CN211995173U - System for controlling stability and optimizing torque of electric automobile during road surface sudden change - Google Patents
System for controlling stability and optimizing torque of electric automobile during road surface sudden change Download PDFInfo
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Abstract
The utility model relates to an electric automobile road surface sudden change stability control and maximum drive/braking torque system of optimizing. The system comprises a pedal input module connected with the input end of a motor controller, the output end of the motor controller is connected with the input end of a motor, a pedal is treaded down, a signal is transmitted to the input end of the motor controller through a pedal sensor, the output end of the motor controller outputs a torque instruction to the motor, an attachment state detection module is used for measuring the armature voltage and the armature current of the motor, information is processed through a data processing module, the attachment stability judgment unit judges the road surface mutation and the stability, a stable optimization searching control decision module outputs a torque reduction command and an optimization searching control command according to the judgment result, and the motor controller realizes the maximum driving/braking torque control on the motor. The utility model discloses under the accurate road surface condition of change that detects, further realize stability and optimizing control, can improve electric automobile operation's stability, security, have the significance to realizing that vehicle braking energy retrieves.
Description
Technical Field
The utility model relates to a vehicle stability state detects technical field, concretely relates to electric automobile road surface sudden change stability control and maximum drive/braking torque optimizing system realizes that electric automobile detects stability and vehicle entering drive/braking antiskid control during uncontrollable in unknown road surface and road surface sudden change transition.
Background
The electric automobile has the advantages of fast torque response, high precision and energy bidirectional recoverability, and the current dynamic control system adopts a mechanical brake or mechanical-electrical composite brake system, so that the response speed is slower than that of an electric drive system of the electric automobile, and serious challenges are brought to the driving/braking antiskid reliability and the braking energy recovery safety of the electric automobile.
The electric automobile has the advantages of quick torque response, high precision and bidirectional energy recovery, and the response speed of the current dynamic control system is slower than that of an electric drive system of the electric automobile because the current dynamic control system adopts a mechanical brake or a mechanical-electric composite brake system.
The existing research on the identification of the motion parameters of the electrically-driven vehicle is many, and the two types of research are mainly summarized. The first is based on dedicated sensors, for example, using acoustic devices, optical devices, and based on different information reflected from different road surfaces, the slippage condition is identified by measuring the change in such information; however, the sensor is expensive, sensitive to the environment and cannot be applied to the actual situation in a short period of time. The second is indirect observation based on a vehicle dynamics model. This type estimates the vehicle speed and the tire-road friction coefficient from a complete vehicle dynamics model by indirectly measuring other physical quantities. In recent years, some non-linear observers have been used to estimate the tire longitudinal force, achieving an estimate of vehicle speed; the skid condition is identified by calculating information such as road surface adhesion coefficient, slip rate and the like through a model algorithm, the method has a high practical value application range, on one hand, a plurality of sensors with high cost also need to be added, and the calculation burden is heavy. In addition, due to the restriction of low resolution of other sensors (such as wheel speed and vehicle speed), the overall response frequency of the observers is also low, so that the rapid identification of state parameters required by the rapid dynamic control of the electric vehicle cannot be met, and the capability of improving the rapid response of the dynamic control by utilizing the rapid response of the electric driving torque is further limited.
When the road surface characteristics of the electric automobile are poor, such as from a normal road surface to a wet road surface or an ice and snow road surface, the judgment is not reasonable according to the currently generally recognized d mu/d lambda detection system, certain limitations exist, the vehicle stability detection is misjudged, and serious challenges are brought to the driving/braking antiskid reliability and safety of the electric automobile.
SUMMERY OF THE UTILITY MODEL
The utility model aims at the defect that prior art exists, provide an electric automobile sudden change stability control and maximum drive/braking torque system of optimizing. The utility model discloses to electric automobile's adhesion stability problem, realize the adhesion parameter estimation and the unknown road surface stability state on complicated dynamic road surface and detect and dock road surface stability control during sudden change. On the basis of the detection of the road surface-tire relation (adhesion relation) parameters and the judgment of the stability of the existing single road surface by utilizing the force transmission factor; the method has the advantages of utilizing the force transfer factor to detect the sudden change of the road surface, avoiding the misjudgment of stability caused by conventional detection, carrying out the optimization control on the maximum driving/braking torque of the vehicle in an uncontrollable period, being suitable for the control of unknown road surfaces and the sudden change transition process of the road surface, and the like. The utility model discloses an improve and adhere to stable control's real-time, realize that vehicle braking energy retrieves and provide basis and implementation scheme, have the significance to electric automobile's promotion of energy-conserving security performance.
In order to achieve the purpose, the utility model adopts the following technical proposal:
the system for controlling the stability of the road surface sudden change of the electric automobile and optimizing the maximum driving/braking torque comprises an attachment state detection module, a data processing module, an attachment stability judgment module, a stable optimization control decision module, a pedal input module, a motor controller, a motor and a vehicle.
The adhesion state detection moduleThe motor connected with the electric automobile comprises a voltage sensor and a current sensor and is used for measuring the armature voltage U of the motoraCurrent IaAccurate measurement of.
The data processing module is connected with the adhesion state detection module and comprises a torque calculation unit and an adhesion torque estimation unit, wherein the torque calculation unit is used for calculating driving/braking torque T and an output torque change value delta T measured twice, and the output torque T is equal to the product of a torque coefficient and motor armature current, namely T ═ kmIaWherein k ismIs a torque coefficient; the adhesion torque estimation unit estimates the adhesion torque T according to the armature voltage and the current of the motordAnd the adhesion torque variation value DeltaT estimated twiced。
The adhesion stability judging module is connected with the data processing module, comprises a road surface sudden change judging unit and a stability judging unit and commonly obtains a force transfer factor delta TdA,/Δ T, when
When the vehicle enters the uncontrollable state of the low-adhesion road surface from the high-adhesion road surface, triggering a road surface sudden change judging unit to judge that the vehicle enters the uncontrollable state at the current moment; when in use
And is
When the vehicle is judged to be in a state of switching from stable adhesion to unstable slipping, a stability judging unit is triggered to judge that the vehicle enters an unstable state at the current moment;
wherein, the number is a very small normal number, and the prevention denominator is 0; gamma is a large negative constant and represents that the force transfer factor is suddenly reduced due to the change of the road surface; delta Td(k) The change value of the adhesion torque obtained by current calculation is obtained; delta Td(k-1) isCalculating an adhesion torque variation value at a moment; Δ t (k) is a currently calculated output torque variation value; and delta T (k-1) is the output torque change value calculated at the last moment.
The stable optimizing control decision-making module is connected with the adhesion stability judging module and comprises a stable control decision-making unit and a torque optimizing decision-making unit, when the road surface sudden change judging unit is touched, the road surface characteristic is suddenly changed, the vehicle enters an uncontrollable state, the stable control decision-making unit adopts torque reduction operation, the adhesion torque at the sudden change moment is given driving/braking torque and is output to the torque optimizing decision-making unit, the torque optimizing decision-making unit carries out iterative hill climbing optimization by taking the adhesion torque at the sudden change moment as a starting point of the driving/braking torque, and a driving/braking torque signal is constantly updated; when the stability determination unit is triggered and the vehicle is determined to enter an unstable state at the current moment, the torque optimization decision unit records the driving/braking torque at the current moment and the driving/braking torque at the previous moment, and takes the maximum value of the driving/braking torque and the braking torque as an output instruction.
The stability optimizing control decision module is connected with the input end of the motor controller, performs stability control on the output torque instruction of the motor according to the torque reduction instruction, and performs maximum driving/braking torque control on the motor according to the maximum driving/braking torque optimizing instruction.
The pedal input module is connected with the input end of the motor controller, a pedal sensor is arranged on the pedal, and the pedal sensor transmits a detection signal to the motor controller.
The output end of the motor controller inputs a driving/braking torque signal to the input end of the motor.
Compared with the prior art, the utility model, have following obvious substantive characteristics and technological progress:
1. the utility model provides an adhesion condition based on motor system parameter detects, and required sensor is few, and is with low costs, and the reliability is high.
2. The utility model provides an utilize power transmission factor to detect the vehicle and move the road surface sudden change, avoid the erroneous judgement that conventional detecting system brought, this criterion has universal relevance nature, is particularly useful for unknown road surface and the control of road surface sudden change transient process.
3. The utility model provides a road surface sudden change vehicle gets into the control system of uncontrollable state, under the accurate road surface condition that detects, further carries out torque reduction stability control and optimizing control to the vehicle, improves the operating stability and the security of vehicle.
Drawings
Fig. 1 is a schematic diagram of the overall structure of the system unit of the present invention.
Fig. 2 is a diagram of a quarter vehicle model according to the present invention.
Fig. 3 is a flow chart of the drive/brake stability control and optimization system of the present invention.
Fig. 4 is a schematic view of the road surface sudden change working point of the present invention.
Detailed Description
The preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings. The drawings are provided only for the purpose of better understanding of the present invention and they should not be construed as limiting the invention.
As shown in fig. 1, the system for controlling stability of sudden road change and optimizing maximum driving/braking torque of an electric vehicle comprises an attachment state detection module, a data processing module, an attachment stability determination module, a stability optimization control decision module, a pedal input module, a motor controller, a motor and a vehicle.
The attachment state detection module is connected with a motor of the electric automobile, comprises a voltage sensor and a current sensor and is used for detecting the armature voltage U of the motoraCurrent IaAccurate measurement of.
The data processing module is connected with the adhesion state detection module and comprises a torque calculation unit and an adhesion torque estimation unit, wherein the torque calculation unit is used for calculating driving/braking torque T and an output torque change value delta T measured twice, and the output torque T is equal to the product of a torque coefficient and motor armature current, namely T ═ kmIaWherein k ismIs a torque coefficient; the adhesion torque estimation unit is used for estimating the adhesion torque of the motor based on the armature voltage and the armature current of the motor,the estimated adhesion torque TdAnd the adhesion torque variation value DeltaT estimated twiced。
The adhesion stability judging module is connected with the data processing module, comprises a road surface sudden change judging unit and a stability judging unit and commonly obtains a force transfer factor delta TdA,/Δ T, when
When the vehicle enters the uncontrollable state of the low-adhesion road surface from the high-adhesion road surface, triggering a road surface sudden change judging unit to judge that the vehicle enters the uncontrollable state at the current moment; when in use
And is
When the vehicle is in the unstable state, the vehicle is judged to be in the unstable state from the stable adhesion state to the unstable slip state, so that the stability judging unit is triggered to judge that the vehicle enters the unstable state at the current moment.
Wherein, the number is a very small normal number, and the prevention denominator is 0; gamma is a large negative constant and represents that the force transfer factor is suddenly reduced due to the change of the road surface; delta Td(k) The change value of the adhesion torque obtained by current calculation is obtained; delta Td(k-1) an adhesion torque variation value calculated at the previous time; Δ t (k) is a currently calculated output torque variation value; and delta T (k-1) is the output torque change value calculated at the last moment.
The stable optimizing control decision-making module is connected with the adhesion stability judging module and comprises a stable control decision-making unit and a torque optimizing decision-making unit, when the road surface sudden change judging unit is touched, the road surface characteristic is suddenly changed, the vehicle enters an uncontrollable state, the stable control decision-making unit adopts torque reduction operation, the adhesion torque at the sudden change moment is given driving/braking torque and is output to the torque optimizing decision-making unit, the torque optimizing decision-making unit carries out iterative hill climbing optimization by taking the adhesion torque at the sudden change moment as a starting point of the driving/braking torque, and a driving/braking torque signal is constantly updated; when the stability determination unit is triggered and the vehicle is determined to enter an unstable state at the current moment, the torque optimization decision unit records the driving/braking torque at the current moment and the driving/braking torque at the previous moment, and takes the maximum value of the driving/braking torque and the braking torque as an output instruction.
The stability optimizing control decision module is connected with the input end of the motor controller, performs stability control on the output torque instruction of the motor according to the torque reduction instruction, and performs maximum driving/braking torque control on the motor according to the maximum driving/braking torque optimizing instruction.
The pedal input module is connected with the input end of the motor controller, a pedal sensor is arranged on the pedal, and the pedal sensor transmits a detection signal to the motor controller.
The output end of the motor controller inputs a driving/braking torque signal to the input end of the motor.
As shown in fig. 2, taking an electric vehicle as an example, the operation principle and process of the detection system for the adhesion state of the vehicle tire to the ground will be described in detail. The quarter vehicle model (QCM) assumes equal driving force and adhesion on the left and right wheels, and obtains an equation of motion
Wherein T is the driving torque of the wheel, and the motor generates and drives the wheel to rotate; j is the equivalent rotational inertia of the wheel; ω is the rotational speed of the wheel; r is the effective radius of rotation of the wheel; fdIs the friction force generated by the tire-road contact.
The tire-road contact action of the drive wheels produces two types of traction forces acting on the vehicle in the horizontal direction: longitudinal and lateral forces. Both of these forces are closely related to the slip rate of the drive wheel. The slip ratio is a dimensionless quantity defined by equation (3) representing the degree of difference between the wheel speed and the vehicle speed, and is a small constant to avoid the denominator being zero.
I.e. in the braking state,
when the device is in a driving state, the device is driven,
the friction force, i.e. the adhesion force F, generated by the tyre-road contactdAs shown in formula (6), wherein μ is a tire-road adhesion coefficient, which is related to a longitudinal slip ratio λ; n is the wheel normal load.
Fd＝μ(λ)·N (6)
And deducing to obtain a longitudinal dynamic model of the electric automobile based on local linearization based on a small signal linearization theory near the working point. Since the μ - λ curve is non-intrinsically nonlinear, i.e., the curve is smooth, single-valued, continuous, the local linearization process for a certain operating point can result in a linearization equation as shown below.
Δμ＝aΔλ,a＝dμ/dλ (7)
ΔFd＝NΔμ＝N·aΔλ (11)
Wherein, due to Δ FdrThe air resistance change is small and can be ignored.
Based on the above linear equation, the transfer function of motor torque to adhesion torque is further derived as follows:
wherein,
thereby defining a force transmission factor
Inertia of wheel JωMuch smaller than the inertia M of the vehicle, its value being equal to- λ Mr2Can be counteracted. (13) K in (14)v，τvCan be simplified as follows:
ΔFmwhen r is the step input,
when the vehicle is running in a stable region, a is greater than 0 and tauv＞0，
Therefore, the force transmission factor theta is larger than zero and finally tends to be stable; when the vehicle is running unstably, a < 0, tauv＜0，
The force transfer factor theta is negative. Therefore, it is mathematically strict to consider whether the vehicle is stable or not by using the force transmission factor θ.
As shown in fig. 3, the system for controlling stability of sudden road surface change and optimizing maximum driving/braking torque of the electric vehicle specifically operates as follows:
step S1: the attachment state detection module measures the armature current I of the driving motor through the voltage and current sensorsaAnd armature voltage Ua；
Step S2: the data processing unit calculates I according to the motor currentaThe relationship with the output torque T yields the output torque T, and the adhesion torque Td(ii) a And calculating a motor output torque variation value Delta T and an adhesion torque variation value Delta Td；
Assuming that the motor works in an ideal current closed-loop control state, the first order and the second order of the current are approximately zero, and the adhesion torque is obtained through derivation based on a vehicle model, a motor model and the like
By calculating the output torque variation value Delta T and the adhesion torque variation value Delta TdOutput torque variation value DeltaT and adhesion torque variation value DeltaTdRespectively representing the output torque T and the wheel attachment torque T of the motor transmitted to the wheeldDeviation values of two successive calculations, i.e. Δ T ═ T (k) -T (k-1), Δ Td＝Td(k)-Td(k-1)。
Step S3: the adhesion stability determination module determines an adhesion torque variation value Δ T based on the adhesion torque variation valuedAnd the transmissionThe ratio of the torque variation value DeltaT, i.e. the force transmission factor DeltaTdA trigger road surface sudden change determination unit and a stability determination unit;
according to the force transmission factor DeltaTdThe/Δ T is determined as follows:
when in use
Triggering a road surface sudden change judging unit to judge that the vehicle enters an uncontrollable state from a high-adhesion road surface to a low-adhesion road surface;
according to the force transmission factor DeltaTdThe/Δ T determines the vehicle attachment stability as follows:
when in use
And is
When the vehicle is in the stable attachment state, determining that the vehicle is in the stable attachment state;
when in use
And is
When the vehicle is in the unstable slipping state, judging that the vehicle is in the unstable slipping state;
when in use
And is
When the vehicle is in the stable adhesion to unstable slippage switching state, judging that the vehicle is in the unstable slippage switching state;
when in use
And is
When the vehicle is in the stable adhesion switching state, judging that the vehicle is in the stable adhesion switching state from the unstable slippage;
wherein, the number is a very small normal number, and the prevention denominator is 0; gamma is a large negative constant and represents that the force transfer factor is suddenly reduced due to the change of the road surface; delta Td(k) The change value of the adhesion torque obtained by current calculation is obtained; delta Td(k-1) an adhesion torque variation value calculated at the previous time; Δ t (k) is a currently calculated output torque variation value; and delta T (k-1) is the output torque change value calculated at the last moment.
Step S4: when the road surface sudden change judging unit is triggered, judging that the vehicle enters an uncontrollable state from a high-adhesion road surface to a low-adhesion road surface; adopting a torque reduction command and recording the adhesion torque T at the time of road surface sudden changelFor a given driving/braking torque and outputs its value to the torque optimization decision unit.
Step S5: will TlDetermining an iteration value delta T as an optimized initial driving/braking torque value, and optimizing the driving torque by adopting an iteration increasing method to obtain T-Tl+ Delta T, and real-time detecting stability determining unit, recording the driving/braking torque at the current time and the previous time when the stability determining unit is triggered and the vehicle is determined to be in the state of switching from stable adhesion to unstable slip, and taking the maximum value T of the driving/braking torque and the braking torquemaxAnd ≈ T (k-1), T (k) } as an optimal maximum driving/braking torque command.
Step S6: the road surface sudden change judging unit and the stability judging unit are triggered together, so that the motor controller can perform torque reduction stability control and maximum driving/braking torque optimizing control on the motor.
As shown in fig. 4, the working points before and after changing the road surface of the embodiment of the present invention are at four positions of the μ - λ curve as follows:
the first condition is as follows: when the vehicle is driven from the high-adhesion road surface into the low-adhesion road surface, as shown by A in FIG. 41→B1The adhesion coefficient is suddenly reduced, the wheel speed is rapidly increased, the speed of the vehicle speed is increased slowly, the slip rate is rapidly increased, and the adhesion is increased along with the increase of the slip rateThe coefficient increases and reaches a steady state (B) when the adhesion coefficient is equal to the value before switching the road surface1→C1). There is a time difference, typically several hundred milliseconds, from the road change to the steady state.
Case two: as in A of FIG. 42→B2→C2In the stable region, the steady state is not reached even when the adhesion coefficient reaches the maximum value, and the slip ratio continues to increase, entering the unstable region. There is also a time difference from a change in the road surface to a change in stability.
Case three: as in A of FIG. 43→B3→C3And after the road surface is switched, the road surface directly enters an unstable area of a low-adhesion road surface, the wheel speed rises, the slip rate continues to increase, and the adhesion coefficient is reduced.
Case four: as in A of FIG. 44→B4→C4And the wheel speed continues to rise when the unstable area of the high-adhesion road surface enters the unstable area of the low-adhesion road surface, the slip rate continues to increase, and the adhesion coefficient is reduced. The vehicle is always in an unstable state.
When the high adhesion road surface is switched to the low adhesion road surface, d mu is less than 0, and d lambda is more than 0, then d mu/d lambda is less than 0; when the low adhesion is switched to the high adhesion road surface, d mu is more than 0, and d lambda is less than 0, then d mu/d lambda is less than 0. From the above analysis, it can be seen that d μ/d λ is less than 0 no matter whether the high adhesion road surface is switched to the low adhesion road surface or the low adhesion road surface is switched to the high adhesion road surface, so that the conventional slope method d μ/d λ may cause a certain erroneous judgment. The force transmission factor is larger than 0 when the road surface adhesion becomes good, and the force transmission factor can be raised suddenly, and the adhesion state is stable or tends to be stable; however, when the road surface adhesion is deteriorated, the force transmission factor is less than 0 and the force transmission factor is suddenly decreased, and it is determined that the adhesion state is uncontrollable. The force transmission factor is utilized to detect the sudden change of the vehicle running to the road surface, so that the misjudgment of a conventional detection system can be avoided.
When the road surface is changed from a high-adhesion road surface to a low-adhesion road surface, the vehicle enters an uncontrollable state, the time of a dynamic regulation time, namely window time, stably exists at the end of the switching from the road surface, the uncontrollable window time can reach hundreds of milliseconds or even thousands of milliseconds, the uncontrollable time is longer than the torque response time, the adhesion coefficient is smaller in the uncontrollable window time, if the running vehicle touches obstacles such as stones or under unpredictable conditions such as steering, the vehicle is easy to slip, the stability and the safety of the vehicle cannot be guaranteed, and therefore the window time needs to be controlled. Adopt the utility model provides high electric automobile operating stability, security have the significance to realizing vehicle braking energy recovery.
The system for controlling the stability of the road surface sudden change and optimizing the maximum driving/braking torque of the electric automobile can judge the road surface sudden change situation only by measuring the voltage and current parameters of the motor, and because the sensors also provide signals for the closed-loop control inside the motor, the system cost cannot be additionally increased. In addition, compared with a wheel speed signal, the response bandwidth of the electric signal is high, and the measurement accuracy is high.
Claims (5)
1. A road surface sudden change stability control and torque optimization system of an electric automobile comprises an attachment state detection module, a data processing module, an attachment stability judgment module, a stability optimization control decision-making module, a pedal input module, a motor controller, a motor and a vehicle;
the attachment state detection module is connected with a motor of the electric automobile and used for detecting the armature voltage U of the motoraCurrent IaCarrying out accurate measurement;
the data processing module is connected with the adhesion state detection module, and calculates the driving/braking torque T and the estimated adhesion torque T based on the motor armature voltage and current obtained by the adhesion state detection moduledCalculating the twice measured output torque variation value Delta T and the twice estimated adhesion torque variation value Delta Td；
The adhesion stability determination module is connected with the data processing module and used for obtaining an output torque change value delta T measured twice and an adhesion torque change value delta T estimated twicedJointly obtaining the force transmission factor DeltaTdA,/Δ T; carrying out road surface sudden change judgment and stability judgment in real time;
the stability optimizing control decision module is connected with the adhesion stability judging module, and when the adhesion stability judging module judges that the road surface has sudden change, a torque reducing instruction and a maximum driving/braking torque optimizing instruction are output;
the stability optimizing control decision module is connected with the input end of the motor controller, performs stability control on a motor output torque instruction according to a torque reduction instruction, and performs maximum driving/braking torque control on the motor according to a maximum driving/braking torque optimizing instruction;
the pedal input module is connected with the input end of the motor controller, a pedal sensor is arranged on the pedal, and the pedal sensor transmits a detection signal to the motor controller;
the output end of the motor controller inputs a driving/braking torque signal to the input end of the motor.
2. The system for controlling stability of sudden road change and optimizing torque of an electric vehicle as claimed in claim 1, wherein the adhesion state detection module comprises a voltage sensor and a current sensor for measuring the armature current I of the driving motoraAnd armature voltage Ua。
3. The system of claim 1, wherein the data processing module comprises a torque calculating unit and an adhesion torque estimating unit, the torque calculating unit is configured to calculate a driving/braking torque T and a twice-measured output torque variation Δ T, the output torque T is equal to a product of a torque coefficient and a motor armature current, i.e., T ═ k-mIaWherein k ismIs a torque coefficient; the adhesion torque estimation unit estimates the adhesion torque T according to the armature voltage and the current of the motordAnd the adhesion torque variation value DeltaT estimated twiced。
4. The system for controlling stability and optimizing torque of electric vehicle according to claim 1, wherein the adhesion stability determination module comprises a road surface sudden change determination unit and a stability determination unit, which jointly obtain the force transmission factor Δ TdA,/Δ T, when
When the vehicle enters the uncontrollable state of the low-adhesion road surface from the high-adhesion road surface, triggering a road surface sudden change judging unit to judge that the vehicle enters the uncontrollable state at the current moment; when in use
And is
When the vehicle is judged to be in a state of switching from stable adhesion to unstable slipping, a stability judging unit is triggered to judge that the vehicle enters an unstable state at the current moment;
wherein, the number is a very small normal number, and the prevention denominator is 0; gamma is a large negative constant and represents that the force transfer factor is suddenly reduced due to the change of the road surface; delta Td(k) The change value of the adhesion torque obtained by current calculation is obtained; delta Td(k-1) an adhesion torque variation value calculated at the previous time; Δ t (k) is a currently calculated output torque variation value; and delta T (k-1) is the output torque change value calculated at the last moment.
5. The system for controlling stability of sudden road change and optimizing torque of an electric vehicle according to claim 1, wherein the stability optimizing control decision module comprises a stability control decision unit and a torque optimizing decision unit;
when the road surface sudden change judging unit is triggered, the road surface characteristic is suddenly changed, the vehicle enters an uncontrollable state, the stability control decision unit adopts torque reduction operation, the attachment torque at the sudden change moment is given driving/braking torque and is output to the torque optimizing decision unit, the torque optimizing decision unit carries out iterative hill climbing optimization by taking the attachment torque at the sudden change moment as a starting point of the driving/braking torque, and a constant driving/braking torque signal is continuously updated;
when the stability determination unit is triggered and the vehicle is determined to enter an unstable state at the current moment, the torque optimization decision unit records the driving/braking torque at the current moment and the driving/braking torque at the previous moment, and takes the maximum value of the driving/braking torque and the braking torque as an output instruction.
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