CN114407676B - Torque control method and system for strong coasting energy recovery and vehicle - Google Patents
Torque control method and system for strong coasting energy recovery and vehicle Download PDFInfo
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- CN114407676B CN114407676B CN202210112415.2A CN202210112415A CN114407676B CN 114407676 B CN114407676 B CN 114407676B CN 202210112415 A CN202210112415 A CN 202210112415A CN 114407676 B CN114407676 B CN 114407676B
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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
- 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
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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
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Abstract
The invention discloses a torque control method for recovering strong sliding energy, a system and a vehicle thereof, and the method comprises the following steps: responding to the whole vehicle in a sliding state; the electronic brake controller calculates the slip rate of each wheel in real time; if the current slip rate of the wheels reaches a motor dragging control trigger slip rate threshold, triggering a motor dragging control module to request torque intervention, calculating a torque intervention request value and sending the torque intervention request value to a motor controller, and controlling a motor to execute the torque intervention request value; and judging whether the slip rate of the wheels in the next period reaches a motor dragging trigger slip rate threshold, if so, lifting the torque intervention request value until the slip rate of the wheels is lower than the motor dragging trigger slip rate threshold, and exiting the torque intervention by the motor dragging control module. The torque control method for the strong sliding energy recovery, the system and the vehicle thereof not only ensure the longitudinal safety control of braking, but also avoid the subjective feeling of vehicle forward stroke caused by abrupt torque change, and improve the driving feeling.
Description
Technical Field
The invention relates to the technical field of vehicle control, in particular to a torque control method and system for recovering strong sliding energy and a vehicle.
Background
Electric vehicles in the current market generally have the function of sliding energy recovery, so that a power system is utilized more efficiently, and the endurance mileage of the whole vehicle is improved. When the driver releases the accelerator pedal and the whole vehicle is in the sliding process, the extra electric energy of the battery pack is conveyed by utilizing the characteristics of the motor, so that the purpose of recovering the energy and improving the cruising duration is achieved. The strong sliding recovery means that the motor outputs a larger negative torque value (the torque is positive during driving and the torque is negative during recovery) in the energy recovery process and acts on the driving wheel end, the driving wheel has longitudinal instability risks such as overlarge slip rate and the like, and at the moment, an electronic brake controller (ESC) can request the motor to act in a torque intervention mode, so that the safety of the whole vehicle is finally ensured.
The existing control strategy is that when an anti-lock braking function module (ABS) is triggered, the ESC requests the motor end to prohibit the recovery of sliding energy, and the corresponding negative torque value exits with a certain gradient. It mainly brings about two problems: firstly, the sliding recovery negative torque directly exits to cause sudden loss of the deceleration of the whole vehicle, so as to bring subjective experience of front dashing or acceleration of the whole vehicle to a driver; secondly, wheels with special working conditions such as an excessive deceleration strip are emptied, and the ESC judges that the slip rate is excessive to trigger the ABS, so that the negative torque recovered by the sliding energy is completely withdrawn by mistake, and the problem of front shock of the whole vehicle is caused.
Disclosure of Invention
The invention aims to provide a torque control method for recovering strong sliding energy, a system thereof and a vehicle, which ensure the longitudinal safety control of braking, avoid subjective feeling of vehicle forward stroke caused by abrupt torque change and improve driving feeling.
To achieve the above object, the present invention provides a torque control method for strong coasting energy recovery, comprising the steps of:
(S1) in response to the entire vehicle being in a coasting state;
(S2) the electronic brake controller calculates the slip rate of each wheel in real time;
(S3) judging whether the current slip rate of the wheels reaches a motor dragging control trigger slip rate threshold, if so, turning to an execution step (S4); otherwise, go to execute step (S2);
(S4) triggering a motor dragging control module to request torque intervention, and calculating a torque intervention request value T M (T) transmitting to the motor controller, controlling the motor to execute the torque intervention request value T M (t); the electronic brake controller comprises a motor drag control module;
(S5) judging whether the slip rate of wheels in the next period reaches a motor dragging trigger slip rate threshold, if so, turning to an execution step (S6); otherwise, go to execute step (S8);
(S6) the motor drag control module further increases the torque intervention request value and calculates the torque intervention request value T M (t+n), n=1, 2, ··, n, k-1, k; n is the order of the period; k is the total number of torque intervention whole process cycles;
(S7) determining the torque intervention request value T M (t+n) whether the torque maximum limit value Q is reached; if so, the torque intervention request value is equal to the torque maximum limit value Q, the electronic brake controller sends the torque intervention request to the motor controller, the motor is controlled to execute the torque intervention request value, and the step (S5) is executed; otherwise, the torque intervention request value is equal to T M (t+n) the electronic brake controller transmitting the torque intervention request to the motor controller, controlling the motor to execute the torque intervention request value, and proceeding to the execution step (S5);
and (S8) the motor dragging control module exits torque intervention, and the process is ended.
Further, the torque intervention request value T M The calculation formula of (t) is:
T M (t)＝T Q (t)+t×λ Grad (t)×β(t)；
wherein ,TQ (t) is the actual torque value of the motor; t is the cycle time in units of: ms; lambda (lambda) Grad (t) is positive value, and represents a torque gradient value, and the torque value-torque gradient value relation table of the motor is inquired according to the actual torque value of the motor to obtain the torque gradient value; beta (t) is a correction factor, and is obtained by inquiring a slip rate-correction factor relation table according to the slip rate.
Further, the motor torque value-torque gradient value relationship table is specifically set as: setting a plurality of groups of motor torque value interval values, wherein each group of intervals is correspondingly provided with a torque gradient value lambda Grad (t) wherein the greater the absolute value of the interval value, the torque gradient value lambda Grad The larger (t).
Further, the slip ratio-correction factor relationship table is specifically set as:
dividing the slip rate of 0% -100% into a plurality of groups of slip rate interval values, wherein each group of intervals is correspondingly provided with a correction factor beta (t), and the larger the interval value is, the larger the correction factor beta (t) is; when the motor drag control module is triggered for the first time, β (t) =1.
Further, when the whole vehicle transits from a low-attachment road surface to a high-attachment road surface, the following steps are further executed before the motor drag control module exits from torque intervention: the requesting motor executes to the driver demand torque.
Further, the torque maximum limit Q is equal to 0 or a positive value.
Further, the slip ratio has a calculation formula:
S＝(V-V w )/V；
wherein S is slip ratio, V is vehicle speed, V w Is the wheel speed.
The present invention also provides a torque control system for strong coasting energy recovery, comprising:
an electronic brake controller for receiving the vehicle speed and the wheel speed, and sending a torque intervention request to a motor controller, wherein the electronic brake controller comprises a trigger motor drag control module for requesting torque intervention and calculating a torque intervention request value;
a motor controller for feeding back an actual torque of the motor to the electronic brake controller, receiving a torque intervention request, and controlling the motor to execute the torque intervention request value;
a motor for executing the torque intervention request value;
the electronic brake controller and the motor are respectively connected with the motor controller, and the torque control system for strong coasting energy recovery is configured to perform the steps of the torque control method for strong coasting energy recovery.
Further, the electronic brake controller also includes a traction control system, an antilock brake system, and a vehicle stability control.
The invention also provides a vehicle comprising the torque control system for strong coasting energy recovery.
Compared with the prior art, the invention has the following advantages:
according to the torque control method for the strong sliding energy recovery, the system and the vehicle, when longitudinal instability occurs in the sliding process of the electric vehicle, the negative torque gradient change of the motor end can be controlled to be smoother through the MDC in the ESC in real time, so that the longitudinal safety control of braking is ensured, subjective feeling of vehicle forward running caused by abrupt change of torque under special working conditions such as a speed reducing zone is avoided, and driving feeling is improved.
Drawings
FIG. 1 is a flow chart of a torque control method for strong coasting energy recovery of the present invention
FIG. 2 is a schematic diagram of the torque trend of the present invention;
FIG. 3 is a schematic diagram of a torque control system for strong coasting energy recovery of the present invention.
In the figure:
1-an electronic brake controller, 11-a motor drag control module; 2-a motor controller; 3-motor.
Detailed Description
The following describes the embodiments of the present invention further with reference to the drawings.
When the vehicle is in a normal sliding and stable state (i.e. the driver does not step on the accelerator pedal and the brake pedal), the electric vehicle has the regenerative energy recovery characteristic, and the motor torque value is equal to the sliding energy recovery negative torque value. The torque control method for the strong sliding energy recovery is suitable for the electric vehicle with the strong sliding energy recovery (A-type electric power regenerative braking system), and the smoothness requirement of the braking system torque intervention is met when the longitudinal instability trend is generated due to the whole vehicle.
Referring to fig. 1 to 3, the present embodiment discloses a torque control method for strong coasting energy recovery, which includes the steps of:
(S1) in response to the entire vehicle being in a coasting state;
(S2) an electronic brake controller (ESC) calculates the slip rate of each wheel in real time;
(S3) judging whether the current slip rate of the wheels reaches a motor dragging control trigger slip rate threshold, if so, turning to an execution step (S4); otherwise, go to execute step (S2);
(S4) triggeringA motor drag control Module (MDC) requests torque intervention, calculates a torque intervention request value T M (T) transmitting to the motor controller, controlling the motor to execute the torque intervention request value T M (t); the electronic brake controller comprises a motor drag control module;
(S5) judging whether the slip rate of wheels in the next period reaches a motor dragging trigger slip rate threshold, if so, turning to an execution step (S6); otherwise, go to execute step (S8);
(S6) the motor drag control module further increases the torque intervention request value and calculates the torque intervention request value T M (t+n), n=1, 2, ··, n, k-1, k; n is the order of the period; k is the total number of torque intervention whole process cycles;
(S7) determining the torque intervention request value T M (t+n) whether the torque maximum limit value Q is reached; if so, the torque intervention request value is equal to the torque maximum limit value Q, the electronic brake controller sends the torque intervention request to the motor controller, the motor is controlled to execute the torque intervention request value, and the step (S5) is executed; otherwise, the torque intervention request value is equal to T M (t+n) the electronic brake controller transmitting the torque intervention request to the motor controller, controlling the motor to execute the torque intervention request value, and proceeding to the execution step (S5);
and (S8) the motor dragging control module exits torque intervention, and the process is ended.
In this embodiment, when the whole vehicle transitions from a low-attachment road surface to a high-attachment road surface, before the motor drag control module exits the torque intervention, the following steps are further executed: the requesting motor executes to the driver demand torque. Because the road surface working condition is complicated in actual driving, a high adhesion coefficient road surface and a low adhesion coefficient road surface (such as coexistence of dry asphalt and wet asphalt) can exist simultaneously, when MDC is in torque dry prognosis of the low adhesion coefficient road surface, the whole vehicle transits from the low adhesion coefficient road surface to the high adhesion coefficient road surface, and torque smoothing treatment needs to be considered when MDC exits, so that the stable running of the whole vehicle is achieved. Setting a scene that when the driving wheel of the whole vehicle transits from low-adhesion to high-adhesion, the MDC function needs to ensure that the required torque of a driver can be accurately identified before exiting, the torque gradient processing in the transitional stage is responsible for MDC, and the MDC exits after the motor is requested to execute the required torque of the driver.
Referring to fig. 2, the torque trend after MDC activation is shown. When the whole vehicle is in strong coasting energy recovery and MDC is not activated, the motor torque is reduced and stabilized at a maximum negative torque value, and the corresponding torque gradient is processed by a motor controller. If the MDC is activated, the MDC flag bit jumps, and meanwhile, the MDC sends a torque request value to the motor controller, and the corresponding request torque gradient is processed by the MDC. Considering the time consumption of CAN communication, the motor controller cannot immediately receive the MDC request, but continues to execute the coasting energy recovery negative torque within the torque response time, and the corresponding torque gradient is processed by the motor controller. When the motor controller receives the MDC torque intervention signal, the torque request value is immediately executed, the actual torque of the motor is finally stabilized at the MDC torque request value, the corresponding torque gradient is processed by the MDC, and the gradient processing principle is to follow the change of the MDC torque request as much as possible. The motor may not continue to execute the coasting energy recovery negative torque request until the MDC exits control.
In this embodiment, the period is a CAN communication period of the whole vehicle, or may be a time period set according to actual situations, which is not limited herein. And triggering MDC request torque intervention when the ESP monitors that one or more driving wheel slip rates are overlarge in the whole vehicle sliding process. If the slip rate of the wheels in the next period reaches the motor drag trigger slip rate threshold, the MDC further improves the torque intervention request value, the torque of the motor end is expected to be rapidly improved until the slip rate of the wheels of the whole vehicle driving does not reach the MDC trigger threshold, and the MDC function is exited.
In this embodiment, the torque maximum limit Q is equal to 0 or a positive value. Positive values are very small positive torque values. When the vehicle passes through special working conditions such as a deceleration strip and the like, the suddenly-changed slip rate of the driving wheel is large, the MDC possibly requests the torque value to be increased to 0 or even a positive value (namely, the torque maximum limit value), and the torque maximum limit value can avoid the risk of sudden acceleration and even out-of-control of the whole vehicle. The torque maximum limit value can be realized by setting the corresponding MDC torque gradient to 0 after the motor torque exceeds a certain value (namely, the MDC request torque value is unchanged after the motor torque exceeds the certain value); the complexity of the whole vehicle system is considered, and the method can be used as a processing mode for judging the reasonability of the maximum limit value of the MDC torque based on the performance evaluation result of the actual working conditions (such as a deceleration strip, a road surface with a low attachment coefficient and the like) of the test vehicle.
In this embodiment, the slip ratio has a calculation formula: s= (V-V) w ) V; wherein S is slip ratio, V is vehicle speed, V w Is the wheel speed.
In the present embodiment, the torque intervention request value T M The calculation formula of (t) is:
T M (t)＝T Q (t)+t×λ Grad (t)×β(t)；
wherein ,TQ (t) is the actual torque value of the motor; t is the cycle time in units of: ms; lambda (lambda) Grad (t) is positive value, and represents a torque gradient value, and the torque value-torque gradient value relation table of the motor is inquired according to the actual torque value of the motor to obtain the torque gradient value; beta (t) is a correction factor, and is obtained by inquiring a slip rate-correction factor relation table according to the slip rate. Lambda (lambda) Grad (t) characterizing MDC requested torque intervention intensity, lambda Grad The greater the value of (T), the greater the MDC request torque intervention strength, and the more desired motor torque T Q (t) fast rise, but only in terms of lambda Grad (T) failure to determine the vehicle steady state in each CAN communication period, T derived from the formula M (t) is not necessarily reasonable. Thus introducing beta (t) to lambda Grad Correcting (t), correlating beta (t) with S (t) and representing the stability state of the whole vehicle, if the whole vehicle sliding slip value does not reach the MDC function triggering condition, beta (t) =0, T Q (t)＝T C (t), i.e., the motor torque value is equal to the coasting energy recovery negative torque value. The formula can realize MDC adjustment T M And (t) until the slip rate of the whole vehicle driving wheel does not reach the MDC trigger threshold, the MDC function exits.
In the present embodiment, the motor torque value-torque gradient value relationship table is specifically set as: setting a plurality of groups of motor torque value interval values, wherein each group of intervals is correspondingly provided with a torque gradient value lambda Grad (t) wherein the greater the absolute value of the interval value, the torque gradient value lambda Grad The larger (t). The finer the interval division is, the lambda Grad The more reasonable (t). See table 1:
TABLE 1
Wherein M, X, Y and Z are boundary values of the divided sections, a 1 、a 2 、···、a m-1 、a m For a set torque gradient value, wherein a 1 >a 2 >···>a m-1 >a m M represents the number of divided sections.
In this embodiment, the slip ratio-correction factor relation table is specifically set as:
dividing the slip rate of 0% -100% into a plurality of groups of slip rate interval values, wherein each group of intervals is correspondingly provided with a correction factor beta (t), and the larger the interval value is, the larger the correction factor beta (t) is; when the motor drag control module is triggered for the first time, β (t) =1.
In this embodiment, the slip ratio-correction factor relationship table is referred to in table 2:
TABLE 2
Wherein A, B, C, H, G, E and F are boundary values of the divided sections, b 1 、b 2 、···、b v-1 、b v For a set torque gradient value, where b v >b v-1 >·>1>··>b 2 >b 1 >0, v+1 represents the number of divided sections. Beta (t+1) =0, at this time, it represents that the whole vehicle is in a stable state, beta (t+1) < 1 represents that the whole vehicle tends to be more stable, the MDC shall weaken the intervention on the motor torque, beta (t+1) > 1 represents that the whole vehicle tends to be more unstable, and the MDC shall increase the intervention on the motor torque. The finer the interval division, the more reasonable the correction factor β (t).
Examples: the CAN communication of the whole vehicle is set to be 10ms for one period, the time from the sending of the MDC torque request signal to the starting of the motor to execute the request is 100ms, and the coasting recovery negative torque T C The value of (t) is [ -1200,0](unit N.m) changes, tables 3 and 4 show respectivelyShowing MDC torque gradient value lambda Grad (T) value, correction coefficient beta value, motor torque value T in CAN communication period C (10) Q (10)＝T C (10) = (-1200) n·m, slip ratio S (10) =0, whole vehicle is in steady state. When the slip ratio S (20) =22% reaches the MDC trigger condition in the second CAN communication period C (20), the correction coefficient beta (20) =1, and the MDC torque gradient value lambda Grad =3000 n·m/s, i.e. T M (20)＝T Q (20)+t×λ Grad (20)×β(20)＝(-1200)+10×3×1＝(-1170)N·m。
When the CAN communication period C (30), the motor does not execute the T of the C (20) period M (20) The value was maintained (-1200) N.m. If the ESC detects that the slip ratio S (30) falls to (45,100)]Interval, then correction coefficient β (30) =30, i.e. T M (t)＝T Q (t)+t×λ Grad (t)×β(t)＝(-1200)+10×3×30＝(-300)N·m。
TABLE 3 Table 3
TABLE 4 Table 4
When the MDC is activated or deactivated in the whole vehicle sliding process, other ESC functional modules such as ABS, TCS, VDC activate or deactivate, control logic for torque is classified into the following categories:
(1) When the MDC is normal and not activated, if any one of the function modules ABS, VDC, TCS is activated or deactivated, the motor controller normally responds to the sliding energy to recover a negative torque value, and the negative torque value is obtained by indexes such as actual current of the motor monitored by the motor controller;
(2) When the MDC functions normally and is activated, setting whether any of ABS, VDC, TCS functions is activated or deactivated, the motor controller only responds to the MDC torque intervention request;
(3) When the MDC function fails, if the ABS function is activated, no matter the TCS function or the VDC function is activated or fails, the motor controller executes control logic for withdrawing the sliding energy recovery negative torque, so that the motor controller does not consider the smooth withdrawal of the sliding energy recovery negative torque of the whole vehicle to shorten the unstable duration as far as possible, but withdraws from the vehicle with the maximum torque change gradient supported by motor hardware, but the ABS is frequently activated under normal working conditions (such as a continuous deceleration strip, a continuous well cover road and the like) so as to solve the problem of poor experience of the whole vehicle caused by the withdrawal of the sliding energy recovery negative torque from the reloading process, and the sliding energy recovery negative torque withdrawal logic is set: when the ABS function is activated for the first time, the sliding energy recovery negative torque exits with the maximum gradient, and the judgment condition for recovering the sliding energy recovery negative torque is as follows: the coasting energy recovery negative torque can be resumed after 500ms from the exit time.
(4) When the MDC function fails, if the ABS function is normal and not activated, at the moment, if the VDC function is activated, the motor controller executes control logic for exiting the coasting energy recovery negative torque;
(5) When the MDC function fails, if the ABS function and the VDC function are normal and are not activated, the motor controller normally responds to the sliding energy to recover the negative torque value;
(6) When the MDC function fails, if the ABS function fails, whether the TCS function and the VDC function are activated or failed or not at the moment, the motor controller executes control logic for exiting the coasting energy recovery negative torque;
(7) When the MDC function fails, if the ABS function is normal and not activated, the VDC or TCS function fails, and the motor controller responds to the coasting energy to recover the negative torque value normally.
Referring to FIG. 3, an embodiment also discloses a torque control system for strong coasting energy recovery, comprising:
an electronic brake controller 1 for receiving a vehicle speed and a wheel speed, and transmitting a torque intervention request to the motor controller 1, the electronic brake controller 1 including a trigger motor drag control module 11 for requesting torque intervention and calculating a torque intervention request value;
a motor controller 2 for feeding back an actual torque of the motor to the electronic brake controller 1, receiving a torque intervention request, and controlling the motor to execute the torque intervention request value;
a motor 3 for executing a torque intervention request value;
the electric brake controller 1 and the motor 3 are connected to the motor controller 1, respectively, and the torque control system for strong coasting energy recovery is configured to be able to perform the steps of the torque control method for strong coasting energy recovery described above. The motor controller 2 converts the actual torque value into the actual torque value of the motor in real time by monitoring the indexes such as actual execution current of the motor 3 and sends the actual torque value to the electronic brake controller 1 through the gateway again.
In the present embodiment, the electronic brake controller 1 further includes a Traction Control System (TCS), an Antilock Brake System (ABS), and a vehicle stability control (VDC).
The embodiment also discloses a vehicle comprising the torque control system for strong coasting energy recovery.
According to the torque control method for the strong sliding energy recovery, the system and the vehicle, when longitudinal instability occurs in the sliding process of the electric vehicle, the negative torque gradient change of the motor end can be controlled to be smoother through the MDC in the ESC in real time, so that the longitudinal safety control of braking is ensured, subjective feeling of vehicle forward running caused by abrupt change of torque under special working conditions such as a speed reducing zone is avoided, and driving feeling is improved.
The foregoing describes in detail preferred embodiments of the present invention. It should be understood that numerous modifications and variations can be made in accordance with the concepts of the invention by one of ordinary skill in the art without undue burden. Therefore, all technical solutions which can be obtained by logic analysis, reasoning or limited experiments based on the prior art by the person skilled in the art according to the inventive concept shall be within the scope of protection defined by the claims.
Claims (9)
1. A torque control method for strong coasting energy recovery, comprising the steps of:
(S1) in response to the entire vehicle being in a coasting state;
(S2) the electronic brake controller calculates the slip rate of each wheel in real time;
(S3) judging whether the current slip rate of the wheels reaches a motor dragging control trigger slip rate threshold, if so, turning to an execution step (S4); otherwise, go to execute step (S2);
(S4) triggering a motor dragging control module to request torque intervention, and calculating a torque intervention request value T M (T) transmitting to the motor controller, controlling the motor to execute the torque intervention request value T M (t); the electronic brake controller comprises a motor drag control module;
(S5) judging whether the slip rate of wheels in the next period reaches a motor dragging trigger slip rate threshold, if so, turning to an execution step (S6); otherwise, go to execute step (S8);
(S6) the motor drag control module further increases the torque intervention request value and calculates the torque intervention request value T M (t+n), n=1, 2, ··, n, k-1, k; n is the order of the period; k is the total number of torque intervention whole process cycles;
(S7) determining the torque intervention request value T M (t+n) whether the torque maximum limit value Q is reached; if so, the torque intervention request value is equal to the torque maximum limit value Q, the electronic brake controller sends the torque intervention request to the motor controller, the motor is controlled to execute the torque intervention request value, and the step (S5) is executed; otherwise, the torque intervention request value is equal to T M (t+n) the electronic brake controller transmitting the torque intervention request to the motor controller, controlling the motor to execute the torque intervention request value, and proceeding to the execution step (S5);
(S8) the motor dragging control module exits torque intervention, and the process is ended;
torque intervention request value T M The calculation formula of (t) is:
T M (t)= T Q (t)+t×λ Grad (t) ×β(t)；
wherein ,T Q (t) is the actual torque value of the motor; t is the cycle time in units of: ms;λ Grad (t) is positive value, and represents a torque gradient value, and the torque value-torque gradient value relation table of the motor is inquired according to the actual torque value of the motor to obtain the torque gradient value;βand (t) is a correction factor, and the slip rate-correction factor relation table is inquired according to the slip rate to obtain the slip rate-correction factor relation table.
2. The torque control method for strong coasting energy recovery according to claim 1, wherein the motor torque value-torque gradient value relationship table is specifically set as: setting a plurality of groups of motor torque value interval values, wherein each group of intervals is correspondingly provided with a torque gradient valueλ Grad (t) wherein the greater the absolute value of the interval value, the torque gradient valueλ Grad The larger (t).
3. The torque control method for strong coasting energy recovery according to claim 1 or 2, characterized in that the slip ratio-correction factor relation table is specifically set to:
dividing the slip rate of 0% -100% into a plurality of groups of slip rate interval values, and correspondingly setting a correction factor in each group of intervalsβ(t) correction factor as the interval value is largerβ(t) the larger; wherein when the motor drag control module is triggered for the first time,β(t)=1。
4. a torque control method for strong coasting energy recovery according to claim 3, characterized in that the slip ratio is calculated by the formula:
S=（V-V w ）/V；
wherein S is slip ratio, V is vehicle speed, V w Is the wheel speed.
5. The torque control method for heavy coasting energy recovery of claim 1 or 2 or 4, further comprising the step of, when the vehicle transitions from low-accessory to high-accessory, before the motor drag control module exits the torque intervention:
the requesting motor executes to the driver demand torque.
6. The torque control method for heavy coasting energy recovery of claim 5, wherein the torque maximum limit Q is equal to 0 or a positive value.
7. A torque control system for strong coasting energy recovery, comprising:
an electronic brake controller (1) for receiving a vehicle speed and a wheel speed, transmitting a torque intervention request to a motor controller, the electronic brake controller (1) comprising a trigger motor drag control module (11) for requesting a torque intervention and calculating a torque intervention request value;
a motor controller (2) for feeding back an actual torque of the motor to the electronic brake controller (1), receiving a torque intervention request, and controlling the motor to execute the torque intervention request value;
a motor (3) for executing a torque intervention request value;
the electronic brake controller (1) and the motor (3) are respectively connected with a motor controller, and the torque control system for strong coasting energy recovery is configured to be able to perform the steps of the torque control method for strong coasting energy recovery according to any one of claims 1 to 6.
8. The torque control system for heavy-duty cycle energy recovery of claim 7, wherein said electronic brake controller (1) further comprises a traction control system, an antilock braking system, and vehicle stability control.
9. A vehicle comprising a torque control system for strong coasting energy recovery according to claim 7 or 8.
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