooth passes through the backlash can be integrated with time to obtain the hatched area in FIG. 5. The hatched area is the backlash value. By determining the first speed difference, i.e., ΔN1, the output torque of the motor, i.e., T 12 and T 23 Calculate.

[0053] Alternatively, in step (1) of Fig. 5, the integral range of the elastic release deformation may be a range from when the driven tooth disengages after the consumer releases the accelerator to when the output torque of the motor is 0 or the integral value of the elastic release deformation is equal to a preset value of the elastic deformation. The preset value of the elastic deformation may be represented by a mapping table of the output torque and the elastic release deformation, and when the cumulative integral value of the elastic release deformation reaches the preset value of the elastic deformation, the elastic release deformation is deemed to end. The method of presetting the mapping table may be a method of applying different blocking torques to the motor on a complete vehicle or transmission system assembly under static conditions and measuring the rotation angle of the motor shaft at the blocking torques.

[0054] In the step (2) of FIG. 5, the backlash integral range may be the range from when the elastic release deformation is completed to when the backlash integral value reaches a preset backlash value S or a self-learned backlash value S.

[0055] In step (3) of FIG. 5, the integral range of the elastic compressive deformation may be the range from when the backlash integral ends to when the driving teeth re-mesh with the driven teeth.

[0056] Alternatively, the integral formula is: L=ΣΔω Δω=ΔN×2π / 60 It can be shown as When the sampling frequency is Δt, L t =L t-1 +Δω×Δt.

[0057] Here, L is intended to indicate the integral of the relative position difference of the driving tooth with respect to the driven tooth, and both the elastic deformation integral and the backlash integral can be expressed by this value, and the unit is radians (rad); ΔN is intended to indicate the speed difference between the driving tooth and the driven tooth, and the unit is rotations per minute (rpm); and ω is intended to indicate the speed difference between the driving tooth and the driven tooth after unit conversion, and the unit is rad / s.

[0058] In S304, the tooth approaching operation of the driving teeth relative to the driven teeth is controlled in accordance with the output torque.

[0059] In this step, active control of the rotational speed of the driving teeth is achieved by controlling the output torque of the motor. Therefore, by controlling the output torque of the motor, the tooth-pushing action of the driving teeth relative to the driven teeth can be controlled and the speed difference between the driving teeth and the driven teeth when the teeth come into contact can be reduced, thereby reducing the inertial impact when the teeth come into contact and eliminating vibration and noise.

[0060] The motor control method for an electric vehicle provided in this embodiment introduces elastic deformation when the motor output torque changes, calculates the elastic deformation, and identifies the relative initial speed caused by the elastic deformation, thereby implementing a corresponding motor output torque control strategy according to the initial speed, and actively controls the tooth approaching action of the driving teeth, so that the inertial shock during tooth contact can be effectively reduced, and even avoided or resolved, and vibration and noise can be eliminated. In addition, the tooth approaching of the driving teeth is actively controlled, so that the contact and compression stage in the torque smoothing strategy can be eliminated, the time for the driving teeth to pass through the backlash can be shortened, and the change process of the tooth meshing surface can be shortened, that is, the change time of the positive torque and the negative torque can be reduced, the torque response can be improved, and the driving performance can be improved.

[0061] In one embodiment, the step of determining the output torque of the motor according to the first speed difference includes the steps of determining a first product as a product of the first speed difference and a first time length, the first time length being the duration from the disengagement time to the contact time of the driving tooth with the driven tooth, and if the first product is smaller than a predetermined backlash value, determining that the output torque comprises a first torque and a second torque, the first torque and the second torque being in opposite directions to each other, the first torque being a torque required in a time interval from the disengagement time to a time of transition between the accelerating state and the decelerating state of the motor, and the second torque being a torque required in a time interval from the transition time to the contact time.

[0062] In this solution, when determining the output torque of the motor according to the first speed difference, first, the product of the first speed difference and the first time length, that is, ΔN1×(t 12 +t 23 ) can be determined, and ΔN1×(t 12 +t 23 )<2S (where S is a default backlash value, and the optimal solution is when the preset backlash value is 2S), the first torque T calculated using the first speed difference 12 and the second torque T 23 are opposite to each other, in which case the output torque curve may be as shown in FIG.

[0063] Alternatively, the rotational speed of the drive teeth can be actively controlled by determining the output torque of the motor, i.e., by performing torque control when decelerating and then accelerating (or accelerating and then decelerating, which is determined according to the direction of change in the output torque of the motor), the time it takes for the drive teeth to pass through the backlash can be reduced and the problem of delayed power response can be reduced or even avoided; by controlling the rotational speed of the drive teeth and reducing the rotational speed difference when the drive teeth contact the driven teeth again, ideally the rotational speed difference can be reduced to zero and vibration and noise can be completely eliminated.

[0064] In one embodiment, the first torque and the second torque are converted into a second speed difference between the current rotation speed of the driving tooth and the converted rotation speed of the second wheel end according to a preset backlash value, a first speed difference, and a first time length at the time of conversion, and the converted rotation speed of the second wheel end is a rotation speed obtained by converting the rotation speed of the wheel end of the electric vehicle according to a speed ratio at the time of conversion; the rotation speed of the second driving tooth is determined according to the second speed difference and the converted rotation speed of the second wheel end, and the rotation speed of the second driving tooth is determining a first torque according to the rotational speed of the second drive tooth, the rotational speed of the first drive tooth, the duration between the transition time and the contact time, and the sliding friction force of the drive tooth at the rotational speed of the second drive tooth; and determining a second torque according to the rotational speed of the second drive tooth, the rotational speed of the third drive tooth, the duration between the transition time and the contact time, and the sliding friction force of the drive tooth at the rotational speed of the third drive tooth, wherein the rotational speed of the third drive tooth is the rotational speed of the drive tooth at the contact time.

[0065] In this solution, the geometric model of the hatched area in FIG. 5 can be simplified, and the simplified model shown in FIG. 6 can be used to determine the output torque of the motor, as shown in FIG. As can be seen from the simplified model, N O1 , N R1 , t 12 , t 23 Once is determined, N O2 , N O3 is the decision value, N R2 The time component of is the determinant value. And, N O1 , N O3 , N R1 , N R2 The backlash value S within the area surrounded by is also a determined value.

[0066] According to the above conditions, ΔN2, N R2 The velocity components of the line segment N can be calculated. R1 N R2 Find the derivative of the velocity change rate a 12 We can obtain the line segment N R2 N O3Find the derivative of the velocity change rate a 23 The rate of change of speed a 12 and a 23 According to the above, the first torque T 12 and the second torque T 23 It can be determined by the following formula: 2S = ΔN1 × t 12 +ΔN2×(t 12 +t 23 ) ΔN2=(2S-ΔN1×t 12 ) / (t 12 +t 23 ) N R2 =N O2 -ΔN2=N O2 -(2S-ΔN1×t 12 ) / (t 12 +t 23 ) a 12 =(N R2 -N R1 ) / t 12 a 23 =(N O3 -N R2 ) / t 23

[0067] If we know the moment of inertia of the motor rotor, we can calculate the first torque T according to the moment of inertia I of the motor rotor. 12 and the second torque T 23 can be obtained and expressed by the following formula: T 12 = I × a 12 +T F T 23 = I × a 23 +T F

[0068] Here, one or more tables can be determined according to different driving modes of the electric vehicle, and the table includes the rotation speed of the driving tooth (or the vehicle speed) and t 12 and t 23 Since it is possible to memorize the mapping relationship between t 12 , t 23can be obtained by querying the table T F is intended to indicate the sliding friction force of the drive tooth rotation at the current rotation speed and temperature of the drive tooth, and can be obtained by bench testing.

[0069] Alternatively, the reduced rotational speed N of the wheel end O can be determined by the following formula: N O =N*i

[0070] Vehicle speed prediction formula : V=V1+a×Δt=V1+a F ×Δt-sinθ×g×Δt+F / m×Δt =(N O1 +a O ×Δt)×2πr / K / i K=N1×2πr / V1

[0071] Vehicle speed acceleration formula : a=a F -sinθ×g+F / m In this case, a F ×Δt-sinθ×g×Δt+F / m×Δt=a O ×Δt×2πr / K / i.

[0072] Wheel speed acceleration formula: a O =a / (Δt×2πr×K)=(-a F -sinθ×g+F / m) / (2πr / K / i)

[0073] Wheel speed prediction formula: N OΔt =N O1 +a O ×Δt =N O1 +(-a F -sinθ×g+F / m)×Δt / (2πr / K / i)

[0074] where K is a tire slip coefficient, N is a wheel speed, N1 is a wheel speed at a particular time, and N O is for indicating the converted rotational speed of the wheel end, V can be used to indicate the electric vehicle speed, V1 is for indicating the vehicle speed at a specific time of the electric vehicle, a is for indicating the acceleration of the vehicle speed, F is for indicating the wheel end torque, and in the process of the driving tooth passing through the backlash, F=0, a F is used to indicate the deceleration caused by the skid resistance of the completed vehicle (wind resistance + wheel end friction force + mechanical friction force of the transmission system), and can be obtained from the skid curve. a O indicates the acceleration of the wheel speed, r indicates the radius of the wheel, θ indicates the inclination, i indicates the speed ratio between the wheel and the motor rotor, Δt indicates the length of a specific time period, g indicates the acceleration due to gravity, and m indicates the mass of the electric vehicle.

[0075] Alternatively, t 12 and 23 In addition to determining the output torque of the motor by determining 12 and T 23 The value of T can be used to complete the tooth approach operation of the driving teeth, and one or more tables can be determined according to different driving modes, and the table includes the rotation speed (or vehicle speed) of the driving teeth and T 12 and T 23 The mapping relationship between T 12 , T 23 can be obtained by querying a table, in this case T 12 , T 23 By determining the time corresponding to the above, the tooth approaching action of the driving teeth can be completed, which can be expressed by the following formula. a 12 =I / T 12 a 23 =I / T23 2S = ΔN1 × t 12 +ΔN2×(t 12 +t 23 ) ΔN2=ΔN1-a 13 ×t 12 +a 12 ×t 12 ΔN1+a 12 ×t 12 =a 23 ×t 23 +a 13 ×(t 12 +t 23 ) t 23 =(ΔN1+a 12 ×t 12 -a 13 ×t 12 ) / (a 13 +a 23 ) 2S = ΔN1 × t 12 +(ΔN1-a 13 ×t 12 +a 12 ×t 12 )×(t 12 +(ΔN1+a 12 ×t 12 -a 13 ×t 12 ) / (a 13 +a 23 ))

[0076] a 13 is the line segment N O1 N O3 This shows the rate of change of speed obtained by calculating the derivative with respect to

[0077] Using the above formula, the first torque T 12 The time t 12 and the second torque T 23 The time t 23 , i.e., the entire tooth approach process can be determined.

[0078] Alternatively, N O1 , N O3 , N R1 , N R2Once the area enclosed by is determined to be the backlash S, N O1 and N R1 is determined, and T 12 , T 23 , t 12 , t 23 , t 13 The entire tooth approach process can be determined by determining any two of the amounts.

[0079] Alternatively, by actively controlling the rotational speed of the drive teeth, i.e., by implementing torque control when decelerating and then accelerating (or accelerating and then decelerating, which is determined depending on the direction in which the output torque of the motor is about to change), the time it takes for the drive teeth to pass through the backlash can be reduced, thereby reducing or even avoiding the problem of delayed power response, and by controlling the rotational speed of the drive teeth and reducing the rotational speed difference when the drive teeth contact the driven teeth again, ideally the rotational speed difference can be reduced to zero, completely eliminating vibration and noise.

[0080] In one embodiment, the step of determining the output torque of the motor according to the first speed difference further includes the steps of: determining a product of the first speed difference and a second time length as a second product if the first product is greater than or equal to a preset backlash value, the second time length being the duration from the take-off time to the transition time; and determining that the output torque includes a first torque and a second torque if the second product is less than the preset backlash value, the first torque and the second torque being in the same direction.

[0081] In this solution, when the calculated first product is greater than or equal to the preset backlash value 2S, it is necessary to determine the product of the first speed difference and the second time length, i.e., ΔN1×(t 12 +t 23 ) ≧ 2S, then ΔN1×t 12 can be calculated.

[0082] Alternatively, ΔN1×t12 If the first torque T is less than 2S, the simplified model shown in FIG. 7 can be obtained by performing a geometric model simplification process on the hatched area in FIG. 5. In this case, the first torque T 12 and the second torque T 23 The formula for determining is the above-mentioned ΔN1×(t 12 +t 23 ) < 2S, but ΔN1 × t 12 If <2S, the first torque T 12 and the second torque T 23 are in the same direction and the output torque curve may be that shown in FIG.

[0083] Alternatively, in FIG. 8, the dashed line T1 is intended to show a possible torque curve of the output torque reduction stage, which depends on the torque change rate u, the disengagement time t1 of the driving tooth from the driven tooth, and the initial speed difference ΔN1 when the driving tooth disengages from the driven tooth, and u is intended to show the average gradient of the torque decrease from the time when the consumer releases the accelerator and the output torque starts to decrease to the time when the driving tooth starts to disengage from the driven tooth (t0 to t1), i.e., the torque downward gradient, which is also called the torque change rate.

[0084] Alternatively, the rotational speed of the drive teeth can be actively controlled, i.e., torque control can be performed when decelerating and then accelerating (or accelerating and then decelerating, which is determined according to the direction of change in the motor's output torque), thereby reducing the time it takes for the drive teeth to pass through the backlash and reducing or even avoiding the problem of delayed power response; by controlling the rotational speed of the drive teeth and reducing the rotational speed difference when the drive teeth contact the driven teeth again, ideally the rotational speed difference can be reduced to zero, completely eliminating vibration and noise.

[0085] In one embodiment, the step of determining the output torque of the motor according to the first speed difference further includes the steps of: determining a reduced rotational speed of a third wheel end at a target time point when the second product is greater than or equal to a preset backlash value, the reduced rotational speed of the third wheel end being a rotational speed obtained by converting the rotational speed of the wheel end of the electric vehicle by the speed ratio at the target time point, the target time point being a time point when the driving teeth contact the driven teeth again within the second time length; and determining a third torque according to the reduced rotational speed of the third wheel end, the rotational speed of the first driving teeth, and a duration between the disengagement time point and the target time point, the third torque being a torque required in a time interval from the disengagement time point to the target time point, and the output torque includes the third torque.

[0086] In this solution, the second product is greater than or equal to the preset backlash value, i.e., ΔN1×t 12 If t1 is greater than or equal to 2S, the simplified model shown in FIG. 9 can be obtained by performing a geometric model simplification process for the hatched area in FIG. 5. In this case, from t1 to t 2’ It is only necessary to calculate the torque required for the time period up to t 2’ is the target time point, from t1 to t 2’ This is the point at which the driving teeth again contact the driven teeth within the time period up to the end of the drive period.

[0087] Alternatively, ΔN1×t 12 When ≧2S, determining the output torque (third torque) of the motor can be shown by the following formula. ΔN1×t 12’ =2S t 12’ =2S / ΔN1 N O2’ =N O1 -a 13 ×t 12’ a 12’ =(N O2’ -N R1 ) / t 12’ T 12’= I × a 12’

[0088] t 12’ is from t1 to t 2’ This is to indicate the time length until O2’ t 2’ When the driving teeth come into contact with the driven teeth again at this point, Wheel end This is to indicate the converted rotational speed, 12’ is the line segment N O1 N O2’ This is to show the rate of change of speed obtained by calculating the derivative with respect to T 12’ is to indicate the third torque.

[0089] Alternatively, ΔN1×t 12 ≧2S, the output torque curve may be as shown in Fig. 10. In Fig. 10, the dashed line T1 is for showing a possible torque curve of the output torque reduction stage, which depends on the torque change rate u, the time point t1 at which the drive tooth disengages from the driven tooth, and the initial speed difference ΔN1 when the drive tooth disengages from the driven tooth, and the dashed line T2 is for showing a time point t1 at which the drive tooth disengages from the driven tooth. 12’ After a period of time, the torque curves available for selection are shown.

[0090] Alternatively, the rotational speed of the drive teeth can be actively controlled, i.e., torque control can be performed when decelerating and then accelerating (or accelerating and then decelerating, which is determined according to the direction of change in the motor's output torque), thereby reducing the time it takes for the drive teeth to pass through the backlash and reducing or even avoiding the problem of delayed power response; by controlling the rotational speed of the drive teeth and reducing the rotational speed difference when the drive teeth contact the driven teeth again, ideally the rotational speed difference can be reduced to zero, completely eliminating vibration and noise.

[0091] In one embodiment, the step of detecting the relative deformation of the transmission system between the driving teeth of the motor and the wheel end includes the steps of determining whether a direction of output torque of the motor is about to change, determining whether a meshing direction of the driving teeth and driven teeth of the motor is about to change when the direction of output torque is about to change, and determining the amount of relative deformation when the meshing direction of the driving teeth and driven teeth is about to change.

[0092] In this solution, the torque transmitted by the transmission system between the driving teeth and the wheel will cause the relative deformation of the transmission system between the driving teeth and the wheel end, and the elastic force caused by the deformation of the transmission system between the driving teeth and the wheel end will generate a relative speed difference between the rotation speed of the driving teeth and the equivalent rotation speed of the wheel end during the output torque change. By identifying the relative speed difference and implementing different output torque control strategies for different relative speed differences, the problem in the related art that "the vehicle still accelerates after the accelerator is released, or the vehicle does not accelerate even when the accelerator is pressed" can be effectively reduced or even avoided. This solution allows for a large torque gradient in the elastic release stage, so as to realize rapid changes between positive and negative torque and optimize the dynamic response of the electric vehicle.

[0093] Optionally, it can determine whether the direction of the output torque of the motor is about to change, and the direction of the output torque is about to change can include various situations such as the direction of the output torque changing from positive to negative, from negative to positive, zero plus, zero minus, etc., and when the direction of the output torque is about to change, it can determine whether the meshing direction of the driving teeth and driven teeth of the motor is about to change, and when the meshing direction of the driving teeth and driven teeth is about to change, it can determine the relative deformation amount of the transmission system between the driving teeth of the motor and the wheel end.

[0094] In one embodiment, the relative deformation of the transmission system between the driving teeth of the motor and the wheel end is calculated. detectionThe step of determining further includes the steps of: determining a third speed difference between the current rotational speed of the driving tooth and the rotational speed of the driven tooth when it is detected that a direction of the output torque of the motor has changed; determining a relative displacement of the driving tooth with respect to the driven tooth according to the third speed difference; and determining a relative deformation amount according to the relative displacement.

[0095] In this solution, when the output torque changes, a third speed difference between the rotational speed of the driving tooth and the rotational speed of the driven tooth can be calculated in real time during the subsequent movement of the driving tooth and the driven tooth, the speed difference in each time period of a plurality of consecutive time periods is determined, and the speed difference in each time period and the time length of the corresponding time period are used to calculate the relative displacement of the driving tooth with respect to the driven tooth, and the relative deformation amount of the driving tooth and the driven tooth can be obtained.

[0096] Alternatively, since the relative initial speeds of the driving teeth are different due to different relative deformation amounts, different output torque control strategies can be implemented for different initial speeds to realize rapid change of positive and negative torque and optimize the dynamic response of the electric vehicle.

[0097] The motor control method for an electric vehicle provided by the present application actively controls the output torque of the motor when the meshing direction of the driving teeth and the driven teeth changes, thereby reducing the time it takes for the driving teeth to contact the driven teeth again, accelerating the change in positive and negative torque, shortening the power output delay, and optimizing drivability, while actively controlling the output torque of the motor when the meshing direction of the driving teeth and the driven teeth changes, thereby eliminating the speed difference when the driving teeth contact the driven teeth, and eliminating the noise and impact caused by inertial impact. Furthermore, by adding a deceleration torque, the speed difference when the driving teeth contact the driven teeth is reduced or eliminated, the torque gradient in the elastic release phase is increased, and the positive and negative torque changes are realized quickly, thereby reducing or even avoiding the problem that the vehicle still accelerates after the accelerator is released or the vehicle does not accelerate even when the accelerator is pressed, and optimizing the dynamic response of the vehicle.

[0098] In one embodiment, the output torque of the vehicle can also be determined according to the driving state of the vehicle. The driving state of the vehicle is also called driving style or driving mode, and refers to the acceleration or deceleration characteristics of the vehicle when the consumer presses or releases the accelerator pedal. According to the setting of different driving states, the vehicle has different driving states, that is, according to the setting of different driving states, the power unit of the vehicle has different torque output characteristics, that is, achieves a specific driving state by controlling the output torque. The driving states can include economy state (ECO state), comfort state (standard state), exercise state, and track racing state. In order to meet and adapt to the consumer's demands for different driving states when driving the vehicle, the vehicle can be equipped with a driving state selection function. In different driving states, when the accelerator pedal is pressed or released, the power unit has different torque output characteristics, so as to meet the demands of different acceleration or deceleration characteristics of the vehicle in different driving states. Compared with the comfort mode and the economy mode, in the dynamic mode, when the accelerator pedal is pressed or released, the rate of change of the vehicle acceleration is larger, and the vehicle in the dynamic mode can achieve a larger acceleration or deceleration in the same time, or the vehicle can achieve the target acceleration or target deceleration in a shorter time.

[0099] In another related technology, in order to realize various driving states, it is common to set one corresponding execution program (or logic) for each driving state, and execute the corresponding program after the consumer selects a certain driving state. However, when using such a method, the selection of the driving state is not freely set by the consumer, and the consumer can select and use from several pre-set driving states. Meanwhile, the number of driving states cannot be pre-set so that there is no limit to the number, otherwise high development costs and parts costs will be incurred, and the development cycle will also increase accordingly. Even if a limited number of driving states are pre-installed, it will result in increased research and development costs and extended research and development periods. However, different consumers or the same consumer in different driving scenes have different demands for the acceleration response of the vehicle, so a limited number of driving states cannot meet the consumer's demand for the acceleration response of the vehicle. Take for example, as shown in FIG. 11, in some cases, the vehicle acceleration response in the dynamic mode tends to be sensitive, while the vehicle acceleration response in the comfort mode tends to be sluggish, and for the inappropriate vehicle acceleration response, the consumer takes time to learn or adapt to the driving mode or vehicle response, and in the process, the consumer experiences poor vehicle drivability.

[0100] FIG. 11 is a schematic diagram of the driving state determination provided by the related art. In FIG. 11, taking the accelerator pedal release as an example, the consumer can be divided into steady-state torque control and dynamic torque control from the state of stabilizing the accelerator pedal to the state of releasing the accelerator pedal. Here, the steady-state torque is the torque when the consumer is stabilizing the accelerator pedal, that is, the torque T0 and the torque T 45 When the driving state is changed, the magnitude of the steady-state torque is changed to realize different steady-state driving driving states. The dynamic torque is used to indicate the torque in the process from the accelerator pedal opening change to the torque stabilization. The dynamic torque can be decomposed into the following three stages: Stage (1) is t01 In the time interval, the torque is decreasing, and the time interval is the torque T 01 This is the stage corresponding to Step (2) is t 13 In the time interval, the torque is zero or small. 13 This is the stage corresponding to Step (3) is t 34 In the time interval, the torque is increasing. 34 This is the stage corresponding to.

[0101] ΔN1 indicates the rotational speed difference between the converted rotational speed of the wheel end and the rotational speed of the driving tooth when the driving tooth separates from the driven tooth at time t1.

[0102] In the related art, 01 By determining the rate of change of torque over a time interval, t 01 Determine the operating state for a time interval, t 13 The magnitude of the torque and the time interval t 13 By determining the time length of the time interval, t 13 Determine the operating state for a time interval, and 13 Torque magnitude for time interval, t 13 The duration of the time interval, t 01 The three torque change rates over time intervals must match each other, otherwise more severe vehicle vibrations will occur, resulting in a poorer driving experience for consumers. 34 By determining the rate of change of torque over a time interval, t 34 Determine the operating state for a time interval, t 34 The rate of change of torque over a time interval is t 13 Torque magnitude for time interval, t 13 The duration of the time interval, t 01The torque change rate needs to match with the time interval, otherwise more severe vehicle vibration will occur, and the driving experience of consumers will be poor. Therefore, in the related art, the torque magnitude and torque duration control precision is highly required at each stage of dynamic torque control, which makes it difficult to achieve the expected effect, increases the difficulty of calibration, lengthens the calibration period, and increases the research and development cost.

[0103] In contrast, in the present application, the output torque can be controlled in real time according to the driving state parameters input by the consumer, so that the consumer can select the driving state of the vehicle from between the most sluggish state and the most sensitive state according to his / her preference and habit, so that the driving state of the vehicle is better matched to the driving habit of the consumer, and the driving experience of the consumer can be improved. In addition, the consumer can freely adjust the driving state, and the consumer can make the vehicle adapted to the driving habit of the consumer by adjusting the driving state, which leads to a reduction in the learning cost of the consumer. Furthermore, the output torque can be calculated in real time according to the driving state parameters input by the consumer, so that the research and development period can be shortened and the research and development cost can be reduced.

[0104] The technical solution for determining the output torque of a vehicle according to the driving state of the vehicle will be described in detail below with reference to several specific embodiments.

[0105] In one embodiment, the step of determining the output torque of the motor includes the steps of: acquiring driving state information corresponding to an adjusted target driving state in response to an adjustment operation for adjusting the driving state; converting and processing the driving state information to obtain a digital signal; analyzing and processing the digital signal to obtain a torque signal; and determining the output torque according to the torque signal.

[0106] In this solution, a driving state control device is provided, as shown in Fig. 12, Fig. 12 is a schematic diagram of a driving state control device provided by an embodiment of the present application, in Fig. 12, the driving state control device includes but is not limited to an operation component 1201, a confirmation module 1202, and a control module 1203. Specifically, a consumer adjusts a driving state to a desired target driving state by operating the operation component 1201, the operation component 1201 converts the driving state information corresponding to the target driving state adjusted by the consumer into a digital signal, and then transmits it to the confirmation module 1202, after receiving the digital signal, the confirmation module 1202 calculates a torque signal required in real time corresponding to the target driving state, and transmits the torque signal to the control module 1203, and the control module 1203 outputs a corresponding torque after receiving the torque signal.

[0107] In the above solution, the operation component 1201 may be a control unit equipped with an operation element and a feedback element, and can rely on the operation component 1201 to respond to an adjustment operation on the consumer's driving state, and transmit the result of the adjustment operation to the confirmation module 1202 to feed back to the consumer.

[0108] Here, the operating element may include one or more of tactile operating elements (switches, rotary adjusters, rotary press adjusters, slide adjusters, trackballs, joysticks, touchpads, touchscreens, etc.), sound detection and / or analysis evaluation units (microphones, voice recognizers, frequency analyzers, etc.), eye tracking devices (e.g. camera-based eye tracking devices), non-contact positioning units, 3D positioning units, proximity sensors, user identity (pilot, co-pilot, passenger, etc.) recognition systems, gesture recognizers, etc. For example, the operating element may be configured as a press switch and / or a rotary switch or a touch input display. The operating element 1201 is preferably located within the joint working range of the pilot and co-pilot, and may alternatively be located within the working range of a passenger in the back seat of the vehicle.

[0109] The feedback element may include a signal conversion device that converts driving state information corresponding to the target driving state input by the user into a digital signal (which can be converted into a duty ratio, ratio, rank, intensity, etc.) and transmits it to the confirmation module 1202. The feedback element may further include a visual element (e.g., a display, a light, etc.), a speech element, etc. that can feed back the current driving state to the user by animation, an image, a text, a sound, a lighting color, a lighting brightness, a number of lights, etc.

[0110] In the above solution, a consumer can select the vehicle driving state between the dullest and most sensitive state allowed according to his / her preferences and habits, so that the vehicle driving state is better matched to the consumer's driving habits, thereby improving the consumer's driving experience.

[0111] In one embodiment, the digital signal indicates different driving states of the electric vehicle with different numerical values, and the step of analyzing and processing the digital signal to obtain a torque signal includes the steps of determining that the torque signal is a first preset signal when the digital signal is a first numerical value, determining that the torque signal is a second preset signal when the digital signal is a second numerical value, and determining the torque signal as a target signal according to the first preset signal, the second preset signal, and the first target numerical value when the digital signal is a first target numerical value, wherein the first numerical value is smaller than the second numerical value, the first target numerical value is larger than the first numerical value but smaller than the second numerical value, the first preset signal is the torque signal when sensitivity corresponding to the driving state of the electric vehicle is lowest, the second preset signal is the torque signal when sensitivity corresponding to the driving state of the electric vehicle is highest, and the target signal is the torque signal when sensitivity corresponding to the driving state of the electric vehicle is between the highest sensitivity and the lowest sensitivity.

[0112] In this solution, after the confirmation module receives the digital signal transmitted from the operation component, the digital signal can be expressed numerically in the confirmation module. For example, the digital signal can be any numerical value between 0 and 1. When the numerical value of the digital signal is A, when A = 0, it is for indicating that the operating state is in the most sluggish state, when A = 1, it is for indicating that the operating state is in the most sensitive state, when 0 < A < 1, it is for indicating that the operating state is in a state between the most sluggish state and the most sensitive state.

[0113] In the above solution, the first numerical value may be 0, the first preset signal is the torque signal corresponding to the case where the operating state is in the most sluggish state, the second numerical value may be 1, the second preset signal is the torque signal corresponding to the case where the operating state is in the most sensitive state, and the first target numerical value may be any numerical value between 0 and 1. Since the output torque is calculated in real time according to the operating state input by the consumer, the research and development period can be shortened and the research and development cost can be reduced.

[0114] In one embodiment, when the torque signal is the target signal, the step of determining the output torque according to the torque signal includes: obtaining the fourth torque corresponding to the first preset signal and the fifth torque corresponding to the second preset signal; determining the third product of the first target numerical value and the fifth torque; determining the first target difference between the preset value and the first target numerical value, and determining the fourth product of the first target difference and the fourth torque; and determining the sum of the third product and the fourth product as the output torque.

[0115] In this solution, taking the case of releasing the accelerator pedal as an example (the same applies to the case of stepping on the accelerator pedal. The difference lies in that when the accelerator pedal is released, it is torque reduction control, and when the accelerator pedal is stepped on, it is torque increase control).

[0116] Regarding the dynamic torque stage (1) in FIG. 5, i.e., the torque reduction and elastic release stage, as shown in FIG. 13, at time interval t 01 during the time interval, T 01 By controlling the change gradient of the torque, the operating state of this stage can be determined.

[0117] FIG. 13 is a schematic diagram of one output torque determination provided by an embodiment of the present application. In FIG. 13, the MAX curve is for showing the torque curve when the operating state is in the most sensitive state, i.e., when A = 1, the MIN curve is for showing the torque curve when the operating state is in the least sensitive state, i.e., when A = 0, and the ACT curve is for showing the torque curve when the operating state is in a state between the least sensitive state and the most sensitive state, i.e., when 0 < A < 1. The MAX curve and the MIN curve are preset curves.

[0118] In the dynamic torque stage (1), when 0 < A < 1, the output torque T 01_ ACT can be expressed as follows. T 01_ ACT = A * T 01_ MAX+(1 - A) * T 01_ MIN

[0119] Here, A is for indicating the first target value, and the first target value may be any value between 0 and 1. T 01_ MAX is for indicating the output torque when the operating state is in the most sensitive state, i.e., when A = 1, that is, the fifth torque. T 01_ MIN is for indicating the output torque when the operating state is in the least sensitive state, i.e., when A = 0, that is, the fourth torque, and the preset value may be 1.

[0120] Regarding the dynamic torque stage (3) in FIG. 5, i.e., the negative torque increase and elastic compression stage, as shown in FIG. 14, at time interval t 34In the time interval, the operating state at this stage is determined by controlling the change gradient of the T34 torque.

[0121] FIG. 14 is another schematic diagram of output torque determination provided by an embodiment of the present application. In FIG. 14, the MAX curve is for showing the torque curve when the operating state is in the most sensitive state, that is, when A = 1. The MIN curve is for showing the torque curve when the operating state is in the least sensitive state, that is, when A = 0. The ACT curve is for showing the torque curve when the operating state is in a state between the least sensitive state and the most sensitive state, that is, when 0 < A < 1. The MAX curve and the MIN curve are preset curves.

[0122] In the dynamic torque stage (3), when 0 < A < 1, the output torque T 34_ ACT can be shown as follows. T 34_ ACT = A * T 34_ MAX+(1 - A)*T 34_ MIN

[0123] Here, T 34_ MAX is for showing the output torque when the operating state is in the most sensitive state, that is, when A = 1, that is, the fifth torque. T 34_ MIN is for showing the output torque when the operating state is in the least sensitive state, that is, when A = 0, that is, the fourth torque. The preset value may be 1.

[0124] For the steady-state torque in FIG. 5, that is, torque T0 and torque T 45 As shown in FIG. 15, by changing the magnitudes of torque T0 and torque T 45 different steady-state operating states can be achieved.

[0125] FIG. 15 is another schematic diagram of output torque determination provided by an embodiment of the present application. In FIG. 15, for a certain accelerator pedal opening, the MAX curve is for showing the torque curve when the driving state is in the most sensitive state, that is, when A = 1, at the opening of the accelerator pedal. The MIN curve is for showing the torque curve when the driving state is in the least sensitive state, that is, when A = 0, at the opening of the accelerator pedal. The ACT curve is for showing the torque curve when the driving state is in a state between the least sensitive state and the most sensitive state, that is, when 0 < A < 1, at the opening of the accelerator pedal. The MAX curve and the MIN curve are preset curves.

[0126] When 0 < A < 1, the output torque T _ ACT can be expressed as follows. T _ ACT = A * T _ MAX+(1 - A)*T _ MIN

[0127] Here, T _ MAX is for showing the output torque when the driving state is in the most sensitive state, that is, when A = 1, at the opening of the accelerator pedal, that is, the fifth torque. T _ MIN is for showing the output torque when the driving state is in the least sensitive state, that is, when A = 0, at the opening of the accelerator pedal, that is, the fourth torque. The preset value may be 1.

[0128] In the above solution, since the driving state input by the consumer can be converted into a corresponding digital signal, and the output torque can be calculated in real time using the digital signal, the research and development period can be shortened and the research and development cost can be reduced.

[0129] In one embodiment, the step of determining the third product of the first target value and the fifth torque includes the step of obtaining a preset coefficient for indicating the driving state preference coefficient, and the step of determining the product of the first target value, the preset coefficient, and the fifth torque as the third product.

[0130] In this solution, furthermore, by setting the driving state preference coefficient, the accuracy of output torque calculation can be improved. At this time, in the stage (1) of dynamic torque, when 0 < A < 1, the output torque T 01_ ACT can be expressed as follows. T 01_ ACT = A * K * T 01_ MAX + (1 - A) * T 01_ MIN

[0131] In the stage (3) of dynamic torque, when 0 < A < 1, the output torque T 34_ ACT can be expressed as follows. T 34_ ACT = A * K * T 34_ MAX + (1 - A) * T 34_ MIN

[0132] Regarding the steady-state torque, when 0 < A < 1, the output torque T _ ACT can be expressed as follows. T _ ACT = A * K * T _ MAX + (1 - A) * T _ MIN

[0133] Here, K is used to indicate the driving state preference coefficient.

[0134] In the above solution, since the driving state input by the consumer can be converted into a corresponding digital signal, and the output torque can be calculated in real time using the digital signal, the research and development period can be shortened and the research and development cost can be reduced.

[0135] In one embodiment, the digital signal indicates different time points during the tooth approach of the driving teeth to the driven teeth with different numerical values, and the motor control method further includes the steps of determining a first time point corresponding to when the digital signal is a third numerical value and a second time point corresponding to when the digital signal is a fourth numerical value, and when the digital signal is a second target numerical value, determining a target tooth approach point during the tooth approach of the driving teeth to the driven teeth according to the first time point, the second time point and the second target numerical value, where the third numerical value is smaller than the fourth numerical value and the second target numerical value is greater than the third numerical value but smaller than the fourth numerical value, the first time point is the time point with the least sensitivity to the driving state of the electric vehicle, and the second time point is the time point with the most sensitivity to the driving state of the electric vehicle.

[0136] In this solution, the digital signal may indicate different times during the approach of the driving tooth to the driven tooth with different values, i.e., t 12 and 23 The tooth approach process can also be determined by setting the following: 13 In a time interval, t 13 Time and T 13 By controlling the torque, the operating state of this stage can be determined. In the preferred solution, the tooth approach time variable t 12 and 23 The tooth approach process can be controlled by determining t 12 and 23 By t 13 FIG. 16 shows a schematic diagram of determining the time variable t 12 and 23 Once the total time for the gear shift control is determined, 13 The time is also determined, and the process of determining the tooth approach time can be seen in FIG.

[0137] FIG. 17 is a schematic diagram of a tooth approach time determination provided by an embodiment of the present application. In FIG. 12 Or t23 Regarding 23 , MAX is for indicating the time parameter corresponding to the tooth approaching time when the operating state is the most sensitive state, that is, when A = 1. MIN is for indicating the time parameter corresponding to the tooth approaching time when the operating state is the least sensitive state, that is, when A = 0. ACT is for indicating the time parameter corresponding to the tooth approaching time when the operating state is in a state between the least sensitive state and the most sensitive state, that is, when 0 < A < 1. MAX and MIN are preset values.

[0138] In the above solution, the third numerical value may be 0, the fourth numerical value may be 1, and the second target numerical value may be any numerical value between 0 and 1. By calculating the tooth approaching time in real time according to the operating state input by the consumer, the output torque of the motor can be determined according to the tooth approaching time, and the completion of the tooth approaching operation of the driving tooth can be controlled. Therefore, the research and development period can be shortened and the research and development cost can be reduced.

[0139] In one embodiment, the step of determining the target tooth approaching time during the tooth approaching of the driving tooth to the driven tooth according to the first time point, the second time point, and the second target numerical value includes the step of determining the fifth product of the second target numerical value and the second time point, the step of determining the second target difference between the preset value and the second target numerical value and determining the sixth product of the second target difference and the first time point, and the step of determining the sum of the fifth product and the sixth product as the target tooth approaching time.

[0140] In this solution, when 0 < A < 1, the tooth approaching time t _ ACT is t _ ACT = A * t _ MAX+(1 - A)*t _ MIN Or t _ ACT = A * K * t _ MAX+(1 - A)*t _ MIN Can be shown as follows.

[0141] Here, A is for indicating the second target value, which may be any value between 0 and 1, and t _ MAX is a time parameter corresponding to the tooth approach time when the operating state is the most sensitive state, i.e., A=1, i.e., the second time point, and t _ MIN is intended to indicate a time parameter corresponding to the tooth approach time when the driving state is the dullest, i.e., A=0, i.e., the first time point, and K can be used to indicate a driving state preference coefficient, and the preset value may be 1.

[0142] In the above solution, the tooth shift point is calculated in real time according to the driving state input by the consumer, and the motor output torque can be determined according to the tooth shift point to control the completion of the driving tooth shift operation, thereby shortening the research and development period and reducing the research and development costs.

[0143] In one embodiment, the adjusting operation for adjusting the driving state includes at least one of the following operations: sliding a virtual sliding assembly in a first sliding area, the virtual sliding assembly being an assembly displayed on the electric vehicle display screen, the first sliding area being a preset area on the display screen, and different positions of the virtual sliding assembly in the first sliding area indicating different driving states; sliding a real sliding device in a second sliding area, the real sliding device being a device provided on the electric vehicle, the second sliding area being a preset area on the electric vehicle, and different positions of the real sliding device in the second sliding area indicating different driving states; and selecting a preset adjustable option, the adjustable option including a virtual button displayed on the display screen and / or a real button provided on the electric vehicle, and different adjustable options indicating different driving states.

[0144] In the solution, the operation component may be a display screen with an interactive interface in a vehicle, the display screen may be provided with a virtual sliding assembly, the virtual sliding assembly may be a virtual slider, and the display screen is provided with a first sliding area of ​​the virtual slider, one side of the first sliding area indicates an active (i.e., sensitive) driving state, and the other side indicates a gentle (i.e., dull) driving state, the virtual slider can slide in the first sliding area, and different stay positions of the virtual slider in the first sliding area are for indicating different driving states. Specifically, as shown in FIG. 18, a plurality of button controllers corresponding to preset driving states may be provided in advance on the display screen.

[0145] 18 is a schematic diagram of the virtual slider sliding on the display screen provided by the embodiment of the present application, in which the display screen is provided with a first sliding area 1801, a virtual slider 1802, a first button 1803, a second button 1804, and a third button 1805, the leftmost MIN of the first sliding area 1801 indicates the calmest driving state, and the rightmost MAX indicates the most active driving state, and the consumer can adjust the driving state by controlling the virtual slider 1802 to slide the first sliding area 1801. The display screen is further provided with buttons 1803 to 1805, and the three buttons respectively correspond to different driving states set in advance, and the consumer can adjust to the corresponding driving state by directly operating the three buttons.

[0146] Optionally, the display screen may further include plus and minus buttons, up arrow, down arrow, left arrow, and right arrow buttons, which the consumer operates to adjust the position of the virtual slider.

[0147] In this solution, the display screen may further be provided with multiple adjustable options, such as a first button, a second button, a third button, etc., and selecting an adjustable option can directly adjust to the corresponding position of the first sliding area.

[0148] Optionally, multiple memory settings may be provided in the first sliding area, and each memory setting may store a corresponding virtual slider position to mark a driving state that a consumer has selected. When a consumer selects a memory setting, the consumer can directly adjust the virtual slider to the corresponding slider position of the memory setting.

[0149] Alternatively, when the virtual slider stays at a specific position in the first sliding area, or when the consumer selects a button corresponding to a specific pre-set operating state, or when the consumer selects a specific memory setting, the operation component can convert the position of the virtual slider at this time into a digital signal. The digital signal can be transmitted to a next-stage processing unit via a local area network (LIN), a controller area network (abbreviated as CAN), Ethernet, Bluetooth, etc., and the digital signal can be encoded or decoded to a certain extent and then analyzed into a digital quantity indicating the operating state at that time, or can be transmitted to a next-stage processing unit via a hard wire to indicate the current operating state with the magnitude of voltage, current, electrical resistance, or duty ratio.

[0150] In the solution, the operating component may be a mechanical operating area disposed in the vehicle, the mechanical operating area being provided with a real sliding device including a mechanical slider and a corresponding second sliding area, and may be provided with a mechanical button corresponding to a plurality of adjustable options to indicate a plurality of pre-defined driving states.

[0151] In the above solution, a consumer can select the vehicle driving state between the dullest and most sensitive state allowed according to his / her preferences and habits, so that the vehicle driving state is better matched to the consumer's driving habits, thereby improving the consumer's driving experience.

[0152] In one embodiment, when the adjustment operation is an operation of selecting a preset adjustable option, the adjustable option corresponds to a preset position in the first sliding area and / or the second sliding area.

[0153] In this solution, when multiple adjustable options are provided on the display screen or mechanical operation area, the position of the button relative to the first sliding area and / or the second sliding area, the color of the button, and the line connection between the button and the first sliding area and / or the second sliding area can indicate that the button is in the corresponding position in the first sliding area and / or the second sliding area, and when the consumer operates these buttons, the virtual slider in the first sliding area and / or the second sliding area can be directly adjusted to the corresponding position.

[0154] In the above solution, a consumer can select the vehicle driving state between the dullest and most sensitive state allowed according to his / her preferences and habits, so that the vehicle driving state is better matched to the consumer's driving habits, thereby improving the consumer's driving experience.

[0155] In one embodiment, the step of determining the output torque includes the steps of: obtaining a position signal corresponding to a target position of the first sliding area and / or the second sliding area in response to the adjusting operation, the position signal indicating different operating states of the electric vehicle with different numerical values; determining a sixth torque corresponding to when the position signal is a fifth numerical value and a seventh torque corresponding to when the digital signal is a sixth numerical value; and determining an output torque according to the sixth torque, the seventh torque and the third target numerical value when the position signal is a third target numerical value, the fifth numerical value being smaller than the sixth numerical value, the third target numerical value being larger than the fifth numerical value but smaller than the sixth numerical value, and the sixth torque being a time point at which the sensitivity corresponding to the operating state of the electric vehicle is the lowest. Corresponding torque at The seventh torque is the torque at the point where the sensitivity to the driving state of the electric vehicle is the highest. Corresponding torque at It is.

[0156] The solution also allows the output torque to be determined depending on the position of the virtual slider in the first sliding region or the position of the mechanical slider in the second sliding region.

[0157] Specifically, as shown in FIG. 19, the driving state can be adjusted by providing multiple adjustable options in the operation component (which may be a display screen or a mechanical operation area). FIG. 19 is a schematic diagram of multiple adjustable options provided by an embodiment of the present application, in which four adjustable options are taken as an example in FIG. 19, with 1901-1904 indicating four different adjustable options, respectively, and the positions of the sliders (shown as 1905-1908 in FIG. 19, which may be virtual sliders or mechanical sliders) corresponding to each adjustable option in the sliding area (shown as 1909-1912 in FIG. 19, where the virtual slider corresponds to the first sliding area and the mechanical slider corresponds to the second sliding area) may be different to indicate different driving states. The operation component can obtain a position signal corresponding to a target position of the first sliding area and / or the second sliding area.

[0158] In the above solution, after the confirmation module receives the position signal transmitted from the operation component, the position signal can be numerically displayed in the confirmation module. For example, the position signal may be any numerical value between 0 and 1. When the position signal is A, when A = 0, it is for indicating the position signal when the operating state is in the slowest state, when A = 1, the operation situation is for indicating the position signal when in the most sensitive state, when 0 < A < 1, the operation situation is for indicating the position signal when in a state between the slowest state and the most sensitive state.

[0159] In this solution, the fifth numerical value may be 0, the sixth numerical value may be 1, and the third target numerical value may be any numerical value between 0 and 1. The sixth torque corresponding to the case where the position signal is the fifth numerical value and the seventh torque corresponding to the case where the digital signal is the sixth numerical value can be determined, and based on the third target numerical value, the output torque can be calculated.

[0160] Optionally, the adjustable options that can be arranged include, but are not limited to, steady-state maximum torque, steady-state minimum torque, torque ramp-up, torque ramp-down, engagement time, engagement torque, etc., and two or more adjustable options can be associated or combined. That is, when one adjustable option is adjusted, the associated adjustable options can be adjusted together.

[0161] In the above solution, since the driving state input by the consumer can be converted into the corresponding position signal in the sliding region and the output torque can be calculated in real time using the position signal, the research and development period can be shortened and the research and development cost can be reduced.

[0162] In one embodiment, according to the sixth torque, the seventh torque, and the third target value, the step of determining the output torque includes determining a seventh product of the third target value and the seventh torque, determining a third target difference between a preset value and the third target value, and determining an eighth product of the third target difference and the sixth torque, and determining the sum of the seventh product and the eighth product as the output torque.

[0163] In this solution, when the torque can be determined using the position signal, at this time, when 0 < A < 1, the output torque T _ ACT is T _ ACT = A * T _ MAX + (1 - A) * T _ MIN Or T _ ACT = A * T _ MAX + (1 - A) * T _ MIN Can be shown as follows.

[0164] Here, A is for indicating the third target value, and the third target value may be any numerical value between 0 and 1, T _ MAX is for indicating the torque corresponding to the position signal when the operating state is in the most sensitive state, that is, when A = 1, that is, the seventh torque, T _ MIN is for indicating the torque corresponding to the position signal when the operating state is in the least sensitive state, that is, when A = 0, that is, the sixth torque. K can be used to indicate the operating state preference coefficient, and the preset value may be 1.

[0165] Optionally, the tooth engagement time can also be determined using the position signal. At this time, when 0 < A < 1, the tooth engagement time t _ ACT is t _ ACT = A * t _ MAX + (1 - A) * t _ MIN Or t_ ACT=A*K*t _ MAX+(1-A)*t _ MIN It can be shown as follows.

[0166] Here, A is for indicating a third target value, which may be any value between 0 and 1, and t _ MAX indicates the tooth approach time point corresponding to the position signal when the operating state is the most sensitive state, i.e., A=1, and t _ MIN is intended to indicate the tooth shift time point corresponding to the position signal when the driving state is the dullest, i.e., A=0, and K can be used to indicate a driving state preference coefficient, and the preset value may be 1.

[0167] In the above solution, the driving state input by the consumer is converted into a corresponding position signal in the sliding area, and the output torque or the tooth approach time point can be calculated in real time using the position signal, thereby shortening the research and development period and reducing the research and development cost.

[0168] Overall, the technical solution provided by this application is not only capable of achieving optimization of the driving performance of electric vehicles, but also capable of eliminating noise and shock caused by inertial impact.

[0169] The present application further provides a motor control device for an electric vehicle. Fig. 20 is a structural schematic diagram of a motor control device for an electric vehicle provided by an embodiment of the present application. As shown in Fig. 20, the motor control device 2000 for an electric vehicle includes: a detection module 2001, a determination module 2002, a processing module 2003, and a control module 2004; The detection module 2001 is used for detecting the relative deformation of the transmission system between the driving teeth of the motor and the wheel end; The determination module 2002 is used to determine a first speed difference between the rotation speed of the first driving tooth and the converted rotation speed of the first wheel end when the relative deformation amount is a first threshold value, the relative deformation amount being the first threshold value is used to indicate that the driving tooth starts to disengage from the driven tooth of the transmission system, the rotation speed of the first driving tooth is the rotation speed of the driving tooth at the time of disengagement of the driving tooth with respect to the driven tooth, and the converted rotation speed of the first wheel end is the rotation speed obtained by converting the rotation speed of the wheel end of the electric vehicle by the speed ratio at the time of disengagement; The processing module 2003 is used for determining an output torque of the motor according to the first speed difference; The control module 2004 is used to control the tooth approaching action of the driving teeth relative to the driven teeth according to the output torque.

[0170] Optionally, when determining the output torque of the motor according to the first speed difference, the processing module 2003 specifically determines a first product as a product of the first speed difference and a first time length, the first time length being the duration from the disengagement time to the contact time of the driving tooth with the driven tooth, and if the first product is smaller than a preset backlash value, determines that the output torque includes a first torque and a second torque, the first torque and the second torque being in opposite directions to each other, the first torque is a torque required in the time interval from the disengagement time to the transition time between the acceleration state and the deceleration state of the motor, and the second torque is a torque required in the time interval from the transition time to the contact time.

[0171] Optionally, the motor control device 2000 of the electric vehicle may further include a third determination module (not shown), which specifically determines a second speed difference between the current rotation speed of the driving teeth and the converted rotation speed of the second wheel end according to a preset backlash value, a first speed difference, and a first time length at the conversion time, the converted rotation speed of the second wheel end being the rotation speed obtained by converting the rotation speed of the wheel end of the electric vehicle according to a speed ratio at the conversion time, determines the rotation speed of the second driving teeth according to the second speed difference and the converted rotation speed of the second wheel end, determining a first torque according to the rotational speed of the first drive tooth, the rotational speed of the second drive tooth, the duration between the transition time and the contact time, and the sliding friction force of the drive tooth at the rotational speed of the second drive tooth; determining a second torque according to the rotational speed of the second drive tooth, the rotational speed of the third drive tooth, the duration between the transition time and the contact time, and the sliding friction force of the drive tooth at the rotational speed of the third drive tooth, the rotational speed of the third drive tooth being the rotational speed of the drive tooth at the contact time.

[0172] Optionally, the processing module 2003 is further used for determining the output torque of the motor according to the first speed difference, specifically, when the first product is greater than or equal to a preset backlash value, determining a product of the first speed difference and a second time length as a second product, the second time length being the duration from the release time to the conversion time; when the second product is less than the preset backlash value, determining that the output torque includes a first torque and a second torque, and the first torque and the second torque are in the same direction.

[0173] Optionally, when the processing module 2003 determines the output torque of the motor according to the first speed difference, specifically, when the second product is greater than or equal to the preset backlash value, it further uses: determining a converted rotational speed of a third wheel end at a target time point, the converted rotational speed of the third wheel end is a rotational speed obtained by converting the rotational speed of the wheel end of the electric vehicle by the speed ratio at the target time point, the target time point being a time point when the driving tooth contacts the driven tooth again within the second time length; determining a third torque according to the converted rotational speed of the third wheel end, the rotational speed of the first driving tooth, and the duration between the disengagement time point and the target time point, the third torque is a torque required in the time interval from the disengagement time point to the target time point, and the output torque includes the third torque.

[0174] Alternatively, Detection Module 2001, the relative deformation of the transmission system between the driving teeth of the motor and the wheel end is detection When detecting a change in the output torque of the motor, specifically, the detection signal can be further used to determine a third speed difference between the current rotational speed of the driving tooth and the rotational speed of the driven tooth, determine a relative displacement of the driving tooth with respect to the driven tooth according to the third speed difference, and determine a relative deformation amount according to the relative displacement.

[0175] Optionally, when determining the output torque of the motor, the processing module 2003 is further used for, in particular, responding to an adjustment operation for adjusting the operating state, obtaining operating state information corresponding to the adjusted target operating state, converting and processing the operating state information to obtain a digital signal, analyzing and processing the digital signal to obtain a torque signal, and determining the output torque according to the torque signal.

[0176] Optionally, the digital signal indicates different driving states of the electric vehicle with different values, and the processing module 2003 is used to analyze and process the digital signal to obtain the torque signal, specifically, to determine that the torque signal is a first preset signal when the digital signal is a first value, to determine that the torque signal is a second preset signal when the digital signal is a second value, and to determine the torque signal as a target signal according to the first preset signal, the second preset signal, and the first target value when the digital signal is a first target value, wherein the first value is smaller than the second value, the first target value is larger than the first value but smaller than the second value, the first preset signal is the torque signal when the sensitivity corresponding to the driving state of the electric vehicle is the lowest, the second preset signal is the torque signal when the sensitivity corresponding to the driving state of the electric vehicle is the highest, and the target signal is the torque signal when the sensitivity corresponding to the driving state of the electric vehicle is between the highest sensitivity and the lowest sensitivity.

[0177] Optionally, when the torque signal is a target signal, the processing module 2003 is used to determine the output torque according to the torque signal, specifically to obtain a fourth torque corresponding to the first preset signal and a fifth torque corresponding to the second preset signal, determine a third product of the first target numerical value and the fifth torque, determine a first target difference between the preset value and the first target numerical value to determine a fourth product of the first target difference and the fourth torque, and determine a sum of the third product and the fourth product as the output torque.

[0178] Optionally, when determining a third product of the first target numerical value and the fifth torque, the processing module 2003 is specifically used for obtaining a preset coefficient for indicating a driving state preference coefficient, and determining the product of the first target numerical value, the preset coefficient, and the fifth torque as the third product.

[0179] Optionally, the digital signal indicates different time points during the tooth approach of the driving tooth to the driven tooth with different numerical values, and the processing module 2003 is further used for determining a first time point corresponding to when the digital signal is a third numerical value and a second time point corresponding to when the digital signal is a fourth numerical value, and when the digital signal is a second target numerical value, determining a target tooth approach time point during the tooth approach of the driving tooth to the driven tooth according to the first time point, the second time point and the second target numerical value, wherein the third numerical value is smaller than the fourth numerical value, the second target numerical value is larger than the third numerical value but smaller than the fourth numerical value, the first time point is the time point with the least sensitivity to the driving state of the electric vehicle, and the second time point is the time point with the most sensitivity to the driving state of the electric vehicle.

[0180] Optionally, the processing module 2003 is used, when determining a target tooth approach time during the tooth approach of the driving tooth to the driven tooth according to the first time point, the second time point, and the second target numerical value, specifically, to determine a fifth product of the second target numerical value and the second time point, to determine a second target difference between a preset value and the second target numerical value, and to determine a sixth product of the second target difference and the first time point, and to determine the sum of the fifth product and the sixth product as the target tooth approach time.

[0181] Optionally, the adjusting operation for adjusting the driving state includes at least one of the following operations: sliding a virtual sliding assembly in a first sliding area, the virtual sliding assembly being an assembly displayed on the electric vehicle display screen, the first sliding area being a preset area on the display screen, and different positions of the virtual sliding assembly in the first sliding area indicating different driving states; sliding a real sliding device in a second sliding area, the real sliding device being a device provided on the electric vehicle, the second sliding area being a preset area on the electric vehicle, and different positions of the real sliding device in the second sliding area indicating different driving states; and selecting a preset adjustable option, the adjustable option including a virtual button displayed on the display screen and / or a real button provided on the electric vehicle, and different adjustable options indicating different driving states.

[0182] Optionally, when the adjustment operation is an operation of selecting a preset adjustable option, the adjustable option corresponds to a preset position in the first sliding area and / or the second sliding area.

[0183] Optionally, when determining the output torque of the motor, specifically, the processing module 2003 is further used for obtaining a position signal corresponding to a target position of the first sliding area and / or the second sliding area in response to the adjustment operation, the position signal indicating different driving states of the electric vehicle with different values, determining a sixth torque corresponding to when the position signal is a fifth value, and a seventh torque corresponding to when the digital signal is a sixth value, and determining an output torque according to the sixth torque, the seventh torque, and the third target value when the position signal is a third target value, the fifth value being smaller than the sixth value, the third target value being larger than the fifth value but smaller than the sixth value, and the sixth torque being the time point at which the sensitivity corresponding to the driving state of the electric vehicle is the lowest. Corresponding torque at The seventh torque is the torque at the point where the sensitivity to the driving state of the electric vehicle is the highest. Corresponding torque at It is.

[0184] Optionally, when determining an output torque according to the sixth torque, the seventh torque, and the third target value, the processing module 2003 is specifically used for determining a seventh product of the third target value and the seventh torque, determining a third target difference between a preset value and the third target value, and determining an eighth product of the third target difference and the sixth torque, and determining the sum of the seventh product and the eighth product as the output torque.

[0185] The motor control device for an electric vehicle provided in this embodiment is for implementing the technical solution related to the motor control method for an electric vehicle in the above-mentioned method embodiment, and since the implementation principles and technical effects thereof are similar, they will not be described repeatedly here.

[0186] The embodiment of the present application further provides an electric vehicle. FIG. 21 is a structural schematic diagram of an electric vehicle shown according to an exemplary embodiment. As shown in FIG. 21, the electric vehicle 2100 includes: A processor 2111, a memory 2112, and an interaction interface 2113, The processor 2111 is connected to a memory 2112 and an interaction interface 2113, the memory 2112 is for storing computer executable instructions executable by the processor 2111, the processor 2111 is configured to execute the technical solution related to the above-mentioned electric vehicle motor control method by executing the computer executable instructions, and the interaction interface 2113 provides an interface between the processor 2111 and a peripheral interface module.

[0187] Alternatively, the memory 2112 may be separate or may be located integrally with the processor 2111 .

[0188] Alternatively, the memory 2112 may be a separate device from the processor 2111. electric car 2100 may further include a bus for connecting the above devices.

[0189] Optionally, the memory may be a Random Access Memory (abbreviated as RAM), a Read Only Memory (abbreviated as ROM), a Programmable Read-Only Memory (abbreviated as PROM), an Erasable Read-Only Memory (EWROM), or a Programmable Read-Only Memory (PROM). Programmable Read-only memory (abbreviated as Erasable Programmable Read-Only Memory, EPROM) is an electrically erasable Programmable The memory may be, but is not limited to, an Electric Erasable Programmable Read-Only Memory (EEPROM), etc. The memory is for storing programs, and the processor executes the programs after receiving an execution instruction. In addition, the software programs and modules in the memory may further include an operation system, which may include various software assemblies and / or drivers for system task management (e.g., memory management, storage device control, power management, etc.), and may communicate with various hardware or software assemblies to provide an execution environment for other software assemblies.

[0190] Alternatively, the processor may be an integrated circuit chip having a processing capability of signals. The processor may be a general-purpose processor, including a Central Processing Unit (abbreviated as CPU), a Network Processor (abbreviated as NP), etc. The methods, steps, and logic block diagrams disclosed in the embodiments of the present specification may be implemented or executed. The general-purpose processor may be a microprocessor, or the processor may be any conventional processor, etc.

[0191] An embodiment of the present application further provides a computer-readable storage medium, in which computer-executable instructions are stored, which, when executed by a processor, are used to realize the technical solution related to the motor control method for an electric vehicle provided by the above-mentioned method embodiment.

[0192] An embodiment of the present application provides a computer program product including a computer program, which, when executed by a processor, realizes the technical solution related to the motor control method for an electric vehicle provided by the method embodiment.

[0193] Those skilled in the art will understand that all or part of the steps of implementing each of the above-mentioned method embodiments can be performed by hardware associated with program instructions. The above-mentioned program can be stored in a computer-readable storage medium. When the program is executed, it executes the steps including each of the above-mentioned method embodiments. Meanwhile, the above-mentioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disk, optical disk, etc.

[0194] Finally, it should be noted that the above embodiments are for illustrating the technical solutions of the present application, but are not limiting thereof. Although the present application has been described in detail with reference to the above embodiments, those skilled in the art may still modify the technical solutions described in the above embodiments or make equivalent substitutions for some or all of the technical features thereof, and such modifications or substitutions shall not depart from the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present application.

[0195] This application was filed with the China Intellectual Property Office on July 28, 2022, with priority number PCT / CN2022 / 108470, and the title of the invention is "Electric vehicle and its motor control method, device, and storage medium." international Priority is claimed from the following patent application, the entire contents of which are incorporated herein by reference.

Claims

1. Detecting a relative deformation of a transmission system between a driving tooth of the motor and a wheel end; determining a first speed difference between the rotational speed of the first driving tooth and the converted rotational speed of the first wheel end when the relative deformation is at a first threshold value, the first threshold value being used to indicate that the driving tooth starts to disengage from the driven tooth of the transmission system, the rotational speed of the first driving tooth being the rotational speed of the driving tooth at the time of disengagement of the driving tooth from the driven tooth, and the converted rotational speed of the first wheel end being the rotational speed obtained by converting the rotational speed of the wheel end of the electric vehicle by a speed ratio at the time of disengagement; determining an output torque of the motor according to the first speed difference; and controlling an operation of bringing the driving teeth closer to the driven teeth in accordance with the output torque.

2. determining an output torque of the motor according to the first speed difference, determining a first product of the first velocity difference and a first length of time, the first length of time being the duration from the time of disengagement to the time of contact of the drive tooth with the driven tooth; 2. The motor control method of claim 1, further comprising: if the first product is less than a preset backlash value, determining that the output torque comprises a first torque and a second torque, the first torque and the second torque being in opposite directions, the first torque being a torque required in a time interval from the release time to a time when the motor changes between an accelerating state and a decelerating state, and the second torque being a torque required in a time interval from the change time to the contact time.

3. The first torque and the second torque are At the conversion time, a second speed difference between the current rotation speed of the driving teeth and a converted rotation speed of a second wheel end is determined based on the preset backlash value, the first speed difference, and the first time length, and the converted rotation speed of the second wheel end is a rotation speed obtained by converting the rotation speed of the wheel end of the electric vehicle by a speed ratio at the conversion time; determining a rotational speed of a second driving tooth according to the second speed difference and the converted rotational speed of the second wheel end, the rotational speed of the second driving tooth being the rotational speed of the driving tooth at the time of the conversion; determining the first torque according to a rotational speed of the second drive tooth, a rotational speed of the first drive tooth, a duration between the disengagement time and the transition time, and a sliding friction force of the drive tooth at the rotational speed of the second drive tooth; and 3. The motor control method of claim 2, further comprising: determining the second torque according to a rotational speed of the second drive tooth, a rotational speed of a third drive tooth, a duration between the transition time point and the contact time point, and a sliding friction force of the drive tooth at the rotational speed of the third drive tooth, the rotational speed of the third drive tooth being the rotational speed of the drive tooth at the contact time point.

4. determining an output torque of the motor according to the first speed difference, determining a second product as a product of the first speed difference and a second length of time if the first product is greater than or equal to the preset backlash value, the second length of time being a duration from the take-off time to the transition time; 3. The motor control method of claim 2, further comprising: if the second product is less than the preset backlash value, determining that the output torque comprises the first torque and the second torque, the first torque and the second torque being in the same direction.

5. determining an output torque of the motor according to the first speed difference, determining a converted rotational speed of a third wheel end at a target time when the second product is greater than or equal to the preset backlash value, the converted rotational speed of the third wheel end being a rotational speed obtained by converting the rotational speed of the wheel end of the electric vehicle by a speed ratio at the target time, the target time being a time when the driving tooth contacts the driven tooth again within the second time length; 5. The motor control method of claim 4, further comprising: determining a third torque according to the converted rotational speed of the third wheel end, the rotational speed of the first driving tooth, and a duration between the take-off time and the target time, the third torque being a torque required in a time interval from the take-off time to the target time, and the output torque including the third torque.

6. Determining the relative deformation of the transmission system between the driving teeth of the motor and the wheel end includes: determining a third speed difference between the current rotational speed of the drive teeth and the rotational speed of the driven teeth; determining a relative displacement of the driving tooth with respect to the driven tooth according to the third speed difference; 6. The motor control method according to claim 1, further comprising the step of: determining the amount of relative deformation according to the relative displacement.

7. The step of determining an output torque of the motor comprises: Acquiring operating state information corresponding to the adjusted target operating state in response to an adjustment operation for adjusting the operating state; converting and processing the driving state information to obtain a digital signal; analyzing and processing the digital signal to obtain a torque signal; 2. The method of claim 1, further comprising the step of: determining the output torque according to the torque signal.

8. The digital signal indicates different operating states of the electric vehicle with different values, and the step of analyzing and processing the digital signal to obtain a torque signal includes: determining that the torque signal is a first preset signal if the digital signal is a first numerical value; determining that the torque signal is a second preset signal if the digital signal is a second numerical value; and when the digital signal is a first target value, determining the torque signal as a target signal according to the first preset signal, the second preset signal, and the first target value; 8. The motor control method of claim 7, wherein the first numerical value is smaller than the second numerical value, the first target numerical value is greater than the first numerical value but smaller than the second numerical value, the first predetermined signal is a torque signal when a sensitivity corresponding to an operating state of the electric vehicle is lowest, the second predetermined signal is a torque signal when a sensitivity corresponding to an operating state of the electric vehicle is highest, and the target signal is a torque signal when a sensitivity corresponding to an operating state of the electric vehicle is between the highest sensitivity and the lowest sensitivity.

9. determining the output torque according to the torque signal when the torque signal is a target signal, obtaining a fourth torque corresponding to the first preset signal and a fifth torque corresponding to the second preset signal; determining a third product of the first target value and the fifth torque; determining a first target difference between a preset value and the first target value, and determining a fourth product of the first target difference and the fourth torque; 9. The method of claim 8, further comprising the step of determining the sum of the third product and the fourth product as the output torque.

10. The step of determining a third product of the first target numerical value and the fifth torque includes: Obtaining a preset coefficient indicating a driving state preference coefficient; 10. The motor control method of claim 9, further comprising: determining a product of the first target value, the preset coefficient, and the fifth torque as the third product.

11. The digital signal indicates different numerical values ​​at different points in time during the approach of the drive tooth to the driven tooth, and the motor control method includes: determining a first time point corresponding to when the digital signal is a third numerical value and a second time point corresponding to when the digital signal is a fourth numerical value; and when the digital signal is a second target value, determining a target time point during the tooth approach of the driving tooth to the driven tooth according to the first time point, the second time point, and the second target value, 8. The motor control method of claim 7, wherein the third numerical value is smaller than the fourth numerical value, the second target numerical value is greater than the third numerical value but smaller than the fourth numerical value, the first time point is a time point with the lowest sensitivity to the driving state of the electric vehicle, and the second time point is a time point with the highest sensitivity to the driving state of the electric vehicle.

12. determining a target tooth approach time point during the tooth approach of the driving tooth to the driven tooth according to the first time point, the second time point, and the second target value, determining a fifth product of the second target value and the second time point; determining a second target difference between a preset value and the second target value and determining a sixth product of the second target difference and the first time point; 12. The motor control method according to claim 11, further comprising the step of determining a sum of the fifth product and the sixth product as the target tooth approach time point.

13. The adjustment operation to adjust the operating condition is A sliding operation of a virtual sliding assembly in a first sliding area, the virtual sliding assembly being an assembly displayed on the electric vehicle display screen, the first sliding area being a preset area on the display screen, and different positions of the virtual sliding assembly in the first sliding area indicating different driving states; A sliding operation of a real sliding device in a second sliding area, the real sliding device being a device provided on the electric vehicle, the second sliding area being a preset area provided on the electric vehicle, and different positions of the real sliding device in the second sliding area indicating different operating states; and selecting and manipulating preset adjustable options, the adjustable options including virtual buttons displayed on the display screen and / or real buttons provided on the electric vehicle, different adjustable options representing different driving conditions; 13. The motor control method according to claim 7, further comprising at least one of the steps of:

14. 14. The motor control method according to claim 13, wherein when the adjustment operation is a selection operation of a preset adjustable option, the adjustable option corresponds to a preset position in the first sliding region and / or the second sliding region.

15. The step of determining the output torque comprises: acquiring a position signal corresponding to a target position of the first sliding area and / or the second sliding area in response to the adjusting operation, the position signal indicating different operating states of the electric vehicle with different numerical values; determining a sixth torque corresponding to a fifth value of the position signal and a seventh torque corresponding to a sixth value of the digital signal; determining the output torque according to the sixth torque, the seventh torque, and the third target value when the position signal is a third target value; 15. The motor control method of claim 14, wherein the fifth numerical value is smaller than the sixth numerical value, the third target numerical value is greater than the fifth numerical value but smaller than the sixth numerical value, the sixth torque is a point in time where sensitivity to a driving state of the electric vehicle is the lowest, and the seventh torque is a point in time where sensitivity to a driving state of the electric vehicle is the highest.

16. The step of determining the output torque according to the sixth torque, the seventh torque, and the third target value includes: determining a seventh product of the third target value and the seventh torque; determining a third target difference between a preset value and the third target value, and determining an eighth product of the third target difference and the sixth torque; and determining the sum of the seventh product and the eighth product as the output torque.

17. A motor control device for an electric vehicle, comprising: a detection module, a determination module, a processing module, and a control module, The detection module is used for detecting the relative deformation of the transmission system between the driving teeth of the motor and the wheel end; The determining module is used to determine a first speed difference between the rotation speed of the first driving tooth and the converted rotation speed of the first wheel end when the relative deformation amount is a first threshold value, the relative deformation amount being the first threshold value is used to indicate that the driving tooth starts to disengage from the driven tooth of the transmission system, the rotation speed of the first driving tooth is the rotation speed of the driving tooth at the time of disengagement of the driving tooth from the driven tooth, and the converted rotation speed of the first wheel end is the rotation speed obtained by converting the rotation speed of the wheel end of the electric vehicle by a speed ratio at the time of disengagement; the processing module is adapted to determine an output torque of the motor according to the first speed difference; 13. A motor control device for an electric vehicle, wherein the control module is used for controlling a tooth approaching operation of the driving teeth relative to the driven teeth in accordance with the output torque.

18. An electric vehicle including a processor and a memory communicatively connected to the processor, the memory storing computer executable instructions; The processor executes computer executable instructions stored in the memory to realize the method for controlling a motor of an electric vehicle according to any one of claims 1 to 16.

19. 17. A computer-readable storage medium having computer-executable instructions stored therein, the computer-executable instructions being used to realize the method for controlling a motor of an electric vehicle according to any one of claims 1 to 16, when executed by a processor.

20. A computer program product including a computer program, the computer program being used to realize the motor control method for an electric vehicle according to any one of claims 1 to 16, when executed by a processor.

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