WO2023222095A1 - 一种车辆扭矩控制方法、装置、电子设备和存储介质 - Google Patents

一种车辆扭矩控制方法、装置、电子设备和存储介质 Download PDF

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Publication number
WO2023222095A1
WO2023222095A1 PCT/CN2023/095110 CN2023095110W WO2023222095A1 WO 2023222095 A1 WO2023222095 A1 WO 2023222095A1 CN 2023095110 W CN2023095110 W CN 2023095110W WO 2023222095 A1 WO2023222095 A1 WO 2023222095A1
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WIPO (PCT)
Prior art keywords
axle
torque
equivalent
speed
vehicle
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PCT/CN2023/095110
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English (en)
French (fr)
Inventor
凌和平
石明川
王红霞
张昊
周斌豪
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比亚迪股份有限公司
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Publication of WO2023222095A1 publication Critical patent/WO2023222095A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/28—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed without contact making and breaking, e.g. using a transductor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/42—Electrical machine applications with use of more than one motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/46—Wheel motors, i.e. motor connected to only one wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present application relates to the field of vehicle technology, and in particular to a vehicle torque control method, device, electronic equipment and storage medium.
  • the existing technology performs closed-loop control when the vehicle speed is within a certain range, and performs open-loop control when the vehicle speed exceeds a certain range, so that wheel slip cannot be effectively controlled at high speeds.
  • embodiments of the present application are proposed to provide a vehicle torque control method, device, electronic device and storage medium that overcome the above problems or at least partially solve the above problems.
  • a vehicle torque control method which is applied to four-wheel drive vehicles, including:
  • the output torque of the motor of the drive shaft is adjusted according to the drive shaft torque adjustment value.
  • obtaining the vehicle's front axle equivalent axle speed and rear axle equivalent axle speed includes:
  • determining the equivalent axle speed difference between the front axle and the rear axle of the vehicle based on the front axle equivalent axle speed and the rear axle equivalent axle speed includes:
  • the difference between the rear axle speed and the front axle speed is calculated to obtain a first equivalent axle speed difference.
  • the front axle and the rear axle of the vehicle are determined based on the front axle equivalent axle speed and the rear axle equivalent axle speed.
  • the difference between the rear axle equivalent axle speed and the front axle equivalent axle speed is calculated to obtain a second equivalent axle speed difference.
  • determining the equivalent axle speed difference between the front axle and the rear axle of the vehicle based on the front axle equivalent axle speed and the rear axle equivalent axle speed includes:
  • the front axle speed is calculated based on the vehicle's front axle motor speed
  • the rear axle speed is calculated based on the vehicle's rear axle motor speed
  • the rear axle speed is calculated with The difference between the front axle speeds is the first equivalent shaft speed difference
  • the equivalent front axle speed is calculated based on the vehicle's front wheel speed
  • the rear axle equivalent axle speed is calculated based on the vehicle's rear wheel speed
  • the rear axle etc.
  • the difference between the effective shaft speed and the front axle equivalent shaft speed is the second equivalent shaft speed difference.
  • determining the drive shaft torque adjustment value based on the equivalent shaft speed difference includes:
  • the drive shaft torque adjustment value is determined.
  • adjusting the output torque of the motor of the drive shaft according to the drive shaft torque adjustment value includes:
  • the drive shaft torque adjustment value is a step size, and the drive shaft torque is reduced until the absolute value of the equivalent shaft speed difference is less than the second equivalent difference threshold, and the adjustment is stopped when it is less than the second equivalent difference threshold, where, The first equivalent shaft speed difference threshold is greater than the second equivalent difference threshold.
  • adjusting the output torque of the motor of the drive shaft according to the drive shaft torque adjustment value includes:
  • the front axle torque is controlled to be reduced according to the drive shaft torque adjustment value.
  • the determining that the front axle of the vehicle needs to reduce torque or that the rear axle of the vehicle needs to reduce torque includes:
  • the method when the rear axle of the vehicle needs to reduce torque, the method further includes:
  • the method further includes:
  • the rear axle torque is controlled to increase.
  • controlling the front axle torque to increase according to the drive axle torque adjustment value includes:
  • the rear axle torque is reduced according to the drive shaft torque adjustment value, and the front axle torque is increased according to the drive shaft torque adjustment value value;
  • the front axle torque value is increased according to the front axle torque adjustment threshold, and the rear axle torque is reduced according to the drive shaft torque adjustment value.
  • controlling the rear axle torque to increase according to the drive axle torque adjustment value includes:
  • the front axle torque is reduced according to the drive shaft torque adjustment value, and the rear axle torque is increased according to the drive shaft torque adjustment value.
  • the rear axle torque value is increased according to the rear axle torque adjustment threshold, and the front axle torque is reduced according to the drive shaft torque adjustment value.
  • adjusting the output torque of the motor of the drive shaft according to the drive shaft torque adjustment value includes:
  • determining the front axle torque lower limit includes:
  • the front axle torque lower limit is determined to be the torque limit value of the motor reverse rotation; the third equivalent shaft speed difference threshold Greater than the first equivalent shaft speed difference threshold.
  • adjusting the output torque of the motor of the drive shaft according to the drive shaft torque adjustment value includes:
  • determining the rear axle torque lower limit includes:
  • the lower limit value of the rear axle torque is determined to be zero
  • the rear axle torque lower limit is determined to be the torque limit value of the motor reverse rotation; the third equivalent shaft speed difference threshold Greater than the first equivalent shaft speed difference threshold.
  • this application also discloses a vehicle torque control device, including:
  • the information acquisition module is used to obtain the equivalent axle speed of the front axle and the equivalent axle speed of the rear axle of the vehicle;
  • a calculation module configured to determine the equivalent axle speed difference between the front axle and the rear axle of the vehicle based on the equivalent axle speed of the front axle and the equivalent axle speed of the rear axle, and determine the drive shaft based on the equivalent axle speed difference.
  • a control module used to adjust the output torque of the motor of the drive shaft according to the drive shaft torque adjustment value.
  • the information acquisition module includes:
  • the first equivalent axle speed difference determination submodule is used to obtain the equivalent axle speed of the front axle and the equivalent axle speed of the rear axle of the vehicle when the vehicle is in a straight driving condition.
  • the computing module includes:
  • the second equivalent axle speed difference determination sub-module is used to obtain the vehicle front axle motor speed and calculate the front axle speed according to the vehicle front axle motor speed; to obtain the vehicle rear axle motor speed and calculate the vehicle rear axle motor speed Rear axle speed; calculate the difference between the rear axle speed and the front axle speed to obtain the first equivalent axle speed difference.
  • the computing module includes:
  • the third equivalent axle speed difference determination sub-module is used to obtain the vehicle front wheel speed, and calculate the front axle equivalent axle speed according to the vehicle front wheel speed; obtain the vehicle rear wheel speed, and calculate the vehicle rear wheel speed according to the vehicle rear wheel speed. Calculate the rear axle equivalent axle speed quickly; calculate the difference between the rear axle equivalent axle speed and the front axle equivalent axle speed to obtain a second equivalent axle speed difference.
  • the computing module includes:
  • the fourth equivalent axle speed difference determination sub-module is used to obtain the vehicle speed; when the vehicle's speed is greater than zero and less than or equal to the first preset vehicle speed threshold, the front axle speed is calculated according to the vehicle's front axle motor speed, and the vehicle's rear axle speed is calculated based on the vehicle's rear axle motor speed.
  • the axle motor speed is used to calculate the rear axle speed, and the difference between the rear axle speed and the front axle speed is calculated to obtain the first equivalent axle speed difference; when the vehicle speed is greater than the first predetermined Set the vehicle speed threshold, calculate the front axle equivalent axle speed based on the vehicle's front wheel speed, calculate the rear axle equivalent axle speed based on the vehicle's rear wheel speed, calculate the rear axle equivalent axle speed and the front axle equivalent axle speed The difference between them is the second equivalent shaft speed difference.
  • the computing module includes:
  • a torque calculation submodule configured to determine the drive shaft torque adjustment value when the absolute value of the equivalent shaft speed difference is greater than the first equivalent shaft speed difference threshold.
  • control module includes:
  • the equivalent shaft speed difference adjustment unit is used to continuously determine whether the absolute value of the equivalent shaft speed difference is greater than the first equivalent shaft speed difference threshold.
  • effective shaft speed differential threshold to which the drive shaft torque
  • the adjustment value is a step size, reducing the drive shaft torque until the absolute value of the equivalent shaft speed difference is less than the second equivalent difference threshold, and stopping the adjustment when it is less than the second equivalent difference threshold, wherein the third An equivalent shaft speed difference threshold is greater than the second equivalent difference threshold.
  • control module includes:
  • a first motor control submodule configured to determine that the front axle of the vehicle needs to reduce torque or that the rear axle of the vehicle needs to reduce torque when the absolute value of the equivalent axle speed difference is greater than the first equivalent axle speed difference threshold;
  • the second motor control submodule is used to control the torque reduction of the rear axle according to the drive shaft torque adjustment value when the rear axle of the vehicle needs to reduce torque;
  • the third motor control submodule is used to control the front axle torque reduction according to the drive shaft torque adjustment value when the front axle of the vehicle needs to reduce torque.
  • the first motor control sub-module further includes:
  • a first motor control unit configured to determine that the rear axle of the vehicle needs to reduce torque when the equivalent shaft speed difference is greater than zero
  • the second motor control unit is configured to determine that the front axle of the vehicle needs to reduce torque when the equivalent shaft speed difference is less than zero.
  • the second motor control submodule includes:
  • a third motor control unit configured to control an increase in front axle torque according to the drive shaft torque adjustment value; or, when the front axle of the vehicle needs to reduce torque, control the rear axle torque according to the drive shaft torque adjustment value Increase.
  • the third motor control unit includes:
  • a front axle torque adjustment threshold acquisition unit used to acquire the front axle torque adjustment threshold
  • a front axle torque value increasing unit configured to reduce the rear axle torque according to the drive axle torque adjustment value if the drive axle torque adjustment value is less than or equal to the front axle torque adjustment threshold, and to reduce the rear axle torque according to the drive axle torque adjustment value.
  • the torque adjustment value increases the front axle torque value
  • a rear axle torque reduction unit configured to increase the front axle torque value according to the front axle torque adjustment threshold if the drive axle torque adjustment value is greater than the front axle torque adjustment threshold, and to adjust the front axle torque according to the drive axle torque adjustment threshold value reduces the rear axle torque.
  • the third motor control unit includes;
  • a rear axle torque adjustment threshold acquisition unit used to acquire the rear axle torque adjustment threshold
  • a rear axle torque value increasing unit configured to reduce the front axle torque according to the drive axle torque adjustment value if the drive axle torque adjustment value is less than or equal to the rear axle torque adjustment threshold, and to reduce the front axle torque according to the drive axle torque adjustment value
  • the torque trim value increases said rear axle torque
  • a front axle torque reduction unit configured to increase the rear axle torque value according to the rear axle torque adjustment threshold if the drive axle torque adjustment value is greater than the front axle torque adjustment threshold, and to adjust the rear axle torque according to the drive axle torque adjustment value. value reduces the front axle torque.
  • control module includes:
  • the torque lower limit value determination submodule is used to determine the front axle torque lower limit value
  • Torque adjustment submodule used to adjust the output torque of the motor of the drive shaft to The lower limit of the torque.
  • the torque lower limit value determination submodule includes:
  • a first torque lower limit determination unit configured to determine that the front axle torque lower limit is zero when the absolute value of the equivalent shaft speed difference is less than a third equivalent shaft speed difference threshold
  • a second torque lower limit determination unit configured to determine the front axle torque lower limit as the torque limit for motor reverse rotation when the absolute value of the equivalent shaft speed difference is greater than the third equivalent shaft speed difference threshold. ;
  • the third equivalent shaft speed difference threshold is greater than the first equivalent shaft speed difference threshold.
  • control module includes:
  • the torque lower limit value determination submodule is used to determine the rear axle torque lower limit value
  • Torque adjustment submodule used to adjust the output torque of the motor of the drive shaft to The lower limit of the torque.
  • the torque lower limit value determination submodule includes:
  • a first torque lower limit determination unit configured to determine that the rear axle torque lower limit is zero when the absolute value of the equivalent axle speed difference is less than a third equivalent axle speed difference threshold
  • a second torque lower limit determination unit configured to determine the rear axle torque lower limit as the torque limit for motor reverse rotation when the absolute value of the equivalent shaft speed difference is greater than the third equivalent shaft speed difference threshold. ;
  • the third equivalent shaft speed difference threshold is greater than the first equivalent shaft speed difference threshold.
  • this application also discloses an electronic device, including a processor, a memory, and a computer program stored on the memory and capable of running on the processor.
  • the computer program is executed by the processor Steps to implement the vehicle torque control method described above.
  • the present application also discloses a computer-readable storage medium.
  • a computer program is stored on the computer-readable storage medium.
  • the steps of the vehicle torque control method are implemented.
  • this application also discloses a vehicle, which includes a front motor, a rear motor and a controller, and the controller is used to implement the steps of the vehicle torque control method mentioned above.
  • This application obtains the equivalent axle speed of the front axle and the equivalent axle speed of the rear axle of the vehicle, and determines the equivalent axle speed difference between the front axle and the rear axle of the vehicle based on the equivalent axle speed of the front axle and the equivalent axle speed of the rear axle; Determine drive shaft torque adjustment based on equivalent shaft speed difference value; adjust the output torque of the motor of the drive shaft according to the drive shaft torque adjustment value.
  • This application can control the wheel slip through the shaft speed difference between the front drive shaft and the rear drive shaft. It does not need to control the wheel slip according to the speed, and realizes dual-axis closed-loop control in the full speed range; through the shaft speed It detects the slippage of the wheel by the difference and realizes faster control. It can timely control the motor wheel speed difference between the two axles and avoid unnecessary consumption of power.
  • Figure 1 is a step flow chart of an embodiment of a vehicle torque control method of the present application
  • Figure 2 is a step flow chart of another vehicle torque control method embodiment of the present application.
  • Figure 3 is a step flow chart of an embodiment of a vehicle torque control device of the present application.
  • the existing technology In order to solve the problem of slippage of new energy vehicles under special circumstances, the existing technology generally performs closed-loop control when the vehicle speed is within a certain range, and performs open-loop control when the vehicle speed exceeds a certain range, so that wheel slippage cannot be effectively controlled at high speeds. ; And the existing technology generally adjusts the torque of the front axle, which may lead to a decrease in the power of the entire vehicle; the threshold value of the front and rear axle speed difference in the existing technology is a fixed value, which may cause the torque adjustment module to frequently intervene and exit.
  • One of the core concepts of the embodiments of the present application is to provide a method to control wheel slip through the shaft speed difference between the front drive shaft and the rear drive shaft, thereby achieving two-axis closed-loop control in the full speed range.
  • FIG. 1 a step flow chart of an embodiment of a vehicle torque control method of the present application is shown, which may specifically include the following steps:
  • Step 101 obtain the equivalent axle speed of the front axle and the equivalent axle speed of the rear axle of the vehicle, and determine the equivalent axle speed difference between the front axle and the rear axle of the vehicle based on the equivalent axle speed of the front axle and the equivalent axle speed of the rear axle;
  • the vehicle is suitable for turning conditions and straight driving conditions.
  • the motor speed of the drive shaft can be collected through the motor resolver sensor, and then the shaft speed of the drive shaft driven by the motor can be obtained through the motor speed, and based on the rear axle
  • the equivalent shaft speed difference between the front axle and the rear axle can be calculated by subtracting the shaft speed of the front axle from the
  • the wheel speed and the transmission ratio between the wheel and the motor are used to calculate the shaft speed of the drive shaft, and the equivalent shaft speed difference between the front and rear axles is calculated based on the shaft speeds of the front and rear axles.
  • Step 102 determine the drive shaft torque adjustment value according to the equivalent shaft speed difference
  • the adjustment values obtained are positive or negative, but other Only the positive and negative signs only represent adjusting the front or rear axle, and the actual adjustment value is the absolute value of the obtained drive shaft torque adjustment value.
  • Step 103 Adjust the output torque of the motor of the drive shaft according to the drive shaft torque adjustment value.
  • only the front axle drive torque may be reduced, or only the rear axle drive torque may be reduced.
  • the equivalent axle speed of the front axle and the equivalent axle speed of the rear axle of the vehicle are obtained, and the equivalent axle between the front axle and the rear axle of the vehicle is determined based on the equivalent axle speed of the front axle and the equivalent axle speed of the rear axle.
  • Speed difference according to the equivalent shaft speed difference, calculate the drive shaft torque adjustment value required to reduce the equivalent shaft speed difference; adjust the output torque of the motor of the drive shaft according to the drive shaft torque adjustment value.
  • This application uses the axle speed difference between the front drive shaft and the rear drive axle to regulate wheel slip, achieving dual-axis closed-loop control in the full speed range; using the axle speed difference to detect wheel slip, achieve faster speed Ground control can instantly adjust the motor speed difference between the two axles, thereby preventing or reducing the slip of the car wheels, thus enabling better control of the car.
  • FIG. 2 a step flow chart of another vehicle torque control method embodiment of the present application is shown. The method includes the following steps:
  • Step 201 when the vehicle is in a straight driving condition, obtain the equivalent axle speed of the front axle and the equivalent axle speed of the rear axle of the vehicle, and determine the front axle and rear axle speed of the vehicle based on the equivalent axle speed of the front axle and the equivalent axle speed of the rear axle.
  • the steering wheel angle ⁇ of the vehicle can be obtained through the steering wheel angle sensor, and the steering wheel angular speed a 1 can be calculated through the steering wheel angle ⁇ .
  • the steering wheel angle threshold is set to S1
  • the steering wheel angular speed threshold is set to S2.
  • S1 and S2 are both If it is greater than 0, it can be set before leaving the factory according to different types of vehicles.
  • the absolute value of ⁇ is less than S1 and a1 is less than S2
  • determining the equivalent axle speed difference between the front axle and the rear axle of the vehicle based on the front axle equivalent axle speed and the rear axle equivalent axle speed may include:
  • the difference between the rear axle speed and the front axle speed is calculated to obtain a first equivalent axle speed difference.
  • the front motor speed collected by the motor resolver sensor is set to w1
  • the rear motor speed collected is w 2.
  • the front axle speed is the front motor speed w 1
  • the rear axle speed is the rear motor speed w 2
  • the speed difference d 1 can be calculated by formula (3):
  • the front wheel left motor speed collected by the resolver sensor When the vehicle is driven by four motors, set the front wheel left motor speed collected by the resolver sensor to be w 1 , the front wheel right motor speed to be w 2 , the rear wheel left motor speed to be w 3 , and the rear right motor speed to be W 4 , then the front axle speed is the average of the left and right motor speeds of the front axle, which is (w 1 +w 2 )/2, and the rear axle speed is the average of the left and right motor speeds of the rear axle, which is (W 3 +W 4 )/ 2.
  • the first equivalent shaft speed difference d 1 can be calculated by formula (4):
  • determining the equivalent axle speed difference between the front axle and the rear axle of the vehicle based on the front axle equivalent axle speed and the rear axle equivalent axle speed may include:
  • the difference between the rear axle equivalent axle speed and the front axle equivalent axle speed is calculated to obtain a second equivalent axle speed difference.
  • the wheel speed of the left front wheel collected by the wheel speed sensor is ⁇ fl and the wheel speed of the right front wheel is ⁇ fr , then
  • the average speed of the left front wheel and right front wheel equivalent to the front axle motor end is the front axle equivalent shaft speed ⁇ mfw , ⁇ mfw is calculated by formula (5):
  • f is the reduction ratio of the reducer between the front motor and the front wheel, and is greater than 1;
  • Effective shaft speed ⁇ mrw , ⁇ mrw is calculated by formula (6):
  • i rl and i rr are the transmission ratios from the left rear motor and the right rear motor to the wheels respectively, and are greater than 1;
  • the second equivalent shaft speed difference d2 can be obtained based on the difference between the rear axle equivalent axle speed ⁇ mrw and the front axle equivalent axle speed ⁇ mfw .
  • determining the equivalent axle speed difference between the front axle and the rear axle of the vehicle based on the front axle equivalent axle speed and the rear axle equivalent axle speed may include:
  • the front axle speed is calculated based on the vehicle's front axle motor speed
  • the rear axle speed is calculated based on the vehicle's rear axle motor speed
  • the rear axle speed is calculated with The difference between the front axle speeds is the first equivalent shaft speed difference
  • the speed V 1 of the vehicle can be collected, and the vehicle speed threshold is set to V 2 .
  • the first equivalent shaft speed difference can be used as the equivalent shaft speed difference between the front axle and the rear axle of the vehicle;
  • the front axle equivalent axle speed is calculated based on the vehicle's front wheel speed
  • the rear axle equivalent axle speed is calculated based on the vehicle's rear wheel speed
  • the rear axle equivalent axle speed is calculated with the front axle
  • the difference between the equivalent shaft speeds is the second equivalent shaft speed difference.
  • the phase can be calculated based on the wheel speed of the vehicle.
  • the second equivalent axle speed difference can be used as the equivalent axle speed difference between the front axle and the rear axle of the vehicle;
  • V 2 in the embodiment of the present application is greater than 0, and the vehicle speed threshold can be set before the vehicle leaves the factory according to different configurations of the vehicle.
  • Step 202 When the absolute value of the equivalent shaft speed difference is greater than the first equivalent shaft speed difference threshold, determine the drive shaft torque adjustment value.
  • the first equivalent axle speed difference threshold is the condition for judging that the vehicle needs to adjust the drive shaft torque.
  • the absolute value of the equivalent axle speed difference is set to d abs .
  • the first equivalent axle speed difference threshold is t 1.
  • d abs > t
  • k represents the current time
  • J represents the wheel inertia
  • ⁇ 2 refers to the equivalent shaft speed difference correction value
  • A is the proportional coefficient
  • B is the integral coefficient
  • C is the differential coefficient
  • e k represents the equal value at different times.
  • the difference in effective shaft speed difference, ⁇ u(k) represents the increment of the drive shaft torque adjustment value.
  • step 202 may include the following sub-step S21:
  • Sub-step S21 continue to determine whether the absolute value of the equivalent shaft speed difference is greater than the first equivalent shaft speed difference threshold, when the absolute value of the equivalent shaft speed difference is greater than the first equivalent shaft speed difference threshold , with the torque adjustment value as the target, continue to reduce the drive shaft torque until the absolute value of the equivalent shaft speed difference is less than the second equivalent difference threshold, and stop adjusting when it is less than the second equivalent difference threshold, Wherein, the first equivalent shaft speed difference threshold is greater than the second equivalent difference threshold.
  • the first equivalent axle speed difference threshold is greater than the second equivalent difference threshold.
  • the equivalent axle speed difference reaches the first equivalent axle speed difference threshold, it indicates that there is a wheel slipping, and the slipping value is calculated.
  • the torque adjustment value of the drive shaft corresponding to the wheel is used to adjust the output torque of the motor of the drive shaft according to the torque adjustment value. The entire process will continue to determine whether the absolute value of the equivalent shaft speed difference is less than the second equivalent shaft speed difference threshold.
  • the adjustment step length that the corresponding motor can withstand can be found by looking up the table according to the current actual torque of the other axis motor, and judging whether the adjustment step length is the same as the second equivalent shaft speed difference threshold.
  • the size of the torque adjustment value When the adjustment step is smaller than the torque adjustment value, the output torque of the motor of the drive shaft that needs to be adjusted is reduced by the preset step. When the adjustment step is larger than the torque adjustment value, the torque is reduced by the preset step. Adjustment The value is the step length to reduce the output torque of the motor of the drive shaft that needs to be adjusted.
  • Step 203 When the absolute value of the equivalent axle speed difference is greater than the first equivalent axle speed difference threshold, it is determined that the front axle of the vehicle needs to reduce torque or the rear axle of the vehicle needs to reduce torque;
  • the equivalent axle speed difference can be positive or negative.
  • the vehicle can be judged based on the positive or negative value of the equivalent axle speed difference.
  • the rear axle or the rear axle needs to be reduced in torque.
  • determining that the front axle of the vehicle needs to reduce torque or the rear axle of the vehicle needs to reduce torque may include sub-steps S22-S23;
  • the equivalent axle speed difference is greater than 0, and the equivalent axle speed difference is the rear axle speed minus the front axle speed, it means that the rear axle speed is greater than the front axle speed, and it is necessary to reduce the rear axle torque to make the front axle Speed phase balance, thereby inhibiting slip or reducing the degree of wheel slip.
  • Sub-step S23 when the equivalent axle speed difference is less than zero, it is determined that the front axle of the vehicle needs to reduce torque.
  • Step 204 when the vehicle's rear axle needs to reduce torque, control the rear axle torque reduction according to the drive shaft torque adjustment value;
  • the method when the rear axle of the vehicle needs to reduce torque, the method further includes: controlling the front axle torque to increase according to the drive shaft torque adjustment value;
  • the method further includes: controlling the rear axle torque to increase according to the drive shaft torque adjustment value.
  • controlling the front axle torque to increase according to the drive shaft torque adjustment value includes: obtaining the front axle torque adjustment threshold; if the drive shaft torque adjustment value is less than or equal to the front axle torque adjustment threshold, then reduce the rear axle torque according to the drive axle torque adjustment value, and increase the front axle torque value according to the drive axle torque adjustment value; if the drive axle torque adjustment value is greater than the front axle torque adjustment threshold value, then the front axle torque value is increased according to the front axle torque adjustment threshold value, and the rear axle torque value is decreased according to the drive shaft torque adjustment value.
  • the axis that reduces torque is set as axis 1
  • the axis that increases torque is set as axis 2.
  • the front axle torque adjustment threshold refers to the maximum torque value that the drive shaft that increases torque can increase, that is, the axis motor is this The difference between the motor torque value at the time and the physical upper limit value of the motor.
  • the current axis torque adjustment threshold is greater than or equal to the drive
  • the rear axle torque is reduced according to the drive axle torque adjustment value
  • the front axle torque value is increased according to the drive axle torque adjustment value.
  • the total torque demand of the two axles remains unchanged during the whole process, so that when the car is placed, it slips. This ensures the driving force of the vehicle, thereby ensuring the driving performance of the vehicle while suppressing slipping.
  • the front axle torque value will be increased until the front axle torque increment reaches the torque adjustment threshold, then the front axle torque will stop increasing, and the front axle torque will be stopped according to the drive shaft torque adjustment value.
  • the torque adjustment value is the torque value that the vehicle needs to adjust under the current vehicle conditions.
  • controlling the increase in rear axle torque according to the drive shaft torque adjustment value includes: obtaining a rear axle torque adjustment threshold; if the drive shaft torque adjustment value is less than or equal to the The rear axle torque adjustment threshold is to reduce the front axle torque according to the drive axle torque adjustment value, and increase the rear axle torque according to the drive axle torque adjustment value; if the drive axle torque adjustment value is greater than the front axle torque adjustment value, The axle torque adjustment threshold value increases the rear axle torque value according to the rear axle torque adjustment threshold value, and decreases the front axle torque value according to the drive axle torque adjustment value.
  • the axis that reduces torque is set to axis 1
  • the axis that increases torque is set to axis 2.
  • the rear axle torque adjustment threshold refers to the maximum torque value that can be increased by the rear drive axle that increases torque.
  • the front axle torque is reduced according to the drive shaft torque adjustment value
  • the rear axle torque value is increased according to the drive shaft torque adjustment value.
  • the total of the two axles in the whole process is The torque demand remains unchanged, thereby ensuring the driving force of the vehicle even when the vehicle is slipping, and thus ensuring the driving performance of the vehicle while suppressing slipping.
  • the rear axle torque value is increased according to the rear axle torque adjustment threshold until the front axle torque increment reaches the torque adjustment threshold, then the increase in rear axle torque is stopped. , reduce the torque value of the front axle according to the drive shaft torque adjustment value, until the front axle has no need to reduce torque, and the total torque demand of the two axles is reduced throughout the process, thereby ensuring the driving force of the vehicle when the car is slipping, and thus suppressing slippage. to ensure the driving performance of the vehicle.
  • adjusting the output torque of the motor of the drive shaft according to the drive shaft torque adjustment value may include: determining a lower limit value of the front axle torque; if the motor of the drive shaft If the current output torque is less than or equal to the torque lower limit value after reducing the drive shaft torque adjustment value, then the output torque of the drive shaft motor is adjusted to the torque lower limit value.
  • adjusting the output torque of the motor of the drive shaft according to the drive shaft torque adjustment value may include: determining a lower limit value of the rear axle torque; if the motor of the drive shaft If the current output torque is less than or equal to the torque lower limit value after reducing the drive shaft torque adjustment value, then the output torque of the drive shaft motor is adjusted to the torque lower limit value.
  • the lower limit value of the drive shaft torque can be obtained.
  • the lower limit value of the torque means that the torque of the shaft can be adjusted. If the current output torque of the drive shaft motor is less than or equal to the torque lower limit value after reducing the drive shaft torque adjustment value, it means that the torque of the axis has reached the lowest value. For example, when the drive shaft torque adjustment value is 50N*m.
  • the output torque of the drive shaft that currently needs to be reduced is 30N*m, and the lower limit is -10N*m.
  • the output torque of the drive shaft that currently needs to be reduced is -20N*m after it is reduced by 50N*m, which is less than the lower limit of torque. , it can only be reduced to the lower limit value;
  • the output torque of the drive shaft should be reduced according to the drive shaft torque adjustment value, for example.
  • the drive shaft torque adjustment value is 50N*m
  • the output torque of the drive shaft that currently needs to be reduced is 30N*m
  • the lower limit is -40N*m.
  • the output torque of the drive shaft that currently needs to be reduced is -20N* after it is reduced by 50N*m.
  • m is greater than the torque lower limit value, the output torque of the drive shaft motor can be reduced according to the drive shaft torque adjustment value.
  • determining the front axle torque lower limit value may include: when the absolute value of the equivalent axle speed difference is less than the third equivalent axle speed difference threshold, determining the front axle torque lower limit value is zero; when the absolute value of the equivalent shaft speed difference is greater than the third equivalent shaft speed difference threshold, the lower limit value of the front axle torque is determined to be the torque limit value of the motor reverse rotation; the third equivalent shaft speed difference threshold is greater than the first Equivalent shaft speed difference threshold.
  • the third equivalent shaft speed difference threshold is greater than the first equivalent shaft speed difference threshold.
  • the absolute value of the equivalent shaft speed difference is greater than the third equivalent shaft speed difference threshold, it means that the torque that needs to be reduced is relatively large. , it may be that the equivalent shaft speed difference cannot be eliminated after the output torque of the drive shaft is reduced to 0, and it needs to continue to be reduced at this time, then the torque of the shaft can be set to the physical limit value of the motor reversal; the equivalent shaft speed difference is If the absolute value is less than the third equivalent shaft speed difference threshold, it means that the equivalent shaft speed difference can be eliminated or reduced after the output torque of the drive shaft is reduced to 0. At this time, the front axle torque lower limit can be set to 0.
  • determining the lower limit value of the rear axle torque may include: when the absolute value of the equivalent axle speed difference is less than the third equivalent axle speed difference threshold, determining the lower limit value of the rear axle torque. is zero; when the absolute value of the equivalent shaft speed difference is greater than the third equivalent shaft speed difference threshold, the lower limit value of the rear axle torque is determined to be the torque limit value of the motor reverse rotation; the third equivalent shaft speed difference threshold is greater than the first Equivalent shaft speed difference threshold.
  • the third equivalent shaft speed difference threshold is greater than the first equivalent shaft speed difference threshold.
  • the absolute value of the equivalent shaft speed difference is greater than the third equivalent shaft speed difference threshold, it means that the torque that needs to be reduced is relatively large. , it may be that the equivalent shaft speed difference cannot be eliminated after the output torque of the drive shaft is reduced to 0, and it needs to continue to be reduced at this time, then the torque of the shaft can be set to the physical limit value of the motor reversal; the equivalent shaft speed difference is If the absolute value is less than the third equivalent shaft speed difference threshold, it means that the equivalent shaft speed difference can be eliminated or reduced after the output torque of the drive shaft is reduced to 0. At this time, the rear axle torque lower limit can be set to 0.
  • determining the front axle and rear axle torque lower limit values may include: when the absolute value of the equivalent axle speed difference is less than a third equivalent axle speed difference threshold, determining the front axle and rear axle torque limits.
  • the rear axle torque lower limit is zero; when the absolute value of the equivalent shaft speed difference is greater than the third equivalent shaft speed difference threshold, the front and rear axle torque lower limits are determined to be the torque limit values of the motor reverse rotation; the third The equivalent shaft speed difference threshold is greater than the first equivalent shaft speed difference threshold.
  • the third equivalent shaft speed difference threshold is greater than the first equivalent shaft speed difference threshold.
  • the absolute equivalent shaft speed difference is The value is greater than the third equivalent shaft speed difference threshold, indicating that the torque that needs to be reduced is relatively large. It may be that the equivalent shaft speed difference cannot be eliminated after the output torque of the drive shaft is reduced to 0. At this time, it still needs to continue to reduce, then the shaft The torque can be set as the physical limit value of the motor reverse rotation; the absolute value of the equivalent shaft speed difference is less than the third equivalent shaft speed difference threshold, which means that the equivalent shaft speed difference can be eliminated or reduced after the output torque of the drive shaft is reduced to 0. Axle speed difference, at this time you can set the front and rear axle torque lower limits to 0.
  • This application can reduce or suppress the wheel slip through the shaft speed difference between the front drive shaft and the rear drive shaft. It does not need to control the wheel slip based on the speed, and realizes dual-axis closed-loop control in the full speed range; The slippage of the wheel is discovered through the difference in axle speed to achieve faster control.
  • the motor wheel speed difference between the two axles can be adjusted in time to avoid unnecessary loss of power.
  • This application introduces two equivalent speed difference thresholds, and one Large and small, the drive shaft will not stop until the equivalent speed difference is less than the smaller equivalent speed difference threshold during the process of reducing torque, so that the vehicle reaches a more stable state than the control target before exiting, avoiding frequent triggering of the control strategy. and exit.
  • This application can also transfer torque between the front and rear axles, that is, one axle is enlarged and the other axle is lowered, so that while wheel slippage is eliminated, the torque demand of the entire vehicle remains unchanged.
  • the vehicle torque control device may include:
  • the information acquisition module 301 is used to obtain the equivalent axle speed of the front axle and the equivalent axle speed of the rear axle of the vehicle;
  • the calculation module 302 is used to determine the equivalent axle speed difference between the front axle and the rear axle of the vehicle according to the equivalent axle speed of the front axle and the equivalent axle speed of the rear axle, and determine the driving force according to the equivalent axle speed difference.
  • Shaft torque adjustment value
  • the control module 303 is used to adjust the output torque of the motor of the drive shaft according to the drive shaft torque adjustment value.
  • the information acquisition module 301 may include:
  • the first equivalent axle speed difference determination submodule is used to obtain the equivalent axle speed of the front axle and the equivalent axle speed of the rear axle of the vehicle when the vehicle is in a straight driving condition.
  • the computing module 302 may include:
  • the second equivalent axle speed difference determination sub-module is used to obtain the vehicle front axle motor speed and calculate the front axle speed according to the vehicle front axle motor speed; to obtain the vehicle rear axle motor speed and calculate the vehicle rear axle motor speed Rear axle speed; calculate the difference between the rear axle speed and the front axle speed to obtain the first equivalent axle speed difference.
  • the computing module 302 may include:
  • the third equivalent axle speed difference determination sub-module is used to obtain the vehicle front wheel speed and calculate the front wheel speed according to the vehicle front wheel speed.
  • axle equivalent axle speed obtain the rear wheel speed of the vehicle, calculate the rear axle equivalent axle speed according to the vehicle rear wheel speed; calculate the difference between the rear axle equivalent axle speed and the front axle equivalent axle speed The difference is the second equivalent shaft speed difference.
  • the computing module 302 may include:
  • the fourth equivalent axle speed difference determination sub-module is used to obtain the vehicle speed; when the vehicle's speed is greater than zero and less than or equal to the first preset vehicle speed threshold, the front axle speed is calculated according to the vehicle's front axle motor speed, and the vehicle's rear axle speed is calculated based on the vehicle's rear axle motor speed.
  • the axle motor speed is used to calculate the rear axle speed, and the difference between the rear axle speed and the front axle speed is calculated to obtain the first equivalent axle speed difference; when the vehicle speed is greater than the first predetermined Set the vehicle speed threshold, calculate the front axle equivalent axle speed based on the vehicle's front wheel speed, calculate the rear axle equivalent axle speed based on the vehicle's rear wheel speed, calculate the rear axle equivalent axle speed and the front axle equivalent axle speed The difference between them is the second equivalent shaft speed difference.
  • the computing module 302 may include:
  • a torque calculation submodule configured to determine the drive shaft torque adjustment value when the absolute value of the equivalent shaft speed difference is greater than the first equivalent shaft speed difference threshold.
  • control module 303 may include:
  • the equivalent shaft speed difference adjustment unit is used to continuously determine whether the absolute value of the equivalent shaft speed difference is greater than the first equivalent shaft speed difference threshold. When the absolute value of the equivalent shaft speed difference is greater than the first equivalent shaft speed difference, When the effective shaft speed difference threshold is reached, the drive shaft torque adjustment value is used as the step size to reduce the drive shaft torque until the absolute value of the equivalent shaft speed difference is less than the second equivalent difference threshold. When it is less than the second equivalent difference threshold, The adjustment is stopped when the equivalent difference threshold is reached, wherein the first equivalent shaft speed difference threshold is greater than the second equivalent difference threshold.
  • control module 303 may include:
  • a first motor control submodule configured to determine that the front axle of the vehicle needs to reduce torque or that the rear axle of the vehicle needs to reduce torque when the absolute value of the equivalent axle speed difference is greater than the first equivalent axle speed difference threshold;
  • the second motor control submodule is used to control the torque reduction of the rear axle according to the drive shaft torque adjustment value when the rear axle of the vehicle needs to reduce torque;
  • the third motor control submodule is used to control the front axle torque reduction according to the drive shaft torque adjustment value when the front axle of the vehicle needs to reduce torque.
  • the first motor control sub-module further includes:
  • a first motor control unit configured to determine that the rear axle of the vehicle needs to reduce torque when the equivalent shaft speed difference is greater than zero
  • the second motor control unit is configured to determine that the front axle of the vehicle needs to reduce torque when the equivalent shaft speed difference is less than zero.
  • the second motor control submodule may include:
  • a third motor control unit configured to control an increase in front axle torque according to the drive shaft torque adjustment value; or, when the front axle of the vehicle needs to reduce torque, control the rear axle torque according to the drive shaft torque adjustment value Increase.
  • the third motor control unit may include:
  • a front axle torque adjustment threshold acquisition unit used to acquire the front axle torque adjustment threshold
  • a front axle torque value increasing unit configured to reduce the rear axle torque according to the drive axle torque adjustment value if the drive axle torque adjustment value is less than or equal to the front axle torque adjustment threshold, and to reduce the rear axle torque according to the drive axle torque adjustment value.
  • the torque adjustment value increases the front axle torque value
  • a rear axle torque reduction unit configured to increase the front axle torque value according to the front axle torque adjustment threshold if the drive axle torque adjustment value is greater than the front axle torque adjustment threshold, and to adjust the front axle torque according to the drive axle torque adjustment threshold value reduces the rear axle torque.
  • the third motor control unit includes;
  • a rear axle torque adjustment threshold acquisition unit used to acquire the rear axle torque adjustment threshold
  • a rear axle torque value increasing unit configured to reduce the front axle torque according to the drive axle torque adjustment value if the drive axle torque adjustment value is less than or equal to the rear axle torque adjustment threshold, and to reduce the front axle torque according to the drive axle torque adjustment value
  • the torque trim value increases said rear axle torque
  • a front axle torque reduction unit configured to increase the rear axle torque value according to the rear axle torque adjustment threshold if the drive axle torque adjustment value is greater than the front axle torque adjustment threshold, and to adjust the rear axle torque according to the drive axle torque adjustment value. value reduces the front axle torque.
  • control module 303 may include:
  • the torque lower limit value determination submodule is used to determine the front axle torque lower limit value
  • Torque adjustment submodule used to adjust the output torque of the motor of the drive shaft to The lower limit of the torque.
  • the torque lower limit value determination submodule may include:
  • a first torque lower limit determination unit configured to determine that the front axle torque lower limit is zero when the absolute value of the equivalent shaft speed difference is less than a third equivalent shaft speed difference threshold
  • a second torque lower limit determination unit configured to determine the front axle torque lower limit as the torque limit for motor reverse rotation when the absolute value of the equivalent shaft speed difference is greater than the third equivalent shaft speed difference threshold. ;
  • the third equivalent shaft speed difference threshold is greater than the first equivalent shaft speed difference threshold.
  • control module 303 may include:
  • the torque lower limit value determination submodule is used to determine the rear axle torque lower limit value
  • Torque adjustment submodule used to adjust the output torque of the motor of the drive shaft to The lower limit of the torque.
  • the torque lower limit value determination submodule may include:
  • a first torque lower limit determination unit configured to determine that the rear axle torque lower limit is zero when the absolute value of the equivalent axle speed difference is less than a third equivalent axle speed difference threshold
  • a second torque lower limit determination unit configured to determine the rear axle torque lower limit as the torque limit for motor reverse rotation when the absolute value of the equivalent shaft speed difference is greater than the third equivalent shaft speed difference threshold. ;
  • the third equivalent shaft speed difference threshold is greater than the first equivalent shaft speed difference threshold.
  • control module 303 may include:
  • the torque lower limit value determination submodule is used to determine the front axle and rear axle torque lower limit values
  • Torque adjustment submodule used to adjust the output torque of the motor of the drive shaft to The lower limit of the torque.
  • the torque lower limit value determination submodule may include:
  • a first torque lower limit determination unit configured to determine that the front axle and rear axle torque lower limits are zero when the absolute value of the equivalent axle speed difference is less than a third equivalent axle speed difference threshold;
  • a second torque lower limit determination unit configured to determine that the front axle and rear axle torque lower limits are motor reverse rotation when the absolute value of the equivalent shaft speed difference is greater than a third equivalent axle speed difference threshold. Torque limit value; the third equivalent shaft speed difference threshold is greater than the first equivalent shaft speed difference threshold.
  • This application can control the wheel slip through the shaft speed difference between the front drive shaft and the rear drive shaft. It does not need to control the wheel slip according to the speed, and realizes dual-axis closed-loop control in the full speed range; through the shaft speed
  • the differential can detect wheel slippage and achieve faster control.
  • the motor wheel speed difference between the two axles can be adjusted in time to avoid unnecessary loss of power.
  • This application also discloses an electronic device, including a processor, a memory, and a computer program stored on the memory and capable of running on the processor.
  • the computer program is executed by the processor, the above-mentioned vehicle is implemented. Steps of Torque Control Method.
  • This application also discloses a computer-readable storage medium.
  • a computer program is stored on the computer-readable storage medium.
  • the computer program is executed by a processor, the steps of the vehicle torque control method are implemented.
  • This application also discloses a vehicle, which includes a front motor, a rear motor and a controller, and the controller is used to implement the steps of the vehicle torque control method mentioned above.
  • the description is relatively simple. For relevant details, please refer to the partial description of the method embodiment.
  • embodiments of the embodiments of the present application may be provided as methods, devices, or computer program products. Therefore, the embodiment of the present application may adopt a complete hardware embodiment, a complete software embodiment, or a combination of software and Hardware embodiments. Furthermore, embodiments of the present application may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) having computer-usable program code embodied therein.
  • computer-usable storage media including but not limited to disk storage, CD-ROM, optical storage, etc.
  • Embodiments of the present application are described with reference to flowcharts and/or block diagrams of methods, terminal devices (systems), and computer program products according to embodiments of the present application. It will be understood that each process and/or block in the flowchart illustrations and/or block diagrams, and combinations of processes and/or blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing terminal device to produce a machine such that the instructions are executed by the processor of the computer or other programmable data processing terminal device. Means are generated for implementing the functions specified in the process or processes of the flowchart diagrams and/or the block or blocks of the block diagrams.
  • These computer program instructions may also be stored in a computer-readable memory that causes a computer or other programmable data processing terminal equipment to operate in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including the instruction means, the The instruction means implements the functions specified in a process or processes of the flowchart and/or a block or blocks of the block diagram.
  • These computer program instructions can also be loaded onto a computer or other programmable data processing terminal equipment, so that a series of operating steps are performed on the computer or other programmable terminal equipment to produce computer-implemented processing, thereby causing the computer or other programmable terminal equipment to perform a computer-implemented process.
  • the instructions executed on provide steps for implementing the functions specified in a process or processes of the flow diagrams and/or a block or blocks of the block diagrams.

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Abstract

一种车辆扭矩控制方法，该方法包括：步骤101，获取车辆的前轴等效轴速以及后轴等效轴速，根据前轴等效轴速以及后轴等效轴速确定车辆前轴和后轴之间的等效轴速差；步骤102，根据等效轴速差，确定驱动轴扭矩调整值；步骤103，根据驱动轴扭矩调整值，调整驱动轴的电机的输出扭矩。还公开了一种车辆扭矩控制装置、电子设备、存储介质以及车辆。通过前驱动轴和后驱动轴间的轴速差，来调控车轮的滑移，并不需要根据速度调控车轮的打滑，实现了在全速域皆可做双轴闭环控制；通过轴速差来发现车轮的滑移，实现更快地调控，能及时调控两轴间的电机轮速差，避免了功耗的无端消耗。

Description

一种车辆扭矩控制方法、装置、电子设备和存储介质
相关申请的交叉引用
本申请要求于2022年05月20日提交中国专利局、申请号为202210551565.3、申请名称为“一种车辆扭矩控制方法、装置、电子设备和存储介质”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及车辆技术领域，特别是涉及一种车辆扭矩控制方法、装置、电子设备和存储介质。
背景技术
随着新能源汽车的发展，对新能源汽车的安全性要求愈来愈高，但对于当前的四驱车型，电机扭矩响应速度比较快，使得车辆在特殊情况下容易打滑，为了解决该问题，现有技术是通过在车速位于一定范围内进行闭环控制，超过一定范围进行开环控制，使得在高速情况下车轮滑移不能得到有效控制。
申请内容
鉴于上述问题，提出了本申请实施例以便提供一种克服上述问题或者至少部分地解决上述问题的一种车辆扭矩控制方法、装置、电子设备以及存储介质。
为了解决上述问题，本申请实施例公开了一种车辆扭矩控制方法，应用于四驱车辆，包括：
获取车辆的前轴等效轴速以及后轴等效轴速，根据所述前轴等效轴速以及后轴等效轴速确定车辆前轴和后轴之间的等效轴速差；
根据所述等效轴速差，确定驱动轴扭矩调整值；
根据所述驱动轴扭矩调整值，调整驱动轴的电机的输出扭矩。
在一些实施例中，所述获取车辆的前轴等效轴速以及后轴等效轴速，包括：
在车辆处于直行工况的情况下，获取车辆的前轴等效轴速以及后轴等效轴速。
在一些实施例中，所述根据所述前轴等效轴速以及后轴等效轴速确定车辆前轴和后轴之间的等效轴速差，包括：
获取车辆前轴电机转速，根据所述车辆前轴电机转速计算前轴轴速；
获取车辆后轴电机转速，根据所述车辆后轴电机转速计算后轴轴速；
计算所述后轴轴速与所述前轴轴速之间的差值，得到第一等效轴速差。
在一些实施例中，所述根据所述前轴等效轴速以及后轴等效轴速确定车辆前轴和后轴 之间的等效轴速差，包括：
获取车辆前轮轮速，根据所述车辆前轮轮速计算前轴等效轴速；
获取车辆后轮轮速，根据所述车辆后轮轮速计算后轴等效轴速；
计算所述后轴等效轴速与所述前轴等效轴速之间的差值，得到第二等效轴速差。
在一些实施例中，所述根据所述前轴等效轴速以及后轴等效轴速确定车辆前轴和后轴之间的等效轴速差，包括：
获取车辆速度；
当所述车辆的速度大于零且小于等于第一预设车速阈值，根据车辆前轴电机转速计算前轴轴速，根据车辆后轴电机转速计算后轴轴速，计算所述后轴轴速与所述前轴轴速之间的差值，得到第一等效轴速差；
当所述车辆的速度大于所述第一预设车速阈值，根据车辆前轮轮速计算前轴等效轴速，根据车辆后轮轮速计算后轴等效轴速，计算所述后轴等效轴速与所述前轴等效轴速之间的差值，得到第二等效轴速差。
在一些实施例中，所述根据所述等效轴速差，确定驱动轴扭矩调整值，包括：
当所述等效轴速差的绝对值大于第一等效轴速差阈值时，确定驱动轴扭矩调整值。
在一些实施例中，所述根据所述驱动轴扭矩调整值，调整所述驱动轴的电机的输出扭矩，包括：
持续判断所述等效轴速差的绝对值是否大于第一等效轴速差阈值，当所述等效轴速差的绝对值大于所述第一等效轴速差阈值时，以所述驱动轴扭矩调整值为步长，减小驱动轴扭矩直至所述等效轴速差的绝对值小于第二等效差阈值，当其小于所述第二等效差阈值时停止调节，其中，所述第一等效轴速差阈值大于所述第二等效差阈值。
在一些实施例中，所述根据所述驱动轴扭矩调整值，调整所述驱动轴的电机的输出扭矩，包括：
当所述等效轴速差的绝对值大于第一等效轴速差阈值时，确定所述车辆前轴需要降低扭矩或所述车辆后轴需要降低扭矩；
当所述车辆的后轴需要降低扭矩时，根据所述驱动轴扭矩调整值，控制后轴扭矩降低；
当所述车辆的前轴需要降低扭矩时，根据所述驱动轴扭矩调整值，控制前轴扭矩降低。
在一些实施例中，所述确定所述车辆前轴需要降低扭矩或所述车辆后轴需要降低扭矩，包括：
当所述等效轴速差大于零，确定所述车辆后轴需要降低扭矩；
当所述等效轴速差小于零，确定所述车辆前轴需要降低扭矩。
在一些实施例中，所述当所述车辆的后轴需要降低扭矩时，所述方法还包括：
根据所述驱动轴扭矩调整值，控制前轴扭矩增加；或，
当所述车辆的前轴需要降低扭矩时，所述方法还包括：
根据所述驱动轴扭矩调整值，控制后轴扭矩增加。
在一些实施例中，所述根据所述驱动轴扭矩调整值，控制前轴扭矩增加，包括：
获取前轴扭矩调整阈值；
若所述驱动轴扭矩调整值小于或者等于所述前轴扭矩调整阈值，则根据所述驱动轴扭矩调整值降低所述后轴扭矩，以及根据所述驱动轴扭矩调整值增加所述前轴扭矩值；
若所述驱动轴扭矩调整值大于所述前轴扭矩调整阈值，则根据所述前轴扭矩调整阈值增加所述前轴扭矩值，以及根据所述驱动轴扭矩调整值降低所述后轴扭矩。
在一些实施例中，所述根据所述驱动轴扭矩调整值，控制后轴扭矩增加，包括：
获取后轴扭矩调整阈值；
若所述驱动轴扭矩调整值小于或者等于所述后轴扭矩调整阈值，则根据所述驱动轴扭矩调整值降低所述前轴扭矩，以及根据所述驱动轴扭矩调整值增加所述所述后轴扭矩；
若所述驱动轴扭矩调整值大于所述前轴扭矩调整阈值，则根据所述后轴扭矩调整阈值增加所述后轴扭矩值，以及根据所述驱动轴扭矩调整值降低所述前轴扭矩。
在一些实施例中，所述根据所述驱动轴扭矩调整值，调整所述驱动轴的电机的输出扭矩，包括：
确定前轴扭矩下限值；
若所述驱动轴的电机当前输出扭矩在降低所述驱动轴扭矩调整值后，小于或等于所述扭矩下限值，则调整所述驱动轴的电机的输出扭矩至所述扭矩下限值。
在一些实施例中，所述确定前轴扭矩下限值，包括：
当所述等效轴速差的绝对值小于第三等效轴速差阈值时，确定所述前轴扭矩下限值为零；
当所述等效轴速差的绝对值大于第三等效轴速差阈值时，确定所述前轴扭矩下限值为电机反转的扭矩极限值；所述第三等效轴速差阈值大于第一等效轴速差阈值。
在一些实施例中，所述根据所述驱动轴扭矩调整值，调整所述驱动轴的电机的输出扭矩，包括：
确定后轴扭矩下限值；
若所述驱动轴的电机当前输出扭矩在降低所述驱动轴扭矩调整值后，小于或等于所述扭矩下限值，则调整所述驱动轴的电机的输出扭矩至所述扭矩下限值。
在一些实施例中，所述确定后轴扭矩下限值，包括：
当所述等效轴速差的绝对值小于第三等效轴速差阈值时，确定所述后轴扭矩下限值为 零；
当所述等效轴速差的绝对值大于第三等效轴速差阈值时，确定所述后轴扭矩下限值为电机反转的扭矩极限值；所述第三等效轴速差阈值大于第一等效轴速差阈值。
另一方面，本申请还公开了一种车辆扭矩控制装置，包括：
信息获取模块，用于获取车辆的前轴等效轴速以及后轴等效轴速；
计算模块，用于根据所述前轴等效轴速以及后轴等效轴速确定车辆前轴和后轴之间的等效轴速差，并根据所述等效轴速差，确定驱动轴扭矩调整值；
控制模块，用于根据所述驱动轴扭矩调整值，调整驱动轴的电机的输出扭矩。
在一些实施例中，所述信息获取模块包括：
第一等效轴速差确定子模块，用于在车辆处于直行工况的情况下，获取车辆的前轴等效轴速以及后轴等效轴速。
在一些实施例中，所述计算模块包括：
第二等效轴速差确定子模块，用于获取车辆前轴电机转速，根据所述车辆前轴电机转速计算前轴轴速；获取车辆后轴电机转速，根据所述车辆后轴电机转速计算后轴轴速；计算所述后轴轴速与所述前轴轴速之间的差值，得到第一等效轴速差。
在一些实施例中，所述计算模块包括：
第三等效轴速差确定子模块，用于获取车辆前轮轮速，根据所述车辆前轮轮速计算前轴等效轴速；获取车辆后轮轮速，根据所述车辆后轮轮速计算后轴等效轴速；计算所述后轴等效轴速与所述前轴等效轴速之间的差值，得到第二等效轴速差。
在一些实施例中，所述计算模块包括：
第四等效轴速差确定子模块，用于获取车辆速度；当所述车辆的速度大于零且小于等于第一预设车速阈值，根据车辆前轴电机转速计算前轴轴速，根据车辆后轴电机转速计算后轴轴速，计算所述后轴轴速与所述前轴轴速之间的差值，得到第一等效轴速差；当所述车辆的速度大于所述第一预设车速阈值，根据车辆前轮轮速计算前轴等效轴速，根据车辆后轮轮速计算后轴等效轴速，计算所述后轴等效轴速与所述前轴等效轴速之间的差值，得到第二等效轴速差。
在一些实施例中，所述计算模块包括：
扭矩计算子模块，用于当所述等效轴速差的绝对值大于第一等效轴速差阈值时，确定驱动轴扭矩调整值。
在一些实施例中，所述控制模块，包括：
等效轴速差调节单元，用于持续判断所述等效轴速差的绝对值是否大于第一等效轴速差阈值，当所述等效轴速差的绝对值大于所述第一等效轴速差阈值时，以所述驱动轴扭矩 调整值为步长，减小驱动轴扭矩直至所述等效轴速差的绝对值小于第二等效差阈值，当其小于所述第二等效差阈值时停止调节，其中，所述第一等效轴速差阈值大于所述第二等效差阈值。
在一些实施例中，所述控制模块包括：
第一电机控制子模块，用于当所述等效轴速差的绝对值大于第一等效轴速差阈值时，确定所述车辆前轴需要降低扭矩或所述车辆后轴需要降低扭矩；
第二电机控制子模块，用于当所述车辆的后轴需要降低扭矩时，根据所述驱动轴扭矩调整值，控制后轴扭矩降低；
第三电机控制子模块，用于当所述车辆的前轴需要降低扭矩时，根据所述驱动轴扭矩调整值，控制前轴扭矩降低。
在一些实施例中，所述第一电机控制子模块还包括：
第一电机控制单元，用于当所述等效轴速差大于零，确定所述车辆后轴需要降低扭矩；
第二电机控制单元，用于当所述等效轴速差小于零，确定所述车辆前轴需要降低扭矩。
在一些实施例中，所述第二电机控制子模块，包括：
第三电机控制单元，用于根据所述驱动轴扭矩调整值，控制前轴扭矩增加；或，当所述车辆的前轴需要降低扭矩时，根据所述驱动轴扭矩调整值，控制后轴扭矩增加。
在一些实施例中，所述第三电机控制单元，包括：
前轴扭矩调整阈值获取单元，用于获取前轴扭矩调整阈值；
前轴扭矩值增加单元，用于若所述驱动轴扭矩调整值小于或者等于所述前轴扭矩调整阈值，则根据所述驱动轴扭矩调整值降低所述后轴扭矩，以及根据所述驱动轴扭矩调整值增加所述前轴扭矩值；
后轴扭矩降低单元，用于若所述驱动轴扭矩调整值大于所述前轴扭矩调整阈值，则根据所述前轴扭矩调整阈值增加所述前轴扭矩值，以及根据所述驱动轴扭矩调整值降低所述后轴扭矩。
在一些实施例中，所述第三电机控制单元，包括；
后轴扭矩调整阈值获取单元，用于获取后轴扭矩调整阈值；
后轴扭矩值增加单元，用于若所述驱动轴扭矩调整值小于或者等于所述后轴扭矩调整阈值，则根据所述驱动轴扭矩调整值降低所述前轴扭矩，以及根据所述驱动轴扭矩调整值增加所述后轴扭矩；
前轴扭矩降低单元，用于若所述驱动轴扭矩调整值大于所述前轴扭矩调整阈值，则根据所述后轴扭矩调整阈值增加所述后轴扭矩值，以及根据所述驱动轴扭矩调整值降低所述前轴扭矩。
在一些实施例中，所述控制模块，包括：
扭矩下限值确定子模块，用于确定前轴扭矩下限值；
扭矩调节子模块，用于若所述驱动轴的电机当前输出扭矩在降低所述驱动轴扭矩调整值后，小于或等于所述扭矩下限值，则调整所述驱动轴的电机的输出扭矩至所述扭矩下限值。
在一些实施例中，所述扭矩下限值确定子模块，包括：
第一扭矩下限值确定单元，用于当所述等效轴速差的绝对值小于第三等效轴速差阈值时，确定所述前轴扭矩下限值为零；
第二扭矩下限值确定单元，用于当所述等效轴速差的绝对值大于第三等效轴速差阈值时，确定所述前轴扭矩下限值为电机反转的扭矩极限值；所述第三等效轴速差阈值大于第一等效轴速差阈值。
在一些实施例中，所述控制模块，包括：
扭矩下限值确定子模块，用于确定后轴扭矩下限值；
扭矩调节子模块，用于若所述驱动轴的电机当前输出扭矩在降低所述驱动轴扭矩调整值后，小于或等于所述扭矩下限值，则调整所述驱动轴的电机的输出扭矩至所述扭矩下限值。
在一些实施例中，所述扭矩下限值确定子模块，包括：
第一扭矩下限值确定单元，用于当所述等效轴速差的绝对值小于第三等效轴速差阈值时，确定所述后轴扭矩下限值为零；
第二扭矩下限值确定单元，用于当所述等效轴速差的绝对值大于第三等效轴速差阈值时，确定所述后轴扭矩下限值为电机反转的扭矩极限值；所述第三等效轴速差阈值大于第一等效轴速差阈值。
另一方面，本申请还公开了一种电子设备，包括处理器、存储器及存储在所述存储器上并能够在所述处理器上运行的计算机程序，所述计算机程序被所述处理器执行时实现上述的车辆扭矩控制方法的步骤。
另一方面，本申请还公开了一种计算机可读存储介质，所述计算机可读存储介质上存储计算机程序，所述计算机程序被处理器执行时实现上述的车辆扭矩控制方法的步骤。
另一方面，本申请还公开了一种车辆，所述车辆包括前电机、后电机和控制器，所述控制器用于实现上述的车辆扭矩控制方法的步骤。
本申请实施例包括以下优点：
本申请通过获取车辆的前轴等效轴速以及后轴等效轴速，根据前轴等效轴速以及后轴等效轴速确定车辆前轴和后轴之间的等效轴速差；根据等效轴速差，确定驱动轴扭矩调整 值；根据驱动轴扭矩调整值，调整所述驱动轴的电机的输出扭矩。本申请可以通过前驱动轴和后驱动轴间的轴速差，来调控车轮的滑移，并不需要根据速度调控车轮的打滑，实现了在全速域皆可做双轴闭环控制；通过轴速差来发现车轮的滑移，实现更快地调控，能及时调控两轴间的电机轮速差，避免了功耗的无端消耗。
附图说明
图1是本申请的一种车辆扭矩控制方法实施例的步骤流程图；
图2是本申请的另一种车辆扭矩控制方法实施例的步骤流程图；
图3是本申请的一种车辆扭矩控制装置实施例的步骤流程图。
具体实施方式
为使本申请的上述目的、特征和优点能够更加明显易懂，下面结合附图和具体实施方式对本申请作进一步详细的说明。
现有技术为了解决新能源汽车在特殊情况下滑移的问题时，一般通过在车速位于一定范围内进行闭环控制，超过一定范围进行开环控制，使得在高速情况下车轮滑移不能得到有效控制；且现有技术一般都是通过调整前轴的扭矩，有可能导致整车动力性下降；现有技术的前后轴转速差阈值为定值，可能导致扭矩调节模块频繁介入和退出。
本申请实施例的核心构思之一在于，提供一种通过前驱动轴和后驱动轴间的轴速差，来调控车轮的滑移，实现了在全速域皆可做双轴闭环控制。
参照图1，示出了本申请的一种车辆扭矩控制方法实施例的步骤流程图，具体可以包括如下步骤：
步骤101，获取车辆的前轴等效轴速以及后轴等效轴速，根据前轴等效轴速以及后轴等效轴速确定车辆前轴和后轴之间的等效轴速差；
本领域人员应该可以理解，该方法应用于四驱车辆，四驱车辆顾名思义就是车辆的四个轮子都可以获取动力，而四驱驱动分为双电机驱动、三电机驱动、四电机驱动车辆，其中包括，前后轴均通过单电机驱动，前后轴均通过双电机驱动，前轴通过单电机驱动、后轴通过双电机驱动，前轴通过双电机驱动、后轴通过单电机驱动。
本申请实施例中，车辆适用于转弯工况和直行工况中，可以通过电机旋变传感器采集驱动轴的电机转速，进而通过电机转速得到电机所驱动的驱动轴的轴速，并根据后轴的轴速减去前轴的轴速计算得到前轴和后轴之间的等效轴速差；还可以通过轮速传感器采集到前轮和后轮的轮速，进而根据前轮和后轮的轮速和车轮与电机之间的传动比计算得到驱动轴的轴速，并根据前后轴的轴速计算得到前轴和后轴之间的等效轴速差。
步骤102，根据所述等效轴速差，确定驱动轴扭矩调整值；
本申请实施例中，可以根据等效轴速差，判断出前驱动轴是否需要进行扭矩调整，以 及后驱动轴是否需要进行扭矩调整，进而根据等效轴速差或者等效轴速差的绝对值。在前驱动轴需要调整时，进行计算得到前驱动轴所需的驱动轴扭矩调整值；在后驱动轴需要调整时，进行计算得到后驱动轴所需的驱动轴扭矩调整值；在前驱动轴和后驱动轴需要调整时，进行计算得到前驱动轴和后驱动轴所需的驱动轴扭矩调整值，其中，当利用等效轴速差进行计算时，获得的调整值有正负，但是其仅正负号仅代表调整前轴或者后轴，而其实际调整值是获得的驱动轴扭矩调整值的绝对值。
步骤103，根据驱动轴扭矩调整值，调整驱动轴的电机的输出扭矩。
当需要降低前驱动轴的扭矩时，可以在一边根据驱动轴扭矩调整值降低前驱动轴的扭矩，同时增加后驱动轴的扭矩；同理，当需要降低后驱动轴的扭矩时，可以在一边根据驱动轴扭矩调整值降低后驱动轴的扭矩，同时增加前驱动轴的扭矩。
在本公开的一种实施例中，可以仅降低前轴驱动扭矩，或者仅降低后轴驱动扭矩。
本申请实施例中，获取车辆的前轴等效轴速以及后轴等效轴速，根据前轴等效轴速以及后轴等效轴速确定车辆前轴和后轴之间的等效轴速差；根据等效轴速差，计算减小等效轴速差所需的驱动轴扭矩调整值；根据驱动轴扭矩调整值，调整所述驱动轴的电机的输出扭矩。本申请通过前驱动轴和后驱动轴间的轴速差，来调控车轮的滑移，实现了在全速域皆可做双轴闭环控制；通过轴速差来发现车轮的滑移，实现更快地调控，能即时调控两轴间的电机速差，从而防止或者减小汽车车轮的滑移，从而能够更好的控制汽车。
如图2，示出了本申请的另一种车辆扭矩控制方法实施例的步骤流程图，所述方法包括如下步骤：
步骤201，在车辆处于直行工况的情况下，获取车辆的前轴等效轴速以及后轴等效轴速，根据前轴等效轴速以及后轴等效轴速确定车辆前轴和后轴之间的等效轴速差。
在本申请实施例中，可以通过方向盘角度传感器获取车辆的方向盘转角δ，并可以通过方向盘转角δ计算出方向盘角速度a1，设定方向盘角度阈值为S1，方向盘角速度阈值为S2，S1，S2均大于0，可以根据不同型号的车辆在车辆出厂前进行设置，当δ的绝对值小于S1，且a1小于S2时，可以判定出车辆为直行工况，否则可以判定出车辆不为直行工况。
与转弯工况相比，在直行工况下，车轮受到环境的影响更小，可以更加精确地控制车辆的滑移，此控制策略更能有效减少因车轮打滑带来的驱动能力损失，提供更高的加速性能和行驶稳定性。
在本申请的一种实施例方式中，所述根据前轴等效轴速以及后轴等效轴速确定车辆前轴和后轴之间的等效轴速差可以包括：
获取车辆前轴电机转速，根据所述车辆前轴电机转速计算前轴轴速；
获取车辆后轴电机转速，根据所述车辆后轴电机转速计算后轴轴速；
计算所述后轴轴速与所述前轴轴速之间的差值，得到第一等效轴速差。
具体地，当车辆为双电机驱动时，设定电机旋变传感器采集到的前电机转速为w1，采集到的后电机转速为w2，此时前轴轴速即为前电机转速w1，后轴轴速即为后电机转速w2，第一等效转速d1差可以通过公式(1)计算：
d1＝w2-w1              公式(1)
当车辆为三电机驱动且前轮为单电机驱动，后轮为双电机驱动，设定电机旋变传感器采集到的前电机转速为w1，采集到的后轮左电机转速为w2，后轮右电机转速为w3，此时前轴轴速即为前电机转速w1，后轴轴速为后轴左右两电机转速的平均值为(w2+w3)/2，第一等效轴速差d1可以通过公式(2)计算：
当车辆为三电机驱动且前轮为双电机驱动，后轮为单电机驱动，设定电机旋变传感器采集到的前轮左电机转速为w1，前轮右电机转速为w2，后轮电机转速为w3，此时后轴轴速即为后电机转速w3，前轴轴速为前轴左右两电机转速的平均值为(w1+w2)/2，第一等效轴速差d1可以通过公式(3)计算：
当车辆为四电机驱动，设定旋变传感器采集到的前轮左电机转速为w1，前轮右电机转速为w2，后轮左电机转速为w3，后轮右电机转速为W4，则前轴轴速为前轴左右两电机转速的平均值为(w1+w2)/2，后轴轴速为后轴左右两电机转速的平均值为(W3+W4)/2，第一等效轴速差d1可以通过公式(4)计算：
在本申请的一种实施例方式中，所述根据前轴等效轴速以及后轴等效轴速确定车辆前轴和后轴之间的等效轴速差可以包括：
获取车辆前轮轮速，根据所述车辆前轮轮速计算前轴等效轴速；
获取车辆后轮轮速，根据所述车辆后轮轮速计算后轴等效轴速；
计算所述后轴等效轴速与所述前轴等效轴速之间的差值，得到第二等效轴速差。
具体的，当车辆为三电机驱动且前轮为单电机驱动，后轮为双电机驱动设定轮速传感器采集到的左前轮轮速为ωfl，右前轮轮速为ωfr，则左前轮和右前轮轮速等效到前轴电机端的平均转速即为前轴等效轴速ωmfw，ωmfw通过公式(5)计算：
其中，if为前电机与前轮之间的减速器的减速比，且大于1；
设定轮速传感器采集到的左后轮轮速为ωrl，右后轮轮速为ωrr，则左后轮和右后轮轮速等效到后轴电机端的平均转速即为后轴等效轴速ωmrw，ωmrw通过公式(6)计算：
其中，irl，irr分别为左后电机，右后电机到车轮的传动比，且大于1；
然后可以根据后轴等效轴速ωmrw和前轴等效轴速ωmfw之间的差值得到第二等效轴速差d2，d2可以通过公式(7)计算得到：
d2＝ωmrw-ωmfw            公式(7)
需要说明的是，车辆为双电机驱动，四电机驱动时，第二等效轴速差d2可以同理计算得到，在此不做赘述。
在本申请的一种实施例方式中，所述根据前轴等效轴速以及后轴等效轴速确定车辆前轴和后轴之间的等效轴速差可以包括：
获取车辆速度，当车辆的速度大于零且小于等于第一预设车速阈值，根据车辆前轴电机转速计算前轴轴速，根据车辆后轴电机转速计算后轴轴速，计算后轴轴速与前轴轴速之间的差值，得到第一等效轴速差；
本申请实施例中，可以采集车辆的速度V1，设置车辆的车速阈值为V2，当V1<＝V2时，由于此时车辆的速度较小，采集的轮速较为滞后，根据车辆的电机转速差计算等效轴速差更为准确，此时可以将第一等效轴速差作为车辆前轴和后轴之间的等效轴速差；
当车辆的速度大于第一预设车速阈值，根据车辆前轮轮速计算前轴等效轴速，根据车辆后轮轮速计算后轴等效轴速，计算后轴等效轴速与前轴等效轴速之间的差值，得到第二等效轴速差。
在一种示例中，当车辆的速度V1>V2时，则说明此时的车速已经足够大，由于车辆高速时采集轮速比采集电机转速更为准确，可以根据车辆的轮速计算相对应的车辆前轴和后轴之间的等效轴速差，此时可以将第二等效轴速差作为车辆前轴和后轴之间的等效轴速差；
需要说明的是，本申请实施例中的V2大于0，且车辆的车速阈值可以根据不同配置的车辆在车辆出厂前进行设置。
步骤202，当等效轴速差的绝对值大于第一等效轴速差阈值时，确定驱动轴扭矩调整值。
第一等效轴速差阈值为判断车辆需要调整驱动轴扭矩的条件，设置等效轴速差的绝对值为dabs，第一等效轴速差阈值为t1，当dabs>＝t1时，可以根据公式(8)-公式(10)计算消除等效轴速差所需的驱动轴扭矩调整值u(k)：

Δu(k)＝A(ek-ek-1)+Bek+C(ek-2ek-1+ek-2)       公式(9)
u(k)＝u(k-1)+Δu(k)            公式(10)
其中，k代表的是当前时间，J代表车轮转动惯量，ω2指等效轴速差修正值，A为比例系数，B为积分系数，C为微分系数，ek表示的是不同时刻的等效轴速差的差值，Δu(k)代表的是驱动轴扭矩调整值增量。
在本申请的一种实施例方式中，步骤202可以包括如下子步骤S21，
子步骤S21，持续判断所述等效轴速差的绝对值是否大于第一等效轴速差阈值，当所述等效轴速差的绝对值大于所述第一等效轴速差阈值时，以所述扭矩调整值为目标，持续减小驱动轴扭矩直至所述等效轴速差的绝对值小于第二等效差阈值，当其小于所述第二等效差阈值时停止调节，其中，所述第一等效轴速差阈值大于所述第二等效差阈值。
在本申请实施例中，第一等效轴速差阈值大于第二等效差阈值，当等效轴速差在达到第一等效轴速差阈值时，说明存在打滑车轮，并计算打滑的车轮对应的驱动轴的扭矩调整值，根据该扭矩调值对驱动轴的电机的输出扭矩进行调整，整个过程会持续判断等效轴速差的绝对值是否小于第二等效轴速差阈值，当等效轴速差的绝对值大于第二等效轴速差阈值时，根据另一轴电机当前的实际扭矩可以查表查询到对应的电机可承受的调节步长，判断该调节步长与扭矩调整值的大小，当该调节步长小于扭矩调整值时，则以预设步长降低需要调整的驱动轴的电机的输出扭矩，当该调节步长大于扭矩调整值时，则以该扭矩调整 值为步长降低需要调整的驱动轴的电机的输出扭矩，当等效轴速差的绝对值大于第一等效轴速差阈值时，持续降低需要调整的驱动轴的电机的输出扭矩直到等效轴速差的绝对值小于第二等效差阈值，当其小于第二等效差阈值时停止调节，本申请引入了两个等效差阈值，且一大一小，使车辆达到比控制目标更稳定的状态后再退出，避免控制策略的频繁触发和退出。
步骤203，当等效轴速差的绝对值大于第一等效轴速差阈值时，确定车辆前轴需要降低扭矩或车辆后轴需要降低扭矩；
本申请实施例中，等效轴速差可正可负，当等效轴速差的绝对值大于第一等效轴速差阈值时，可以根据等效轴速差的正负来判断车辆的后轴还是后轴需要降低扭矩。
在本申请的一种实施例方式中，所述确定车辆前轴需要降低扭矩或车辆后轴需要降低扭矩可以包括子步骤S22-S23；
子步骤S22，当等效轴速差大于零，确定车辆后轴需要降低扭矩；
当等效轴速差大于0，等效轴速差是用后轴轴速减前轴轴速，则说明后轴轴速大于前轴轴速，需要通过降低后轴扭矩来使得前后轴的轴速相平衡，从而抑制打滑或者降低车轮的打滑程度。
子步骤S23，当等效轴速差小于零，确定车辆前轴需要降低扭矩。
当等效轴速差小于0，则说明前轴轴速大于后轴轴速，需要通过降低前轴扭矩来使得前轴的轴速与后轴轴速相平衡，从而抑制打滑或者降低车轮的打滑程度。
步骤204，当车辆的后轴需要降低扭矩时，根据驱动轴扭矩调整值，控制后轴扭矩降低；
在本申请的一种实施例方式中，当车辆的后轴需要降低扭矩时，所述方法还包括：根据所述驱动轴扭矩调整值，控制前轴扭矩增加；
或，当所述车辆的前轴需要降低扭矩时，所述方法还包括：根据所述驱动轴扭矩调整值，控制后轴扭矩增加。
在本申请的一种实施例方式中，根据驱动轴扭矩调整值，控制前轴扭矩增加，包括：获取前轴扭矩调整阈值；若所述驱动轴扭矩调整值小于或者等于所述前轴扭矩调整阈值，则根据所述驱动轴扭矩调整值降低所述后轴扭矩，以及根据所述驱动轴扭矩调整值增加所述前轴扭矩值；若所述驱动轴扭矩调整值大于所述前轴扭矩调整阈值，则根据所述前轴扭矩调整阈值增加所述前轴扭矩值，以及根据所述驱动轴扭矩调整值降低所述后轴扭矩。
在本申请实施例中，设定降低扭矩的轴为1轴，增加扭矩的轴为2轴，前轴扭矩调整阈值指的是增加扭矩的驱动轴能够增加的最大扭矩值，即该轴电机此时的电机扭矩值与该电机物理上限值之间的差值，在扭矩调整的过程中，当前轴扭矩调整阈值大于或者等于驱 动轴扭矩调整值，则根据驱动轴扭矩调整值降低后轴的扭矩，根据驱动轴扭矩调整值增加前轴的扭矩值，全过程两轴的总扭矩需求不变，从而在放置汽车打滑的情况下保证车辆的驱动力，进而在抑制打滑的过后中保证车辆的驱动性能。
在扭矩调整的过程中，当前轴扭矩调整阈值小于驱动轴扭矩调整值，则增加所述前轴扭矩值直到前轴扭矩增量达到扭矩调整阈值则停止增加前轴扭矩，根据驱动轴扭矩调整值降低后轴的扭矩值，直到后轴无降扭需求，全过程两轴的总扭矩需求不降低，从而在放置汽车打滑的情况下保证车辆的驱动力，进而在抑制打滑的过后中保证车辆的驱动性能。
可以理解的是，扭矩调整值是车辆在当前车况下需要调整的扭矩值。
在本申请的一种实施例方式中，所述根据所述驱动轴扭矩调整值，控制后轴扭矩增加，包括：获取后轴扭矩调整阈值；若所述驱动轴扭矩调整值小于或者等于所述后轴扭矩调整阈值，则根据所述驱动轴扭矩调整值降低所述前轴扭矩，以及根据所述驱动轴扭矩调整值增加所述后轴扭矩；若所述驱动轴扭矩调整值大于所述前轴扭矩调整阈值，则根据所述后轴扭矩调整阈值增加所述后轴扭矩值，以及根据所述驱动轴扭矩调整值降低所述前轴扭矩。
在本申请实施例中，设定降低扭矩的轴为1轴，增加扭矩的轴为2轴，后轴扭矩调整阈值指的是增加扭矩的后驱动轴能够增加的最大扭矩值，在扭矩调整的过程中，当后轴扭矩调整阈值大于或者等于驱动轴扭矩调整值，则根据驱动轴扭矩调整值降低前轴的扭矩，根据驱动轴扭矩调整值增加后轴的扭矩值，全过程两轴的总扭矩需求不变，从而在放置汽车打滑的情况下保证车辆的驱动力，进而在抑制打滑的过后中保证车辆的驱动性能。
在扭矩调整的过程中，当后轴扭矩调整阈值小于驱动轴扭矩调整值，则根据后轴扭矩调整阈值增加所述后轴扭矩值直到前轴扭矩增量达到扭矩调整阈值则停止增加后轴扭矩，根据驱动轴扭矩调整值降低前轴的扭矩值，直到前轴无降扭需求，全过程两轴的总扭矩需求降低，从而在放置汽车打滑的情况下保证车辆的驱动力，进而在抑制打滑的过后中保证车辆的驱动性能。
在本申请的一种实施例方式中，所述根据所述驱动轴扭矩调整值，调整所述驱动轴的电机的输出扭矩可以包括：确定前轴扭矩下限值；若所述驱动轴的电机当前输出扭矩在降低所述驱动轴扭矩调整值后，小于或等于所述扭矩下限值，则调整所述驱动轴的电机的输出扭矩至所述扭矩下限值。
在本申请的一种实施例方式中，所述根据所述驱动轴扭矩调整值，调整所述驱动轴的电机的输出扭矩可以包括：确定后轴扭矩下限值；若所述驱动轴的电机当前输出扭矩在降低所述驱动轴扭矩调整值后，小于或等于所述扭矩下限值，则调整所述驱动轴的电机的输出扭矩至所述扭矩下限值。
本申请实施例中，可以获取驱动轴扭矩下限值，扭矩下限值指的是该轴的扭矩可以调 节到的最低值，若驱动轴的电机当前输出扭矩在降低驱动轴扭矩调整值后，小于或等于扭矩下限值，则说明到达该轴的扭矩的最低值，例如，当驱动轴扭矩调整值为50N*m，当前需要降低的驱动轴的输出扭矩为30N*m，下限值为-10N*m，当前需要降低的驱动轴降低50N*m后为-20N*m，小于扭矩下限值，则只能降低至下限值；
若驱动轴的电机当前输出扭矩在降低驱动轴扭矩调整值后，大于扭矩下限值，则说明并未到达该轴的扭矩的最低值，按照驱动轴扭矩调整值降低驱动轴的输出扭矩，例如，当当驱动轴扭矩调整值为50N*m，当前需要降低的驱动轴的输出扭矩为30N*m，下限值为-40N*m，当前需要降低的驱动轴降低50N*m后为-20N*m，大于扭矩下限值，则能够根据驱动轴扭矩调整值降低驱动轴的电机的输出扭矩。
在本申请的一种实施例方式中，所述确定前轴扭矩下限值可以包括：当等效轴速差的绝对值小于第三等效轴速差阈值时，确定前轴扭矩下限值为零；当等效轴速差的绝对值大于第三等效轴速差阈值时，确定前轴扭矩下限值为电机反转的扭矩极限值；第三等效轴速差阈值大于第一等效轴速差阈值。
本申请实施例中，第三等效轴速差阈值大于第一等效轴速差阈值，当等效轴速差的绝对值大于第三等效轴速差阈值，说明需要降低的扭矩比较大，可能在驱动轴的输出扭矩降低到0后并不能消除等效轴速差，此时还需要继续降低，则该轴的扭矩可以设置为电机反转的物理极限值；等效轴速差的绝对值小于第三等效轴速差阈值，则说明可以在驱动轴的输出扭矩降低到0后消除或者减小等效轴速差，此时可以将前轴扭矩下限值设置为0。
在本申请的一种实施例方式中，所述确定后轴扭矩下限值可以包括：当等效轴速差的绝对值小于第三等效轴速差阈值时，确定后轴扭矩下限值为零；当等效轴速差的绝对值大于第三等效轴速差阈值时，确定后轴扭矩下限值为电机反转的扭矩极限值；第三等效轴速差阈值大于第一等效轴速差阈值。
本申请实施例中，第三等效轴速差阈值大于第一等效轴速差阈值，当等效轴速差的绝对值大于第三等效轴速差阈值，说明需要降低的扭矩比较大，可能在驱动轴的输出扭矩降低到0后并不能消除等效轴速差，此时还需要继续降低，则该轴的扭矩可以设置为电机反转的物理极限值；等效轴速差的绝对值小于第三等效轴速差阈值，则说明可以在驱动轴的输出扭矩降低到0后消除或者减小等效轴速差，此时可以将后轴扭矩下限值设置为0。
在本申请的一种实施例方式中，所述确定前轴和后轴扭矩下限值可以包括：当等效轴速差的绝对值小于第三等效轴速差阈值时，确定前轴和后轴扭矩下限值为零；当等效轴速差的绝对值大于第三等效轴速差阈值时，确定前轴和后轴扭矩下限值为电机反转的扭矩极限值；第三等效轴速差阈值大于第一等效轴速差阈值。
本申请实施例中，第三等效轴速差阈值大于第一等效轴速差阈值，当等效轴速差的绝 对值大于第三等效轴速差阈值，说明需要降低的扭矩比较大，可能在驱动轴的输出扭矩降低到0后并不能消除等效轴速差，此时还需要继续降低，则该轴的扭矩可以设置为电机反转的物理极限值；等效轴速差的绝对值小于第三等效轴速差阈值，则说明可以在驱动轴的输出扭矩降低到0后消除或者减小等效轴速差，此时可以将前轴和后轴扭矩下限值设置为0。
本申请可以通过前驱动轴和后驱动轴间的轴速差，来减小或者抑制车轮的滑移，并不需要根据速度调控车轮的打滑，实现了在全速域皆可做双轴闭环控制；通过轴速差来发现车轮的滑移，实现更快地调控，能及时调控两轴间的电机轮速差，避免了功率的无端损耗；本申请引入了两个等效转速差阈值，且一大一小，使得驱动轴在降低扭矩过程中，直到等效转速差小于较小的等效转速差阈值才停止，使车辆达到比控制目标更稳定的状态后再退出，避免控制策略的频繁触发和退出。本申请还可以将扭矩在前后轴间进行转移，即一个轴增大，一个轴降低，使得消除车轮滑移的同时，整车的扭矩需求不变。
需要说明的是，对于方法实施例，为了简单描述，故将其都表述为一系列的动作组合，但是本领域技术人员应该知悉，本申请实施例并不受所描述的动作顺序的限制，因为依据本申请实施例，某些步骤可以采用其他顺序或者同时进行。其次，本领域技术人员也应该知悉，说明书中所描述的实施例均属于优选实施例，所涉及的动作并不一定是本申请实施例所必须的。
参照图3是本申请的一种车辆扭矩控制装置实施例的步骤流程图，所述车辆扭矩控制装置可以包括：
信息获取模块301，用于获取车辆的前轴等效轴速以及后轴等效轴速；
计算模块302，用于根据所述前轴等效轴速以及后轴等效轴速确定车辆前轴和后轴之间的等效轴速差，并根据所述等效轴速差，确定驱动轴扭矩调整值；
控制模块303，用于根据所述驱动轴扭矩调整值，调整驱动轴的电机的输出扭矩。
在一种实施例中，信息获取模块301可以包括：
第一等效轴速差确定子模块，用于在车辆处于直行工况的情况下，获取车辆的前轴等效轴速以及后轴等效轴速。
在一种实施例中，计算模块302可以包括：
第二等效轴速差确定子模块，用于获取车辆前轴电机转速，根据所述车辆前轴电机转速计算前轴轴速；获取车辆后轴电机转速，根据所述车辆后轴电机转速计算后轴轴速；计算所述后轴轴速与所述前轴轴速之间的差值，得到第一等效轴速差。
在一种实施例中，计算模块302可以包括：
第三等效轴速差确定子模块，用于获取车辆前轮轮速，根据所述车辆前轮轮速计算前 轴等效轴速；获取车辆后轮轮速，根据所述车辆后轮轮速计算后轴等效轴速；计算所述后轴等效轴速与所述前轴等效轴速之间的差值，得到第二等效轴速差。
在一种实施例中，计算模块302可以包括：
第四等效轴速差确定子模块，用于获取车辆速度；当所述车辆的速度大于零且小于等于第一预设车速阈值，根据车辆前轴电机转速计算前轴轴速，根据车辆后轴电机转速计算后轴轴速，计算所述后轴轴速与所述前轴轴速之间的差值，得到第一等效轴速差；当所述车辆的速度大于所述第一预设车速阈值，根据车辆前轮轮速计算前轴等效轴速，根据车辆后轮轮速计算后轴等效轴速，计算所述后轴等效轴速与所述前轴等效轴速之间的差值，得到第二等效轴速差。
在一种实施例中，计算模块302可以包括：
扭矩计算子模块，用于当所述等效轴速差的绝对值大于第一等效轴速差阈值时，确定驱动轴扭矩调整值。
在一种实施例中，所述控制模块303可以包括：
等效轴速差调节单元，用于持续判断所述等效轴速差的绝对值是否大于第一等效轴速差阈值，当所述等效轴速差的绝对值大于所述第一等效轴速差阈值时，以所述驱动轴扭矩调整值为步长，减小驱动轴扭矩直至所述等效轴速差的绝对值小于第二等效差阈值，当其小于所述第二等效差阈值时停止调节，其中，所述第一等效轴速差阈值大于所述第二等效差阈值。
在一种实施例中，控制模块303可以包括：
第一电机控制子模块，用于当所述等效轴速差的绝对值大于第一等效轴速差阈值时，确定所述车辆前轴需要降低扭矩或所述车辆后轴需要降低扭矩；
第二电机控制子模块，用于当所述车辆的后轴需要降低扭矩时，根据所述驱动轴扭矩调整值，控制后轴扭矩降低；
第三电机控制子模块，用于当所述车辆的前轴需要降低扭矩时，根据所述驱动轴扭矩调整值，控制前轴扭矩降低。
在一种实施例中，所述第一电机控制子模块还包括：
第一电机控制单元，用于当所述等效轴速差大于零，确定所述车辆后轴需要降低扭矩；
第二电机控制单元，用于当所述等效轴速差小于零，确定所述车辆前轴需要降低扭矩。
在一种实施例中，第二电机控制子模块可以包括：
第三电机控制单元，用于根据所述驱动轴扭矩调整值，控制前轴扭矩增加；或，当所述车辆的前轴需要降低扭矩时，根据所述驱动轴扭矩调整值，控制后轴扭矩增加。
在一种实施例中，第三电机控制单元可以包括：
前轴扭矩调整阈值获取单元，用于获取前轴扭矩调整阈值；
前轴扭矩值增加单元，用于若所述驱动轴扭矩调整值小于或者等于所述前轴扭矩调整阈值，则根据所述驱动轴扭矩调整值降低所述后轴扭矩，以及根据所述驱动轴扭矩调整值增加所述前轴扭矩值；
后轴扭矩降低单元，用于若所述驱动轴扭矩调整值大于所述前轴扭矩调整阈值，则根据所述前轴扭矩调整阈值增加所述前轴扭矩值，以及根据所述驱动轴扭矩调整值降低所述后轴扭矩。
在一种实施例中，第三电机控制单元包括；
后轴扭矩调整阈值获取单元，用于获取后轴扭矩调整阈值；
后轴扭矩值增加单元，用于若所述驱动轴扭矩调整值小于或者等于所述后轴扭矩调整阈值，则根据所述驱动轴扭矩调整值降低所述前轴扭矩，以及根据所述驱动轴扭矩调整值增加所述后轴扭矩；
前轴扭矩降低单元，用于若所述驱动轴扭矩调整值大于所述前轴扭矩调整阈值，则根据所述后轴扭矩调整阈值增加所述后轴扭矩值，以及根据所述驱动轴扭矩调整值降低所述前轴扭矩。
在一种实施例中，控制模块303可以包括：
扭矩下限值确定子模块，用于确定前轴扭矩下限值；
扭矩调节子模块，用于若所述驱动轴的电机当前输出扭矩在降低所述驱动轴扭矩调整值后，小于或等于所述扭矩下限值，则调整所述驱动轴的电机的输出扭矩至所述扭矩下限值。
在一种实施例中，扭矩下限值确定子模块可以包括：
第一扭矩下限值确定单元，用于当所述等效轴速差的绝对值小于第三等效轴速差阈值时，确定所述前轴扭矩下限值为零；
第二扭矩下限值确定单元，用于当所述等效轴速差的绝对值大于第三等效轴速差阈值时，确定所述前轴扭矩下限值为电机反转的扭矩极限值；所述第三等效轴速差阈值大于第一等效轴速差阈值。
在一种实施例中，控制模块303可以包括：
扭矩下限值确定子模块，用于确定后轴扭矩下限值；
扭矩调节子模块，用于若所述驱动轴的电机当前输出扭矩在降低所述驱动轴扭矩调整值后，小于或等于所述扭矩下限值，则调整所述驱动轴的电机的输出扭矩至所述扭矩下限值。
在一种实施例中，扭矩下限值确定子模块可以包括：
第一扭矩下限值确定单元，用于当所述等效轴速差的绝对值小于第三等效轴速差阈值时，确定所述后轴扭矩下限值为零；
第二扭矩下限值确定单元，用于当所述等效轴速差的绝对值大于第三等效轴速差阈值时，确定所述后轴扭矩下限值为电机反转的扭矩极限值；所述第三等效轴速差阈值大于第一等效轴速差阈值。
在一种实施例中，控制模块303可以包括：
扭矩下限值确定子模块，用于确定前轴和后轴扭矩下限值；
扭矩调节子模块，用于若所述驱动轴的电机当前输出扭矩在降低所述驱动轴扭矩调整值后，小于或等于所述扭矩下限值，则调整所述驱动轴的电机的输出扭矩至所述扭矩下限值。
在一种实施例中，扭矩下限值确定子模块可以包括：
第一扭矩下限值确定单元，用于当所述等效轴速差的绝对值小于第三等效轴速差阈值时，确定所述前轴和后轴扭矩下限值为零；
第二扭矩下限值确定单元，用于当所述等效轴速差的绝对值大于第三等效轴速差阈值时，确定所述前轴和后轴扭矩下限值为电机反转的扭矩极限值；所述第三等效轴速差阈值大于第一等效轴速差阈值。
本申请可以通过前驱动轴和后驱动轴间的轴速差，来调控车轮的滑移，并不需要根据速度调控车轮的打滑，实现了在全速域皆可做双轴闭环控制；通过轴速差来发现车轮的滑移，实现更快地调控，能及时调控两轴间的电机轮速差，避免了功率的无端损耗。
本申请还公开了一种电子设备，包括处理器、存储器及存储在所述存储器上并能够在所述处理器上运行的计算机程序，所述计算机程序被所述处理器执行时实现上述的车辆扭矩控制方法的步骤。
本申请还公开了一种计算机可读存储介质，所述计算机可读存储介质上存储计算机程序，所述计算机程序被处理器执行时实现上述的车辆扭矩控制方法的步骤。
本申请还公开了一种车辆，所述车辆包括前电机、后电机和控制器，所述控制器用于实现上述的车辆扭矩控制方法的步骤。
对于装置实施例而言，由于其与方法实施例基本相似，所以描述的比较简单，相关之处参见方法实施例的部分说明即可。
本说明书中的各个实施例均采用递进的方式描述，每个实施例重点说明的都是与其他实施例的不同之处，各个实施例之间相同相似的部分互相参见即可。
本领域内的技术人员应明白，本申请实施例的实施例可提供为方法、装置、或计算机程序产品。因此，本申请实施例可采用完全硬件实施例、完全软件实施例、或结合软件和 硬件方面的实施例的形式。而且，本申请实施例可采用在一个或多个其中包含有计算机可用程序代码的计算机可用存储介质(包括但不限于磁盘存储器、CD-ROM、光学存储器等)上实施的计算机程序产品的形式。
本申请实施例是参照根据本申请实施例的方法、终端设备(系统)、和计算机程序产品的流程图和/或方框图来描述的。应理解可由计算机程序指令实现流程图和/或方框图中的每一流程和/或方框、以及流程图和/或方框图中的流程和/或方框的结合。可提供这些计算机程序指令到通用计算机、专用计算机、嵌入式处理机或其他可编程数据处理终端设备的处理器以产生一个机器，使得通过计算机或其他可编程数据处理终端设备的处理器执行的指令产生用于实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能的装置。
这些计算机程序指令也可存储在能引导计算机或其他可编程数据处理终端设备以特定方式工作的计算机可读存储器中，使得存储在该计算机可读存储器中的指令产生包括指令装置的制造品，该指令装置实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能。
这些计算机程序指令也可装载到计算机或其他可编程数据处理终端设备上，使得在计算机或其他可编程终端设备上执行一系列操作步骤以产生计算机实现的处理，从而在计算机或其他可编程终端设备上执行的指令提供用于实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能的步骤。
尽管已描述了本申请实施例的优选实施例，但本领域内的技术人员一旦得知了基本创造性概念，则可对这些实施例做出另外的变更和修改。所以，所附权利要求意欲解释为包括优选实施例以及落入本申请实施例范围的所有变更和修改。
最后，还需要说明的是，在本文中，诸如第一和第二等之类的关系术语仅仅用来将一个实体或者操作与另一个实体或操作区分开来，而不一定要求或者暗示这些实体或操作之间存在任何这种实际的关系或者顺序。而且，术语“包括”、“包含”或者其任何其他变体意在涵盖非排他性的包含，从而使得包括一系列要素的过程、方法、物品或者终端设备不仅包括那些要素，而且还包括没有明确列出的其他要素，或者是还包括为这种过程、方法、物品或者终端设备所固有的要素。在没有更多限制的情况下，由语句“包括一个……”限定的要素，并不排除在包括所述要素的过程、方法、物品或者终端设备中还存在另外的相同要素。
以上对本申请所提供的一种车辆扭矩控制方法、装置、电子设备以及存储介质，进行了详细介绍，本文中应用了具体个例对本申请的原理及实施方式进行了阐述，以上实施例的说明只是用于帮助理解本申请的方法及其核心思想；同时，对于本领域的一般技术人员， 依据本申请的思想，在具体实施方式及应用范围上均会有改变之处，综上所述，本说明书内容不应理解为对本申请的限制。

Claims (20)

  1. 一种车辆扭矩控制方法，应用于四驱车辆，其特征在于，包括：
    获取车辆的前轴等效轴速以及后轴等效轴速，根据所述前轴等效轴速以及后轴等效轴速确定车辆前轴和后轴之间的等效轴速差；
    根据所述等效轴速差，确定驱动轴扭矩调整值；
    根据所述驱动轴扭矩调整值，调整驱动轴的电机的输出扭矩。
  2. 根据权利要求1所述的方法，其特征在于，所述获取车辆的前轴等效轴速以及后轴等效轴速，包括：
    在车辆处于直行工况的情况下，获取车辆的前轴等效轴速以及后轴等效轴速。
  3. 根据权利要求1所述的方法，其特征在于，所述根据所述前轴等效轴速以及后轴等效轴速确定车辆前轴和后轴之间的等效轴速差，包括：
    获取车辆前轴电机转速，根据所述车辆前轴电机转速计算前轴轴速；
    获取车辆后轴电机转速，根据所述车辆后轴电机转速计算后轴轴速；
    计算所述后轴轴速与所述前轴轴速之间的差值，得到第一等效轴速差。
  4. 根据权利要求1所述的方法，其特征在于，所述根据所述前轴等效轴速以及后轴等效轴速确定车辆前轴和后轴之间的等效轴速差，包括：
    获取车辆前轮轮速，根据所述车辆前轮轮速计算前轴等效轴速；
    获取车辆后轮轮速，根据所述车辆后轮轮速计算后轴等效轴速；
    计算所述后轴等效轴速与所述前轴等效轴速之间的差值，得到第二等效轴速差。
  5. 根据权利要求1所述的方法，其特征在于，所述根据所述前轴等效轴速以及后轴等效轴速确定车辆前轴和后轴之间的等效轴速差，包括：
    获取车辆速度；
    当所述车辆的速度大于零且小于等于第一预设车速阈值，根据车辆前轴电机转速计算前轴轴速，根据车辆后轴电机转速计算后轴轴速，计算所述后轴轴速与所述前轴轴速之间的差值，得到第一等效轴速差；
    当所述车辆的速度大于所述第一预设车速阈值，根据车辆前轮轮速计算前轴等效轴速，根据车辆后轮轮速计算后轴等效轴速，计算所述后轴等效轴速与所述前轴等效轴速之间的差值，得到第二等效轴速差。
  6. 根据权利要求1所述的方法，其特征在于，所述根据所述等效轴速差，确定驱动轴扭矩调整值，包括：
    当所述等效轴速差的绝对值大于第一等效轴速差阈值时，确定驱动轴扭矩调整值。
  7. 根据权利要求6所述的方法，其特征在于，所述根据所述驱动轴扭矩调整值，调整 所述驱动轴的电机的输出扭矩，包括：
    持续判断所述等效轴速差的绝对值是否大于第一等效轴速差阈值，当所述等效轴速差的绝对值大于所述第一等效轴速差阈值时，减小驱动轴扭矩直至所述等效轴速差的绝对值小于第二等效差阈值，当其小于所述第二等效差阈值时停止调节，其中，所述第一等效轴速差阈值大于所述第二等效差阈值。
  8. 根据权利要求1所述的方法，其特征在于，所述根据所述驱动轴扭矩调整值，调整所述驱动轴的电机的输出扭矩，包括：
    当所述等效轴速差的绝对值大于第一等效轴速差阈值时，确定所述车辆前轴需要降低扭矩或所述车辆后轴需要降低扭矩；
    当所述车辆的后轴需要降低扭矩时，根据所述驱动轴扭矩调整值，控制后轴扭矩降低；
    当所述车辆的前轴需要降低扭矩时，根据所述驱动轴扭矩调整值，控制前轴扭矩降低。
  9. 根据权利要求8所述的方法，其特征在于，所述确定所述车辆前轴需要降低扭矩或所述车辆后轴需要降低扭矩，包括：
    当所述等效轴速差大于零，确定所述车辆后轴需要降低扭矩；
    当所述等效轴速差小于零，确定所述车辆前轴需要降低扭矩。
  10. 根据权利要求8所述的方法，其特征在于，所述当所述车辆的后轴需要降低扭矩时，所述方法还包括：
    根据所述驱动轴扭矩调整值，控制前轴扭矩增加；或，
    当所述车辆的前轴需要降低扭矩时，所述方法还包括：
    根据所述驱动轴扭矩调整值，控制后轴扭矩增加。
  11. 根据权利要求10所述的方法，其特征在于，所述根据所述驱动轴扭矩调整值，控制前轴扭矩增加，包括：
    获取前轴扭矩调整阈值；
    若所述驱动轴扭矩调整值小于或者等于所述前轴扭矩调整阈值，则根据所述驱动轴扭矩调整值降低所述后轴扭矩，以及根据所述驱动轴扭矩调整值增加所述前轴扭矩；
    若所述驱动轴扭矩调整值大于所述前轴扭矩调整阈值，则根据所述前轴扭矩调整阈值增加所述前轴扭矩，以及根据所述驱动轴扭矩调整值降低所述后轴扭矩。
  12. 根据权利要求11所述的方法，其特征在于，所述根据所述驱动轴扭矩调整值，控制后轴扭矩增加，包括：
    获取后轴扭矩调整阈值；
    若所述驱动轴扭矩调整值小于或者等于所述后轴扭矩调整阈值，则根据所述驱动轴扭矩调整值降低所述前轴扭矩，以及根据所述驱动轴扭矩调整值增加所述后轴扭矩；
    若所述驱动轴扭矩调整值大于所述前轴扭矩调整阈值，则根据所述后轴扭矩调整阈值增加所述后轴扭矩值，以及根据所述驱动轴扭矩调整值降低所述前轴扭矩。
  13. 根据权利要求1所述的方法，其特征在于，所述根据所述驱动轴扭矩调整值，调整所述驱动轴的电机的输出扭矩，包括：
    确定前轴扭矩下限值；
    若所述驱动轴的电机当前输出扭矩在降低所述驱动轴扭矩调整值后，小于或等于所述扭矩下限值，则调整所述驱动轴的电机的输出扭矩至所述扭矩下限值。
  14. 根据权利要求13所述的方法，其特征在于，所述确定前轴扭矩下限值，包括：
    当所述等效轴速差的绝对值小于第三等效轴速差阈值时，确定所述前轴扭矩下限值为零；
    当所述等效轴速差的绝对值大于第三等效轴速差阈值时，确定所述前轴扭矩下限值为电机反转的扭矩极限值；所述第三等效轴速差阈值大于第一等效轴速差阈值。
  15. 根据权利要求1、13或14所述的方法，其特征在于，所述根据所述驱动轴扭矩调整值，调整所述驱动轴的电机的输出扭矩，包括：
    确定后轴扭矩下限值；
    若所述驱动轴的电机当前输出扭矩在降低所述驱动轴扭矩调整值后，小于或等于所述扭矩下限值，则调整所述驱动轴的电机的输出扭矩至所述扭矩下限值。
  16. 根据权利要求15所述的方法，其特征在于，所述确定后轴扭矩下限值，包括：
    当所述等效轴速差的绝对值小于第三等效轴速差阈值时，确定所述后轴扭矩下限值为零；
    当所述等效轴速差的绝对值大于第三等效轴速差阈值时，确定所述后轴扭矩下限值为电机反转的扭矩极限值；所述第三等效轴速差阈值大于第一等效轴速差阈值。
  17. 一种车辆扭矩控制装置，其特征在于，包括：
    信息获取模块，用于获取车辆的前轴等效轴速以及后轴等效轴速；
    计算模块，用于根据所述前轴等效轴速以及后轴等效轴速确定车辆前轴和后轴之间的等效轴速差，并根据所述等效轴速差，确定驱动轴扭矩调整值；
    控制模块，用于根据所述驱动轴扭矩调整值，调整驱动轴的电机的输出扭矩。
  18. 一种电子设备，其特征在于，包括处理器、存储器及存储在所述存储器上并能够在所述处理器上运行的计算机程序，所述计算机程序被所述处理器执行时实现如权利要求1至16中任一项所述的车辆扭矩控制方法的步骤。
  19. 一种计算机可读存储介质，其特征在于，所述计算机可读存储介质上存储计算机程序，所述计算机程序被处理器执行时实现如权利要求1至16中任一项所述的车辆扭矩控制 方法的步骤。
  20. 一种车辆，其特征在于，包括前电机、后电机和控制器，所述控制器用于实现如权利要求1-16中任一项所述的车辆扭矩控制方法的步骤。
PCT/CN2023/095110 2022-05-20 2023-05-18 一种车辆扭矩控制方法、装置、电子设备和存储介质 WO2023222095A1 (zh)

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