CN113492690A - Motor torque control method, device and equipment and automobile - Google Patents

Motor torque control method, device and equipment and automobile Download PDF

Info

Publication number
CN113492690A
CN113492690A CN202010249316.XA CN202010249316A CN113492690A CN 113492690 A CN113492690 A CN 113492690A CN 202010249316 A CN202010249316 A CN 202010249316A CN 113492690 A CN113492690 A CN 113492690A
Authority
CN
China
Prior art keywords
torque
motor
preset
control
accelerator
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202010249316.XA
Other languages
Chinese (zh)
Inventor
王琳琳
储琦
梁海强
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Beijing Electric Vehicle Co Ltd
Original Assignee
Beijing Electric Vehicle Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Beijing Electric Vehicle Co Ltd filed Critical Beijing Electric Vehicle Co Ltd
Priority to CN202010249316.XA priority Critical patent/CN113492690A/en
Publication of CN113492690A publication Critical patent/CN113492690A/en
Pending legal-status Critical Current

Links

Images

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
    • B60L15/2009—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 for braking
    • 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
    • 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
    • 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
    • B60L2240/46—Drive Train control parameters related to wheels
    • B60L2240/461—Speed
    • 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 provides a motor torque control method, a motor torque control device, motor torque control equipment and an automobile, and relates to the technical field of automobiles. The motor torque control method comprises the following steps: acquiring a motor torque adjustment index; if the motor torque adjustment index is larger than or equal to a preset control strategy trigger threshold, sending a control signal to a motor controller, and adjusting the target torque of the motor from the accelerator torque to a preset stable torque; and if the motor torque adjustment index is smaller than the preset control strategy trigger threshold, controlling the target torque to be the accelerator torque. The control strategy trigger threshold is set for the motor torque adjustment index, so that the motor torque can be timely controlled, the dangerous conditions such as slipping and instability of the vehicle are prevented, the stability and the safety of the whole vehicle are improved, and meanwhile, the cost performance of the vehicle is improved due to the fact that hardware cost does not need to be additionally increased.

Description

Motor torque control method, device and equipment and automobile
Technical Field
The invention relates to the technical field of automobiles, in particular to a motor torque control method, a motor torque control device, motor torque control equipment and an automobile.
Background
In some low-profile vehicles, only an anti-lock braking System (ABS) is usually configured, but an Electronic Stability Program (ESP) is not configured, however, due to the lack of protection of the ESP function, the vehicle is inevitably more likely to slip and destabilize under certain conditions, and therefore, on the premise of not increasing the cost of hardware and the like, how to improve the driving Stability of the vehicle to the greatest extent is the direction that software engineers in various large host plants preferentially develop.
Disclosure of Invention
The embodiment of the invention provides a motor torque control method, a motor torque control device, motor torque control equipment and an automobile, and aims to solve the problem of how to avoid dangerous conditions such as slipping and instability on a vehicle without an ESP.
In order to solve the above technical problem, an embodiment of the present invention provides a motor torque control method, including:
acquiring a motor torque adjustment index;
if the motor torque adjustment index is larger than or equal to a preset control strategy trigger threshold, sending a control signal to a motor controller, and adjusting the target torque of the motor from the accelerator torque to a preset stable torque;
and if the motor torque adjustment index is smaller than the preset control strategy trigger threshold, controlling the target torque to be the accelerator torque.
Further, the motor torque adjustment index is a slip rate or a motor speed difference.
Further, when the motor torque adjustment index is a slip ratio, the obtaining of the motor torque adjustment index includes:
acquiring a wheel speed signal comprising: a first drive wheel speed, a second drive wheel speed, a first driven wheel speed, and a second driven wheel speed;
and calculating the slip rate according to the first driving wheel speed, the second driving wheel speed, the first driven wheel speed and the second driven wheel speed.
Further, the slip ratio includes: a first slip ratio;
according to formula X1＝(V1-V2)/V2CalculatingThe first slip ratio, wherein X1Is the first slip ratio, V1Is the average value of the first and second drive wheel speeds, V2Is an average of the first driven wheel speed and the second driven wheel speed.
Further, if the motor torque adjustment index is greater than or equal to a preset control strategy trigger threshold, sending a control signal to a motor controller, and adjusting the target torque of the motor from the accelerator torque to a preset stable torque, includes:
acquiring an ABS fault signal of a brake anti-lock braking system;
when the first slip rate is greater than or equal to a first preset control strategy trigger threshold value and the ABS fault signal indicates that the ABS has no fault, sending a control signal to a motor controller to control the target torque of the motor to be adjusted from the accelerator torque to a preset stable torque;
and monitoring the first slip rate, and controlling the target torque of the motor to be the accelerator torque when the first slip rate is smaller than the first preset control strategy trigger threshold value.
Further, the slip ratio further includes: a second slip ratio;
according to formula X2＝(V1-V3)/V3Calculating the second slip ratio, wherein X2Is said second slip ratio, V1Is the average value of the first and second drive wheel speeds, V3Is the first driven wheel speed or the second driven wheel speed.
Further, if the motor torque adjustment index is greater than or equal to a preset control strategy trigger threshold, sending a control signal to a motor controller, and adjusting the target torque of the motor from the accelerator torque to a preset stable torque, includes:
acquiring an ABS fault signal of a brake anti-lock braking system;
when the second slip rate is greater than or equal to a second preset control strategy trigger threshold value and the ABS fault signal indicates that the ABS has no fault, sending a control signal to a motor controller to control the target torque of the motor to be adjusted from the accelerator torque to a preset stable torque;
and monitoring the second slip rate, and controlling the target torque of the motor to be the accelerator torque when the second slip rate is smaller than the second preset control strategy trigger threshold.
Further, when the motor torque adjustment index is the motor rotation speed difference, the obtaining of the motor torque adjustment index includes:
acquiring the current motor rotating speed and the historical motor rotating speed of a preset period before the current period;
and calculating the motor rotating speed difference according to the current motor rotating speed and the historical motor rotating speed, wherein the motor rotating speed difference is the absolute value of the difference between the current motor rotating speed and the historical motor rotating speed.
Further, if the motor torque adjustment index is greater than or equal to a preset stable trigger threshold, sending a control signal to a motor controller, and adjusting the target torque of the motor from the accelerator torque to a preset stable torque, includes:
when the motor rotating speed difference value is larger than or equal to a third preset control strategy trigger threshold value, a control signal is sent to a motor controller, and the target torque of the motor is controlled to be adjusted from the accelerator torque to a preset stable torque;
and monitoring the motor rotating speed difference value, and controlling the target torque of the motor to be the accelerator torque when the motor rotating speed difference value is smaller than the third preset control strategy trigger threshold value.
Further, the method further comprises:
detecting a brake pedal switch signal and an accelerator pedal switch signal;
and when the brake pedal switch signal is on or the accelerator pedal switch signal is off, the target torque of the control motor is adjusted to be the brake torque.
The embodiment of the invention also provides a motor torque control device, which comprises:
the acquisition module is used for acquiring a motor torque adjustment index;
the first control module is used for sending a control signal to the motor controller if the motor torque adjustment index is larger than or equal to a preset control strategy trigger threshold value, and controlling the target torque of the motor to be adjusted from the accelerator torque to a preset stable torque;
and the second control module is used for controlling the target torque to be the accelerator torque if the motor torque adjustment index is smaller than the preset control strategy trigger threshold.
An embodiment of the present invention further provides a control device, including: a memory, a processor and a computer program stored on the memory and executable on the processor, the processor implementing the above-described motor torque control method when executing the computer program.
The embodiment of the invention also provides an automobile comprising the motor torque control device.
The invention has the beneficial effects that:
above-mentioned scheme triggers the threshold value through setting up control strategy to motor torque adjustment index, can in time control the motor moment of torsion to prevent that the vehicle from taking place dangerous condition such as skidding, unstability, promoted the stability and the security of whole car, simultaneously owing to do not need additionally to increase the hardware cost, promoted the price/performance ratio of vehicle.
Drawings
FIG. 1 illustrates one of the flow diagrams of a motor torque control method according to an embodiment of the present invention;
FIG. 2 is a second schematic flow chart of a motor torque control method according to an embodiment of the present invention;
FIG. 3 is a third schematic flow chart of a motor torque control method according to an embodiment of the present invention;
FIG. 4 is a fourth flowchart of a motor torque control method according to an embodiment of the present invention;
fig. 5 is a schematic structural diagram of a motor torque control device according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention will be described in detail with reference to the accompanying drawings and specific embodiments.
The invention provides a motor torque control method, a motor torque control device, motor torque control equipment and an automobile, aiming at solving the problem of how to avoid dangerous conditions such as slipping, instability and the like on a vehicle without an ESP.
As shown in fig. 1, an embodiment of the present invention provides a motor torque control method, including:
step 11, obtaining a motor torque adjustment index;
step 12, if the motor torque adjustment index is larger than or equal to a preset control strategy trigger threshold, sending a control signal to a motor controller, and adjusting the target torque of the motor from the accelerator torque to a preset stable torque;
and step 13, if the motor torque adjustment index is smaller than the preset control strategy trigger threshold, controlling the target torque to be the accelerator torque.
According to the embodiment of the invention, the motor torque can be controlled in time by setting the control strategy trigger threshold value for the motor torque adjustment index, so that dangerous conditions such as slipping and instability of the vehicle are prevented, the stability and the safety of the whole vehicle are improved, and meanwhile, the cost performance of the vehicle is improved because extra hardware cost is not required to be increased.
It should be noted that the motor torque control method according to the embodiment of the present invention is suitable for only configuring a Brake anti-lock Brake System (ABS) and not configuring an Electronic Stability Program (ESP), and because of lack of protection of an ESP function, it inevitably makes a vehicle more likely to slip and destabilize under some working conditions.
Specifically, the motor torque adjustment index is a slip rate or a motor rotation speed difference.
It should be noted that, in the process of performing the motor torque control, in order to fully consider various situations that need to perform the active torque control, which occur in the actual driving process of the vehicle, the motor torque adjustment index in the embodiment of the present invention may be a slip rate or a motor rotation speed difference according to a situation occurring in the actual driving process. Through the judgment of the slip rate or the motor rotating speed deviation value, whether the current driving condition of the vehicle needs to limit the torque or not is determined, namely whether the target torque of the motor needs to be controlled or not is determined, and when the control is needed, the target torque is enabled to be rapidly transited from the accelerator torque to the stable torque, so that the driving stability of the vehicle is ensured. Meanwhile, in the torque control process, the slip rate or the motor rotating speed deviation value is continuously judged, and when the vehicle can stably run, the control on the target torque is quitted, so that the target torque is over to the accelerator torque from the stable torque.
Specifically, when the motor torque adjustment index is a slip ratio, the step 11 obtains the motor torque adjustment index, and includes:
acquiring a wheel speed signal comprising: a first drive wheel speed, a second drive wheel speed, a first driven wheel speed, and a second driven wheel speed;
and calculating the slip rate according to the first driving wheel speed, the second driving wheel speed, the first driven wheel speed and the second driven wheel speed.
It should be noted that, when any one of the wheel speed signals fails, a function of the stability control strategy may be triggered by mistake, and then the vehicle loses power. The slip rate is determined by the driving wheel speed and the driven wheel speed, when the driving rate slips, the vehicle speed can be very high, the slip rate calculated value can be very small, and further the slip rate calculated value is difficult to control in detail and the processing strategy is responsible. Therefore, in order to prevent the situation that the control strategy is falsely triggered due to the failure of any one wheel speed, the slip ratio in the embodiment includes a first slip ratio applied to the situation that all wheel speed signals are valid and a second slip ratio applied to the situation that a certain driven wheel speed fails.
It should be further noted that, in order to determine whether each wheel speed in the wheel speed signals is valid, the embodiment of the present invention further includes a step of obtaining a first driving wheel speed valid signal, a second driving wheel speed valid signal, a first driven wheel speed valid signal and a second driven wheel speed valid signal.
Specifically, the determination of whether to trigger the torque control strategy through the slip ratio includes the following two schemes:
firstly, as shown in FIG. 2, when the slip ratio is the first slip ratio, according to the formula X1＝(V1-V2)/V2Calculating the first slip ratio, wherein X1Is the first slip ratio, V1Is the average value of the first and second drive wheel speeds, V2Is an average of the first driven wheel speed and the second driven wheel speed.
It should be noted that, in this control scheme, the first driving wheel speed valid signal, the second driving wheel speed valid signal, the first driven wheel speed valid signal and the second driven wheel speed valid signal are all valid, that is, the data of the first driving wheel speed, the second driving wheel speed, the first driven wheel speed and the second driven wheel speed are all valid.
At this time, if the motor torque adjustment index is greater than or equal to the preset control strategy trigger threshold, sending a control signal to the motor controller, and adjusting the target torque of the motor from the accelerator torque to a preset stable torque, including:
acquiring an ABS fault signal of a brake anti-lock braking system;
when the first slip rate is greater than or equal to a first preset control strategy trigger threshold value and the ABS fault signal indicates that the ABS has no fault, sending a control signal to a motor controller to control the target torque of the motor to be adjusted from the accelerator torque to a preset stable torque;
and monitoring the first slip rate, and controlling the target torque of the motor to be the accelerator torque when the first slip rate is smaller than the first preset control strategy trigger threshold value.
It should be noted that, when the first slip rate is used as the motor torque adjustment index, the determination of the ABS fault signal is further included, that is, when the ABS is not faulty and the first slip rate is greater than or equal to the first preset control strategy trigger threshold, the driving torque, that is, the target torque needs to be transitioned from the accelerator torque to the preset stable torque by an express degree, in order to ensure the target of quickly controlling the vehicle state, in order to ensure the quick response to the stable strategy control torque.
It should be further noted that the preset stable torque is obtained by looking up a table of the current slip ratio and the accelerator torque, specifically, the table is obtained by real vehicle calibration, and in order to further ensure the stability of the vehicle, the torque obtained by looking up the table needs to be corrected, specifically, the torque may be corrected according to a steering wheel angle signal to ensure the driving stability of the curve.
Secondly, as shown in FIG. 3, when the slip ratio is the second slip ratio, the formula X is used2＝(V1-V3)/V3Calculating the second slip ratio, wherein X2Is said second slip ratio, V1Is the average value of the first and second drive wheel speeds, V3Is the first driven wheel speed or the second driven wheel speed.
It should be noted that, this control scheme is that the first driving wheel speed valid bit signal and the second driving wheel speed valid bit signal are valid, and one of the first driven wheel speed valid bit signal and the second driven wheel speed valid bit signal is invalid, that is, the data of the first driving wheel speed and the second driving wheel speed are both valid, and only one of the data of the first driven wheel speed and the second driven wheel speed is valid, specifically, V is3Is an effective wheel speed of the first driven wheel speed or the second driven wheel speed. That is, the slip ratio calculation is performed by using only the wheel speed valid bit signal. When any of the driven wheel speed validity signals is invalid, a mild anomaly is considered.
At this time, if the motor torque adjustment index is greater than or equal to the preset control strategy trigger threshold, sending a control signal to the motor controller, and adjusting the target torque of the motor from the accelerator torque to a preset stable torque, including:
acquiring an ABS fault signal of a brake anti-lock braking system;
when the second slip rate is greater than or equal to a second preset control strategy trigger threshold value and the ABS fault signal indicates that the ABS has no fault, sending a control signal to a motor controller to control the target torque of the motor to be adjusted from the accelerator torque to a preset stable torque;
and monitoring the second slip rate, and controlling the target torque of the motor to be the accelerator torque when the second slip rate is smaller than the second preset control strategy trigger threshold.
It should be noted that, when the second slip rate is used as the motor torque adjustment index, the determination of the ABS fault signal is further included, that is, when the ABS is not faulty and the second slip rate is greater than or equal to the second preset control strategy trigger threshold, the driving torque, that is, the target torque needs to be transitioned from the accelerator torque to the preset stable torque by an express degree in order to ensure the target of quickly controlling the vehicle state in order to ensure the torque controlled by the quick response stable strategy.
It should be further noted that the preset stable torque is obtained by looking up a table of the current slip ratio and the accelerator torque, specifically, the table is obtained by real vehicle calibration, and in order to further ensure the stability of the vehicle, the torque obtained by looking up the table needs to be corrected, specifically, the torque may be corrected according to a steering wheel angle signal to ensure the driving stability of the curve.
As shown in fig. 4, the embodiment of the present invention further includes a control strategy that the motor torque adjustment indicator is a motor rotation speed difference value, and when the motor torque adjustment indicator is the motor rotation speed difference value, the step 11 obtains the motor torque adjustment indicator, which includes:
acquiring the current motor rotating speed and the historical motor rotating speed of a preset period before the current period;
and calculating the motor rotating speed difference according to the current motor rotating speed and the historical motor rotating speed, wherein the motor rotating speed difference is the absolute value of the difference between the current motor rotating speed and the historical motor rotating speed.
It should be noted that the period may be a sampling period of 5ms for vehicle model operation, and the preset period may be several periods, such as 5 to 10 periods, that is, 25ms to 50 ms.
It should be further noted that when the slip ratio is used as the motor torque adjustment index, the calculation of the slip ratio is involved, effective wheel speeds are used for calculation, when any driving wheel fails to work or all driven wheels fail or all wheel speeds fail, a heavy stability control strategy function is triggered, at this moment, because the wheel speeds fail, the vehicle stability strategy control cannot be carried out in a slip ratio obtaining mode, at this moment, the slip ratio monitoring is not carried out any more, and another motor torque adjustment index capable of representing the vehicle slip state, namely a motor rotation speed difference value, needs to be selected. In addition, when the ABS fault signal indicates that the ABS has a fault, the motor torque control is directly carried out by taking the motor rotating speed deviation as a motor torque adjustment index, so that the stability of the vehicle is ensured.
At this time, if the motor torque adjustment index is greater than or equal to the preset stable trigger threshold, sending a control signal to the motor controller, and adjusting the target torque of the motor from the accelerator torque to the preset stable torque, including:
when the motor rotating speed difference value is larger than or equal to a third preset control strategy trigger threshold value, a control signal is sent to a motor controller, and the target torque of the motor is controlled to be adjusted from the accelerator torque to a preset stable torque;
and monitoring the motor rotating speed difference value, and controlling the target torque of the motor to be the accelerator torque when the motor rotating speed difference value is smaller than the third preset control strategy trigger threshold value.
It should be noted that when the motor rotation speed difference is used as a motor torque adjustment index, and the motor rotation speed difference is greater than a third preset control strategy trigger threshold, in order to ensure a target of quickly controlling the vehicle state by quickly responding to the stabilization strategy control torque, the driving torque, that is, the target torque needs to be transited from the accelerator torque to the preset stabilization torque by an express degree.
It should be further noted that the preset stable torque is obtained by looking up a table according to the current motor rotation speed difference and the accelerator torque, specifically, the table is obtained by real vehicle calibration, and in order to further ensure the stability of the vehicle, the torque obtained by looking up the table needs to be corrected, specifically, the torque may be corrected according to a steering wheel angle signal to ensure the driving stability of the curve.
In the above three control strategies for controlling the motor torque, the corresponding motor torque adjustment indexes are the first slip rate, the second slip rate and the motor rotation speed difference value.
The motor torque control of the embodiment of the present invention is a control performed when a positive torque is applied, that is, an intervention control performed when an accelerator torque is present, and when a brake pedal of a vehicle is depressed or an accelerator pedal is completely released, a negative torque is applied, and the motor torque is no longer controlled by the above-mentioned control strategy, so the method further includes:
detecting a brake pedal switch signal and an accelerator pedal switch signal;
and when the brake pedal switch signal is on or the accelerator pedal switch signal is off, the target torque of the control motor is adjusted to be the brake torque.
As shown in fig. 5, an embodiment of the present invention further provides a motor torque control apparatus, including:
an obtaining module 51, configured to obtain a motor torque adjustment index;
the first control module 52 is configured to send a control signal to the motor controller if the motor torque adjustment index is greater than or equal to a preset control strategy trigger threshold, so as to control a target torque of the motor to be adjusted from an accelerator torque to a preset stable torque;
and the second control module 53 is configured to control the target torque to be the accelerator torque if the motor torque adjustment index is smaller than the preset control strategy trigger threshold.
Specifically, the motor torque adjustment index is a slip rate or a motor rotation speed difference.
It should be noted that, in the embodiment of the present invention, the motor torque can be controlled in time by setting the control strategy trigger threshold for the motor torque adjustment index, so as to prevent the vehicle from slipping, instability and other dangerous situations, and improve the stability and safety of the entire vehicle.
Specifically, the obtaining module 51 includes:
a first acquisition unit configured to acquire a wheel speed signal, the wheel speed signal including: a first drive wheel speed, a second drive wheel speed, a first driven wheel speed, and a second driven wheel speed;
and the first calculating unit is used for calculating the slip rate according to the first driving wheel speed, the second driving wheel speed, the first driven wheel speed and the second driven wheel speed.
Specifically, the slip ratio includes: a first slip ratio;
according to formula X1＝(V1-V2)/V2Calculating the first slip ratio, wherein X1Is the first slip ratio, V1Is the average value of the first and second drive wheel speeds, V2Is an average of the first driven wheel speed and the second driven wheel speed.
Specifically, the first control module 52 includes:
the second acquisition unit is used for acquiring an ABS fault signal of the anti-lock braking system;
the first control unit is used for sending a control signal to the motor controller when the first slip rate is greater than or equal to a first preset control strategy trigger threshold value and the ABS fault signal indicates that the ABS has no fault, and controlling the target torque of the motor to be adjusted to be a preset stable torque from the accelerator torque;
and the second control unit is used for monitoring the first slip rate, and controlling the target torque of the motor to be the accelerator torque when the first slip rate is smaller than the first preset control strategy trigger threshold value.
Specifically, the slip ratio further includes: a second slip ratio;
according to formula X2＝(V1-V3)/V3Calculating the second slip ratio, wherein X2Is said second slip ratio, V1Is the average value of the first and second drive wheel speeds, V3Is the speed of the first driven wheel or the second driven wheelThe wheel speed.
Specifically, the first control module 52 further includes:
the third acquisition unit is used for acquiring an ABS fault signal of the anti-lock braking system;
the third control unit is used for sending a control signal to the motor controller when the second slip rate is greater than or equal to a second preset control strategy trigger threshold value and the ABS fault signal indicates that the ABS has no fault, and adjusting the target torque of the motor from the accelerator torque to a preset stable torque;
and the fourth control unit is used for monitoring the second slip rate, and controlling the target torque of the motor to be the accelerator torque when the second slip rate is smaller than the second preset control strategy trigger threshold value.
Specifically, the obtaining module further includes:
the fourth obtaining unit is used for obtaining the current motor rotating speed and the historical motor rotating speed of the preset period before the current period;
and the second calculation unit is used for calculating the motor rotating speed difference according to the current motor rotating speed and the historical motor rotating speed, wherein the motor rotating speed difference is the absolute value of the difference between the current motor rotating speed and the historical motor rotating speed.
Specifically, the first control module 52 further includes:
the fifth control unit is used for sending a control signal to the motor controller when the motor rotating speed difference value is larger than or equal to a third preset control strategy trigger threshold value, and controlling the target torque of the motor to be adjusted from the accelerator torque to a preset stable torque;
and the sixth control unit is used for monitoring the motor rotating speed difference value, and controlling the target torque of the motor to be the accelerator torque when the motor rotating speed difference value is smaller than the third preset control strategy trigger threshold value.
Specifically, the motor torque control device further includes:
the detection module is used for detecting a brake pedal switch signal and an accelerator pedal switch signal;
and the third control module is used for controlling the target torque of the motor to be adjusted to be the braking torque when the brake pedal switch signal is on or the accelerator pedal switch signal is off.
An embodiment of the present invention further provides a control device, including: a memory, a processor and a computer program stored on the memory and executable on the processor, the processor implementing the above-described motor torque control method when executing the computer program. The implementation embodiments of the motor torque control method are all applicable to the embodiment of the control device, and the same technical effects can be achieved.
The embodiment of the invention also provides an automobile comprising the motor torque control device.
It should be noted that, the automobile provided with the motor torque control device can control the motor torque in time by setting a control strategy trigger threshold value for the motor torque adjustment index, so as to prevent the dangerous situations such as slipping and instability of the automobile, improve the stability and safety of the whole automobile, and improve the cost performance of the automobile due to no extra hardware cost.
While the preferred embodiments of the present invention have been described, it will be understood by those skilled in the art that various changes and modifications may be made without departing from the spirit and scope of the invention as defined in the following claims.

Claims (13)

1. A method of controlling torque of an electric machine, the method comprising:
acquiring a motor torque adjustment index;
if the motor torque adjustment index is larger than or equal to a preset control strategy trigger threshold, sending a control signal to a motor controller, and adjusting the target torque of the motor from the accelerator torque to a preset stable torque;
and if the motor torque adjustment index is smaller than the preset control strategy trigger threshold, controlling the target torque to be the accelerator torque.
2. The motor torque control method according to claim 1, wherein the motor torque adjustment index is a slip ratio or a motor rotation speed difference.
3. The motor torque control method according to claim 2, wherein the obtaining of the motor torque adjustment index when the motor torque adjustment index is a slip ratio includes:
acquiring a wheel speed signal comprising: a first drive wheel speed, a second drive wheel speed, a first driven wheel speed, and a second driven wheel speed;
and calculating the slip rate according to the first driving wheel speed, the second driving wheel speed, the first driven wheel speed and the second driven wheel speed.
4. The motor torque control method according to claim 3, wherein the slip ratio includes: a first slip ratio;
according to formula X1＝(V1-V2)/V2Calculating the first slip ratio, wherein X1Is the first slip ratio, V1Is the average value of the first and second drive wheel speeds, V2Is an average of the first driven wheel speed and the second driven wheel speed.
5. The motor torque control method according to claim 4, wherein if the motor torque adjustment index is greater than or equal to a preset control strategy trigger threshold, sending a control signal to a motor controller to adjust a target torque of the motor from an accelerator torque to a preset stable torque, comprises:
acquiring an ABS fault signal of a brake anti-lock braking system;
when the first slip rate is greater than or equal to a first preset control strategy trigger threshold value and the ABS fault signal indicates that the ABS has no fault, sending a control signal to a motor controller to control the target torque of the motor to be adjusted from the accelerator torque to a preset stable torque;
and monitoring the first slip rate, and controlling the target torque of the motor to be the accelerator torque when the first slip rate is smaller than the first preset control strategy trigger threshold value.
6. The motor torque control method of claim 3, wherein the slip ratio further comprises: a second slip ratio;
according to formula X2＝(V1-V3)/V3Calculating the second slip ratio, wherein X2Is said second slip ratio, V1Is the average value of the first and second drive wheel speeds, V3Is the first driven wheel speed or the second driven wheel speed.
7. The motor torque control method according to claim 6, wherein if the motor torque adjustment index is greater than or equal to a preset control strategy trigger threshold, sending a control signal to a motor controller to adjust a target torque of the motor from an accelerator torque to a preset stable torque, comprises:
acquiring an ABS fault signal of a brake anti-lock braking system;
when the second slip rate is greater than or equal to a second preset control strategy trigger threshold value and the ABS fault signal indicates that the ABS has no fault, sending a control signal to a motor controller to control the target torque of the motor to be adjusted from the accelerator torque to a preset stable torque;
and monitoring the second slip rate, and controlling the target torque of the motor to be the accelerator torque when the second slip rate is smaller than the second preset control strategy trigger threshold.
8. The motor torque control method according to claim 2, wherein the obtaining of the motor torque adjustment index when the motor torque adjustment index is the motor rotation speed difference value includes:
acquiring the current motor rotating speed and the historical motor rotating speed of a preset period before the current period;
and calculating the motor rotating speed difference according to the current motor rotating speed and the historical motor rotating speed, wherein the motor rotating speed difference is the absolute value of the difference between the current motor rotating speed and the historical motor rotating speed.
9. The motor torque control method according to claim 8, wherein if the motor torque adjustment index is greater than or equal to a preset stability trigger threshold, sending a control signal to a motor controller to adjust a target torque of the motor from a throttle torque to a preset stability torque, comprises:
when the motor rotating speed difference value is larger than or equal to a third preset control strategy trigger threshold value, a control signal is sent to a motor controller, and the target torque of the motor is controlled to be adjusted from the accelerator torque to a preset stable torque;
and monitoring the motor rotating speed difference value, and controlling the target torque of the motor to be the accelerator torque when the motor rotating speed difference value is smaller than the third preset control strategy trigger threshold value.
10. The motor torque control method of claim 1, further comprising:
detecting a brake pedal switch signal and an accelerator pedal switch signal;
and when the brake pedal switch signal is on or the accelerator pedal switch signal is off, the target torque of the control motor is adjusted to be the brake torque.
11. An electric motor torque control apparatus, characterized in that the apparatus comprises:
the acquisition module is used for acquiring a motor torque adjustment index;
the first control module is used for sending a control signal to the motor controller if the motor torque adjustment index is larger than or equal to a preset control strategy trigger threshold value, and controlling the target torque of the motor to be adjusted from the accelerator torque to a preset stable torque;
and the second control module is used for controlling the target torque to be the accelerator torque if the motor torque adjustment index is smaller than the preset control strategy trigger threshold.
12. A control apparatus, characterized by comprising: memory, processor and computer program stored on the memory and executable on the processor, which when executed by the processor implements a motor torque control method according to any one of claims 1 to 10.
13. A motor vehicle comprising the motor torque control apparatus according to claim 11.
CN202010249316.XA 2020-04-01 2020-04-01 Motor torque control method, device and equipment and automobile Pending CN113492690A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202010249316.XA CN113492690A (en) 2020-04-01 2020-04-01 Motor torque control method, device and equipment and automobile

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202010249316.XA CN113492690A (en) 2020-04-01 2020-04-01 Motor torque control method, device and equipment and automobile

Publications (1)

Publication Number Publication Date
CN113492690A true CN113492690A (en) 2021-10-12

Family

ID=77994193

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202010249316.XA Pending CN113492690A (en) 2020-04-01 2020-04-01 Motor torque control method, device and equipment and automobile

Country Status (1)

Country Link
CN (1) CN113492690A (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114407917A (en) * 2021-12-23 2022-04-29 华人运通(江苏)技术有限公司 Driving mode switching method and device, vehicle and readable storage medium

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106740266A (en) * 2017-01-25 2017-05-31 北京新能源汽车股份有限公司 The control method and system of a kind of output torque
CN109515206A (en) * 2018-09-29 2019-03-26 厦门金龙汽车新能源科技有限公司 Anti-slip regulation control method, medium, entire car controller and the control device of electric vehicle
CN110696829A (en) * 2019-11-18 2020-01-17 安徽江淮汽车集团股份有限公司 Method and device for processing vehicle soaring and slipping, electric vehicle and storage medium
CN110733354A (en) * 2018-07-18 2020-01-31 长城汽车股份有限公司 electric automobile torque control method and device and vehicle

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106740266A (en) * 2017-01-25 2017-05-31 北京新能源汽车股份有限公司 The control method and system of a kind of output torque
CN110733354A (en) * 2018-07-18 2020-01-31 长城汽车股份有限公司 electric automobile torque control method and device and vehicle
CN109515206A (en) * 2018-09-29 2019-03-26 厦门金龙汽车新能源科技有限公司 Anti-slip regulation control method, medium, entire car controller and the control device of electric vehicle
CN110696829A (en) * 2019-11-18 2020-01-17 安徽江淮汽车集团股份有限公司 Method and device for processing vehicle soaring and slipping, electric vehicle and storage medium

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114407917A (en) * 2021-12-23 2022-04-29 华人运通(江苏)技术有限公司 Driving mode switching method and device, vehicle and readable storage medium
CN114407917B (en) * 2021-12-23 2023-06-02 华人运通(江苏)技术有限公司 Driving mode switching method and device, vehicle and readable storage medium

Similar Documents

Publication Publication Date Title
US11273833B2 (en) Acceleration slip regulation method and device for four-wheel drive electric vehicle
US8862358B2 (en) Vehicle and method for controlling regenerative braking
CN109398097B (en) Wheel braking torque control method and device and braking energy recovery control system
CN109849933B (en) Method and device for determining driver demand torque, vehicle and readable storage medium
CN115140157B (en) Steering control method and device for vehicle, storage medium and vehicle
CN111391866B (en) Method and system for monitoring function safety torque
CN111422249B (en) Rear wheel steering control method, rear wheel steering control device and computer storage medium
CN112550430B (en) Vehicle stability control method and system
CN113954806A (en) Automobile brake control method and device and automobile
CN113492690A (en) Motor torque control method, device and equipment and automobile
CN109552307B (en) Safety control method, device and system based on motor torque
CN114537339B (en) Vehicle tire burst control method and device and vehicle
GB2435102A (en) Friction estimation for vehicle control systems
JP6335955B2 (en) Vehicle control apparatus and vehicle control method
CN114074555A (en) Vehicle energy recovery method and device
KR20210018652A (en) Wheel slip control method for vehicle
JP2017158262A (en) Vehicle control device and vehicle control method
CN113428152B (en) Vehicle control method, device and computer readable storage medium
US11628723B2 (en) Method of controlling posture of vehicle
CN113370797A (en) Vehicle control device
WO2018036977A1 (en) Watchdog controller for an electric vehicle
CN115432058B (en) Steering assist control method, device, equipment and readable storage medium
CN110562318B (en) Auxiliary control system and method for vehicle
CN115303243B (en) Vehicle control method, system, electronic equipment and storage medium
CN117400917B (en) Vehicle control system, vehicle control unit, and vehicle control method

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination