CN112297876A - Electric drive control system based on electric automobile speed reducer and control method thereof - Google Patents
Electric drive control system based on electric automobile speed reducer and control method thereof Download PDFInfo
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- 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
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- 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
- B60L2240/421—Speed
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- 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
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- 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
Abstract
The invention discloses an electric drive control system based on an electric automobile speed reducer and a control method thereof, wherein the electric drive control system comprises an ESC control module, a VCU control module and a motor control module; the ESC control module is used for starting or closing ESC functions and receiving a torque instruction from a vehicle VCU; the VCU control module sends a torque instruction from the whole vehicle to the motor control module through a CAN bus; the motor control module receives a torque instruction from the VCU, collects the rotating speed of the motor, calculates the rotating speed change rate and outputs actual torque. The invention does not need to increase hardware cost, is simple and easy to control, comprehensively considers the driving performance, the torque response speed, the bearing capacity of a driving shaft, the performance of the speed reducer and the like of the whole vehicle, can quickly and accurately realize the protection of the speed reducer of the electric drive system by controlling the torque under the working conditions of split road surface climbing test, continuous high-speed deceleration strip passing and low-attachment road surface, and ensures the balance between the performance of the speed reducer and the driving performance of the whole vehicle.
Description
Technical Field
The invention belongs to the technical field of electric automobile electric drive system control, and relates to an electric drive control system based on an electric automobile speed reducer and a control method thereof.
Background
The speed reducer is one of the core parts of the new energy electric automobile, the performance of the speed reducer directly influences the driving performance of the whole automobile, and along with the development of the integration of an electric drive system, higher requirements are provided for the power performance and the driving performance of the whole automobile. Therefore, the control and protection of the reducer of the electric drive system of the electric automobile are very important.
In the prior art, the vehicle control unit judges whether the vehicle is in a slipping state according to the difference value between the current slip rate and the target slip rate, and calculates the variable quantity of the driving torque through a PID control method to control the anti-slipping output torque, so that the slip rate of the wheels is close to the optimal slip rate, and the stability and the driving performance of the vehicle are ensured. In recent years, with the development of functions such as an Electronic Stability Control (ESC) function, a Traction Control System (TCS) function, a dynamic regulation (VDC) function, an Electronic stability control (TCS) function, a Traction Control System (TCS) function, and a dynamic regulation (VDC) function, when a Vehicle slips under a condition such as a quick turn or lane change, an actual execution torque is controlled by the ESC control function to compensate for the stability of the Vehicle body and improve the driving experience. In the related technology, the vehicle control unit only utilizes the difference value of the slip rate to judge the entering and exiting of the slip, the execution torque of the motor is far from enough, and the requirements on the limitation of the output torque and the response speed of the motor of the electric drive system are stricter when the bearing capacity of the speed reducer is considered under the special working conditions of split road surfaces, side slip road surfaces, low-attachment road surfaces, high-speed over-speed deceleration strips and the like. Under the limit working conditions of continuous high-speed deceleration strip passing, split ramp, sideslip, low-attachment road surface and the like of the vehicle, the control algorithm for controlling the driving output torque based on the slip rate is only relied on, the torque response speed and the torque response size are influenced by PID control parameters, the bearing capacity of a driving shaft cannot be balanced, the performance of a reducer is influenced, and the good driving feeling of the whole vehicle cannot be ensured.
Disclosure of Invention
The invention aims to: the electric drive control system based on the electric automobile speed reducer and the control method thereof are simple and easy to control without increasing hardware cost.
The technical scheme of the invention is as follows:
in a first aspect, an electric drive control system based on an electric vehicle retarder comprises: the system comprises an ESC control module, a VCU control module and a motor control module;
the ESC control module is used for starting or closing ESC functions and receiving a torque instruction from a vehicle VCU;
the VCU control module is used for sending a torque instruction from a VCU of the whole vehicle to the motor control module through a CAN bus;
the motor control module is used for receiving a torque instruction from the VCU, collecting the rotating speed of the motor, calculating the rotating speed change rate and outputting the actual torque.
The further technical scheme is as follows: the motor control module comprises a battery pack, a three-phase bridge inverter circuit, a motor part and a controller part;
the battery pack provides direct current for the three-phase bridge inverter circuit, three-phase current is output after inversion of the three-phase bridge inverter circuit, the controller part performs maximum torque/current ratio control according to a motor rotating speed and a torque instruction, current closed loop control is achieved through current loops of a D shaft and a Q shaft, coordinate transformation is achieved through a three-phase coordinate system to a two-phase static coordinate system and then to a two-phase rotating coordinate system, and a SVPWM control algorithm converts a voltage signal into a PWM signal to control a switch of a power device to drive the motor part.
In a second aspect, a control method of an electric drive control system based on an electric vehicle retarder is applied to the electric drive control system based on the electric vehicle retarder as described in the first aspect, and the control method includes:
step 1, judging the entering or exiting condition of the slip according to a TCS zone bit or a VDC zone bit of an ESC control module;
step 2, controlling the state of the torque limit zone bit according to the exit of the slip;
and 3, controlling the output torque of the motor according to the slipping entry.
The further technical scheme is as follows: the step 1 comprises the following steps:
step 11, if the TCS zone bit and the VDC zone bit are both invalid, judging that the slip zone bit is valid, and entering a slip working condition;
step 12, if any one of the TCS zone bit or the VDC zone bit is valid, setting a timer T and a timer limit value T1;
step 13, if the timer T is greater than or equal to the timer limit value T1, determining that the slip flag bit is invalid, exiting the slip working condition, and stopping counting by the timer T;
step 14, if the timer T is smaller than the timer limit value T1, the slip flag bit maintains the state at the previous moment;
wherein, the timer limit value T1 is obtained according to the calibration of the whole vehicle test.
The further technical scheme is as follows: the step 2 comprises the following steps:
step 21, when the slip exits, if the rotating speed of the motor is less than a rotating speed threshold value Spd _1 and the actual torque is greater than a torque threshold value Trq _1, setting a timer limit value of a timer T as T2, and continuing to execute step 22 or step 23;
step 22, if the timer T is greater than or equal to the timer limit value T2, the torque limit flag is valid, and the timer T stops counting;
step 23, if the timer T is smaller than the timer limit value T2, maintaining the torque limit flag in the previous state;
step 24, when the slip exits, if the change rate of the motor speed is greater than a first threshold value V1 and the torque command Trq _ Cmd of the VCU is greater than a torque threshold value Trq _2, the torque limit flag is valid; otherwise, the torque limit flag bit is invalid;
the change rate of the motor rotating speed is obtained by calculation according to the difference value of the motor rotating speed in a sampling period, the timer limit value T2, the rotating speed threshold value Spd _1, the torque threshold value Trq _2 and the first threshold value V1 of the change rate of the motor rotating speed are obtained by calibration according to the test of the whole vehicle, and Trq _1 is greater than Trq _2 and greater than 0.
The further technical scheme is as follows: the step 3 comprises the following steps:
step 31, when slipping is started, if the change rate of the motor rotating speed is greater than a second threshold value V2, the output torque Trp _ Out is k times of the linear proportion of a torque command Trq _ Cmd sent by the VCU, and k is greater than 0 and less than 1;
step 32, when the slip is started, if the change rate of the motor speed is less than or equal to a second threshold value V2, executing steps 33 to 34 when the torque flag is valid, and executing step 35 when the torque flag is invalid;
step 33, the calculation method of the calculated torque is as follows:
wherein Trq _ Esc is a torque command sent by the VCU control module to the Esc control module through the CAN bus, V3 is a third threshold value for setting a rate of change of the rotation speed, and Δ V (k) is a calculated rate of change of the rotation speed;
step 34, if the absolute value | Trq _ Cal-Trq _ Cmd | of the difference between the calculated torque and the torque command is greater than the torque threshold value Trq _3, outputting a torque Trq _ Out equal to the calculated torque Trq _ Cal; otherwise, the output torque Trq _ Out is equal to the torque command Trq _ Cmd;
step 35, the output torque Trq _ Out is equal to the torque command Trq _ Cmd;
the motor speed change rate is obtained through calculation according to the difference value of the motor speeds in the sampling period, the torque threshold value Trq _3, the second threshold value V2 of the motor speed change rate and the third threshold value V3 are obtained through calibration according to a finished automobile test, and Trq _1> Trq _2> Trq _3>0, V2> V1> V3> 0.
The invention has the advantages that:
through the electric drive control system who contains ESC control module, VCU control module, motor control module, need not increase the hardware cost, according to the state of the control limit for torsion zone bit that withdraws from of skidding, according to the entering control motor output torque that skids, control is simple easily to realize, and the drivability of whole car of comprehensive consideration, the moment of torsion response speed, the bearing capacity of drive shaft, the performance isoparametric of reduction gear, to opening road surface climbing test, under high-speed continuous deceleration strip and the low road surface that attaches the operating mode, can realize the protection to electric drive system reduction gear through the control torque fast accurately, guarantee the balance between reduction gear performance and the whole car drivability, practical application is effectual.
Drawings
The invention is further described with reference to the following figures and examples:
FIG. 1 is a block diagram of an electric drive control system based on an electric vehicle retarder provided by the present application;
FIG. 2 is a flow chart illustrating slip entry and exit determination for an electric drive control system according to the present application;
FIG. 3 is a control flow chart of a torque limit flag of an electric drive control system provided by the present application;
FIG. 4 is a control flow diagram of output torque of an electric drive control system provided herein.
Detailed Description
Example (b): the application provides an electric drive control system based on an electric automobile speed reducer and a control method thereof, based on an ESC function control strategy, torque response speed, bearing capacity of a driving shaft, performance of the speed reducer and driving stability of a whole automobile are comprehensively considered, a torque control execution instruction sent to an ESC by a VCU (Vehicle control unit, Chinese) is reduced, a torque instruction sent by the VCU is reduced, actual torque of a motor is reduced, and output torque of the motor can be selectively reduced particularly under the working conditions of road climbing and low-speed large-torque test of the Vehicle, so that the electric drive control system is simple and easy to implement, comprehensive in consideration and good in actual application effect.
As shown in fig. 1, the electric drive control system based on the reducer of the electric vehicle includes: the system comprises an ESC control module, a VCU control module and a motor control module; the ESC control module is used for starting or closing ESC functions and receiving a torque instruction from a vehicle VCU; the VCU control module is used for sending a torque instruction from a VCU of the whole vehicle to the motor control module through a CAN (Controller Area Network, Chinese) bus; the motor control module is used for receiving a torque instruction from the VCU, collecting the rotating speed of the motor, calculating the rotating speed change rate and outputting the actual torque.
The VCU control module and the motor control module form a main control module.
Optionally, the motor control module includes a battery pack, a three-phase bridge inverter circuit, a motor part, and a controller part; the battery pack provides direct current for the three-phase bridge inverter circuit, the three-phase current is output after inversion of the three-phase bridge inverter circuit, a controller part (a torque controller) performs maximum torque/current ratio control according to a motor rotating speed and a torque instruction, current closed loop control is realized through a D-axis current loop and a Q-axis current loop, coordinate transformation realizes the change from a three-phase coordinate system to a two-phase static coordinate system and then to a two-phase rotating coordinate system, and an SVPWM control algorithm converts a voltage signal into a PWM (Pulse width modulation, Chinese) signal to control a switch of a power device to drive a motor part (a permanent magnet synchronous motor).
The application also provides a control method of the electric drive control system based on the electric automobile speed reducer, which is applied to the electric drive control system based on the electric automobile speed reducer shown in fig. 1, and the control method comprises the following steps with reference to fig. 2 to 4.
Step 1, judging the entering or exiting condition of the slip according to a TCS flag bit (vehicle positive slip enabling) or a VDC flag bit (vehicle side slip enabling) of an ESC control module.
Judging whether the slip enters or exits according to the enabling state of the ESC, and optionally, referring to FIG. 2, the step 1 comprises:
step 11, if the TCS zone bit and the VDC zone bit are both invalid, judging that the slip zone bit is valid, and entering a slip working condition;
step 12, if any one of the TCS zone bit or the VDC zone bit is valid, setting a timer T and a timer limit value T1;
step 13, if the timer T is greater than or equal to the timer limit value T1, determining that the slip flag bit is invalid, exiting the slip working condition, and stopping counting by the timer T;
step 14, if the timer T is smaller than the timer limit value T1, the slip flag bit maintains the state at the previous moment;
wherein, the timer limit value T1 is obtained according to the calibration of the whole vehicle test.
Wherein, step 11 and step 12 are parallel steps.
And step 2, controlling the state of the torque limit zone bit according to the exit of the slip.
When the skid exits, judging whether the torque limit flag bit is effective or ineffective according to the rotating speed of the motor and the actual torque under the test working condition of a split road ramp; and judging whether the torque limiting flag bit is effective or ineffective under the working condition of the continuous high-speed over-deceleration strip according to the rotating speed change rate and the torque instruction. Optionally, with reference to fig. 3, step 2 includes:
step 21, when the slip exits, if the rotating speed of the motor is less than a rotating speed threshold value Spd _1 and the actual torque is greater than a torque threshold value Trq _1, setting a timer limit value of a timer T as T2, and continuing to execute step 22 or step 23;
step 22, if the timer T is greater than or equal to the timer limit value T2, the torque limit flag is valid, and the timer T stops counting;
step 23, if the timer T is smaller than the timer limit value T2, maintaining the torque limit flag in the previous state;
step 24, when the slip exits, if the change rate of the motor speed is greater than a first threshold value V1 and the torque command Trq _ Cmd of the VCU is greater than a torque threshold value Trq _2, the torque limit flag is valid; otherwise, the torque limit flag bit is invalid;
the change rate of the motor rotating speed is obtained by calculation according to the difference value of the motor rotating speed in a sampling period, the timer limit value T2, the rotating speed threshold value Spd _1, the torque threshold value Trq _2 and the first threshold value V1 of the change rate of the motor rotating speed are obtained by calibration according to the test of the whole vehicle, and Trq _1 is greater than Trq _2 and greater than 0.
Here, step 21 and step 24 are parallel steps, and step 22 and step 23 are two branches parallel to step 21.
And 3, controlling the output torque of the motor according to the slipping entry.
When the slipping enters, namely the slipping zone bit is effective, the output torque is limited according to the change rate of the rotating speed of the motor and by combining whether the torque limiting zone bit is effective or not, and the protection of the speed reducer of the electric drive system is realized. Optionally, with reference to fig. 4, step 3 includes:
step 31, when slipping is started, if the change rate of the motor rotating speed is greater than a second threshold value V2, the output torque Trp _ Out is k times of the linear proportion of a torque command Trq _ Cmd sent by the VCU, and k is greater than 0 and less than 1;
step 32, when the slip is started, if the change rate of the motor speed is less than or equal to a second threshold value V2, executing steps 33 to 34 when the torque flag is valid, and executing step 35 when the torque flag is invalid;
step 33, the calculation method of the calculated torque is as follows:
wherein Trq _ Esc is a torque command sent by the VCU control module to the Esc control module through the CAN bus, V3 is a third threshold value for setting a rate of change of the rotation speed, and Δ V (k) is a calculated rate of change of the rotation speed;
step 34, if the absolute value | Trq _ Cal-Trq _ Cmd | of the difference between the calculated torque and the torque command is greater than the torque threshold value Trq _3, outputting a torque Trq _ Out equal to the calculated torque Trq _ Cal; otherwise, the output torque Trq _ Out is equal to the torque command Trq _ Cmd;
step 35, the output torque Trq _ Out is equal to the torque command Trq _ Cmd;
the motor speed change rate is obtained through calculation according to the difference value of the motor speeds in the sampling period, the torque threshold value Trq _3, the second threshold value V2 of the motor speed change rate and the third threshold value V3 are obtained through calibration according to a finished automobile test, Trq _1> Trq _2> Trq _3>0, V2> V1> V3> 0.
Wherein, step 31 and step 32 are parallel steps, and step 33 to step 34 and step 35 are two parallel branches under step 32.
In summary, according to the electric drive control system and the control method thereof based on the electric automobile speed reducer, the electric drive control system comprising the ESC control module, the VCU control module and the motor control module does not need to increase hardware cost, controls the output torque of the motor according to the state of the slipping exit control torque limit flag bit and the slipping entry control motor, and is simple and easy to control; and the parameters of the driving performance, the torque response speed, the bearing capacity of a driving shaft, the performance of the speed reducer and the like of the whole vehicle are comprehensively considered, under the working conditions of split road surface climbing test, high-speed continuous deceleration strip passing and low-attachment road surface, the speed reducer of the electric drive system can be quickly and accurately protected by controlling the torque, the balance between the performance of the speed reducer and the driving performance of the whole vehicle is ensured, and the practical application effect is good.
The terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implying a number of the indicated technical features. Thus, a defined feature of "first", "second", may explicitly or implicitly include one or more of that feature. In the description of the present application, "a plurality" means two or more unless otherwise specified.
The above-mentioned serial numbers of the embodiments of the present application are merely for description and do not represent the merits of the embodiments.
The above description is only exemplary of the present application and should not be taken as limiting the present application, as any modification, equivalent replacement, or improvement made within the spirit and principle of the present application should be included in the protection scope of the present application.
Claims (6)
1. An electric drive control system based on an electric vehicle speed reducer, comprising: the system comprises an ESC control module, a VCU control module and a motor control module;
the ESC control module is used for starting or closing ESC functions and receiving a torque instruction from a vehicle VCU;
the VCU control module is used for sending a torque instruction from a VCU of the whole vehicle to the motor control module through a CAN bus;
the motor control module is used for receiving a torque instruction from the VCU, collecting the rotating speed of the motor, calculating the rotating speed change rate and outputting the actual torque.
2. The electric drive control system based on the electric automobile speed reducer is characterized in that the motor control module comprises a battery pack, a three-phase bridge inverter circuit, a motor part and a controller part;
the battery pack provides direct current for the three-phase bridge inverter circuit, three-phase current is output after inversion of the three-phase bridge inverter circuit, the controller part performs maximum torque/current ratio control according to a motor rotating speed and a torque instruction, current closed loop control is achieved through current loops of a D shaft and a Q shaft, coordinate transformation is achieved through a three-phase coordinate system to a two-phase static coordinate system and then to a two-phase rotating coordinate system, and a SVPWM control algorithm converts a voltage signal into a PWM signal to control a switch of a power device to drive the motor part.
3. A control method of an electric vehicle retarder-based electric drive control system, which is applied to the electric vehicle retarder-based electric drive control system according to claim 1 or 2, the control method comprising:
step 1, judging the entering or exiting condition of the slip according to a TCS zone bit or a VDC zone bit of an ESC control module;
step 2, controlling the state of the torque limit zone bit according to the exit of the slip;
and 3, controlling the output torque of the motor according to the slipping entry.
4. The control method of an electric drive control system based on an electric vehicle retarder according to claim 3, characterized in that the step 1 comprises:
step 11, if the TCS zone bit and the VDC zone bit are both invalid, judging that the slip zone bit is valid, and entering a slip working condition;
step 12, if any one of the TCS zone bit or the VDC zone bit is valid, setting a timer T and a timer limit value T1;
step 13, if the timer T is greater than or equal to the timer limit value T1, determining that the slip flag bit is invalid, exiting the slip working condition, and stopping counting by the timer T;
step 14, if the timer T is smaller than the timer limit value T1, the slip flag bit maintains the state at the previous moment;
wherein, the timer limit value T1 is obtained according to the calibration of the whole vehicle test.
5. The control method of an electric drive control system based on an electric vehicle retarder according to claim 4, wherein the step 2 comprises:
step 21, when the slip exits, if the rotating speed of the motor is less than a rotating speed threshold value Spd _1 and the actual torque is greater than a torque threshold value Trq _1, setting a timer limit value of a timer T as T2, and continuing to execute step 22 or step 23;
step 22, if the timer T is greater than or equal to the timer limit value T2, the torque limit flag is valid, and the timer T stops counting;
step 23, if the timer T is smaller than the timer limit value T2, maintaining the torque limit flag in the previous state;
step 24, when the slip exits, if the change rate of the motor speed is greater than a first threshold value V1 and the torque command Trq _ Cmd of the VCU is greater than a torque threshold value Trq _2, the torque limit flag is valid; otherwise, the torque limit flag bit is invalid;
the change rate of the motor rotating speed is obtained by calculation according to the difference value of the motor rotating speed in a sampling period, the timer limit value T2, the rotating speed threshold value Spd _1, the torque threshold value Trq _2 and the first threshold value V1 of the change rate of the motor rotating speed are obtained by calibration according to the test of the whole vehicle, and Trq _1 is greater than Trq _2 and greater than 0.
6. The control method of an electric drive control system based on an electric vehicle retarder according to claim 5, wherein the step 3 comprises:
step 31, when slipping is started, if the change rate of the motor rotating speed is greater than a second threshold value V2, the output torque Trp _ Out is k times of the linear proportion of a torque command Trq _ Cmd sent by the VCU, and k is greater than 0 and less than 1;
step 32, when the slip is started, if the change rate of the motor speed is less than or equal to a second threshold value V2, executing steps 33 to 34 when the torque flag is valid, and executing step 35 when the torque flag is invalid;
step 33, the calculation method of the calculated torque is as follows:
wherein Trq _ Esc is a torque command sent by the VCU control module to the Esc control module through the CAN bus, V3 is a third threshold value for setting a rate of change of the rotation speed, and Δ V (k) is a calculated rate of change of the rotation speed;
step 34, if the absolute value | Trq _ Cal-Trq _ Cmd | of the difference between the calculated torque and the torque command is greater than the torque threshold value Trq _3, outputting a torque Trq _ Out equal to the calculated torque Trq _ Cal; otherwise, the output torque Trq _ Out is equal to the torque command Trq _ Cmd;
step 35, the output torque Trq _ Out is equal to the torque command Trq _ Cmd;
the motor speed change rate is obtained through calculation according to the difference value of the motor speeds in the sampling period, the torque threshold value Trq _3, the second threshold value V2 of the motor speed change rate and the third threshold value V3 are obtained through calibration according to a finished automobile test, and Trq _1> Trq _2> Trq _3>0, V2> V1> V3> 0.
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| CN114056124A (en) * | 2021-12-16 | 2022-02-18 | 东风德纳车桥有限公司 | Electric drive axle control method and system of electric automobile and electric automobile |
| CN114475276A (en) * | 2022-03-04 | 2022-05-13 | 广汽埃安新能源汽车有限公司 | Control method and system for torque of driving motor |
| CN115489334A (en) * | 2022-08-31 | 2022-12-20 | 成都赛力斯科技有限公司 | Energy recovery negative torque control method, device, computer equipment and storage medium |
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