Vehicle and control method, device and readable storage medium thereof

Abstract

The application provides a vehicle and a control method, device and readable storage medium thereof, wherein the control method of the vehicle comprises the following steps: acquiring an operation parameter of a motor in a process in which the vehicle is operated by current assistance according to a current assistance curve; determining a load disturbance according to the operation parameter; determining a compensation current according to the load disturbance; and updating the current assistance curve according to the compensation current.

Description

Technical Field

[0001] This invention relates to the field of control technology, and more specifically, to a vehicle and its control method, apparatus, and readable storage medium. Background Technology

[0002] An electric bicycle (E-bike) uses a transmission device to connect the motor to the wheel load, so that the power output of the motor can be transmitted to the wheel load to achieve assisted riding.

[0003] However, the transmission device will experience flexible vibrations during operation. For example, the chain cannot be fully taut during use, which causes flexible vibrations in the electric bicycle during riding. These flexible vibrations are amplified to the motor through the speed ratio, which in turn causes the motor to vibrate violently.

[0004] The vibrations mentioned above will be felt by the cyclist, thus making the experience of assisted riding relatively poor. Summary of the Invention

[0005] The present invention aims to solve at least one of the technical problems existing in the prior art or related art.

[0006] Therefore, a first aspect of the present invention is to provide a method for controlling a vehicle.

[0007] A second aspect of the present invention is that a vehicle control device is provided.

[0008] A third aspect of the invention is that it provides another vehicle control device.

[0009] A fourth aspect of the present invention is that a readable storage medium is provided.

[0010] A fifth aspect of the invention is that a vehicle is provided.

[0011] In view of this, a first aspect of the present invention provides a vehicle control method, the vehicle including a motor, wheel loads, and a transmission device for connecting the motor and the wheel loads, the control method including: acquiring the operating parameters of the motor during the vehicle's operation with current assist curve; determining the load disturbance based on the operating parameters; determining the compensation current based on the load disturbance; and updating the current assist curve based on the compensation current.

[0012] The technical solution of this application proposes a vehicle control method, which can reduce the vibration of the motor during vehicle riding, thereby improving the user's riding experience.

[0013] The technical solution of this application is based on the following principle: In the presence of vibration as described above, the operation of the motor will be affected. By obtaining the operating parameters of the motor during the vehicle's assisted operation, the load disturbance of the motor can be observed using the operating parameters of the motor.

[0014] Once the load disturbance is identified, it can be counteracted by adjusting the motor's operating status, thereby improving the impact of the load disturbance on the user's riding experience.

[0015] Specifically, the motor's operating state is regulated by the current. Therefore, the compensation current applied to the motor to eliminate the aforementioned disturbance can be determined based on the load disturbance. By superimposing the compensation current onto the current assist curve, the motor's operating state can be adjusted, thereby improving the impact of load disturbance on the user's riding experience.

[0016] In the above technical solution, it is considered that during the process of assisted riding, that is, when the vehicle is in the process of assisted operation, the user will press the pedal hard and then apply the force to the crank of the vehicle. At this time, the vibration of the motor will be strongly felt by the user.

[0017] Based on this, the technical solution of this application obtains the operating parameters of the motor during the vehicle's assisted operation, and then ultimately controls the motor state by implementing the above control method, so as to improve the riding experience when the vehicle is being ridden.

[0018] In addition, the vehicle control method proposed in this application has the following additional technical features.

[0019] In the above technical solution, the operating parameters include the operating current and the operating speed. The load disturbance is determined based on the operating parameters, specifically including: determining the product of the operating current and the torque coefficient to obtain the electromagnetic torque; when the speed difference between the operating speed and the set speed is zero, inputting the speed difference to the closed-loop regulator to obtain the first load torque output by the closed-loop regulator; and determining the load disturbance based on the first load torque and the electromagnetic torque.

[0020] This technical solution specifically defines the contents of the operating parameters and the detailed determination scheme for load disturbances.

[0021] By limiting the load disturbance to zero, the electromagnetic torque determined by the first load torque output by the closed-loop regulator and the operating current is used to eliminate the influence of vehicle acceleration and deceleration on the calculation results, thereby improving the accuracy of load disturbance calculation.

[0022] In any of the above technical solutions, determining the load disturbance based on the first load torque and the electromagnetic torque specifically includes: calculating the sum of the electromagnetic torque and the first load torque to obtain the acceleration torque; and using the acceleration torque as the load disturbance.

[0023] In this technical solution, the calculation method of load disturbance is specifically defined. The first load torque is usually a value with a "-". Based on this, the sum of the first load torque and the electromagnetic torque can be understood as the difference between the electromagnetic torque and the above value, that is, the acceleration torque.

[0024] As can be seen from the above technical solution, the difference between the operating speed and the set speed is zero, that is, the motor is in a constant speed state. In theoretical condition, the electromagnetic torque is equal to the load torque, and the two are in opposite directions and equal. Therefore, the motor maintains a constant speed. Due to the existence of load disturbance, the sum of the first load torque and the electromagnetic torque is not zero, that is, the acceleration torque mentioned above is not zero. At this time, the compensation current is determined by determining the load disturbance, so as to offset the above disturbance by adjusting the operating state of the motor, thereby improving the impact of load disturbance on the user's riding experience.

[0025] In any of the above technical solutions, determining the compensation current based on the load disturbance specifically includes: using the ratio of the load disturbance to the torque coefficient as the compensation current.

[0026] As can be seen from the above, in the above technical solution, the electromagnetic torque is obtained by multiplying the operating current and the torque coefficient. Based on this, the compensation current corresponding to the load disturbance can be obtained by performing the inverse operation of the product operation. That is, the compensation current is obtained by calculating the load disturbance divided by the torque coefficient.

[0027] Specifically, the acceleration torque is calculated by dividing the torque coefficient, and then the compensation current is obtained.

[0028] In any of the above technical solutions, when the speed difference between the operating speed and the set speed is not zero, the speed difference is input to the closed-loop controller to obtain the second load torque output by the closed-loop controller; the sum of the second load torque and the electromagnetic torque is input to the preset mechanical mathematical model to update the operating speed until the speed difference between the updated operating speed and the set speed is zero.

[0029] This technical solution specifically defines a detailed scheme for regulating the motor speed based on the electromagnetic torque determined by the load torque output by the closed-loop regulator and the operating current when the speed difference is not zero.

[0030] By inputting the calculated speed difference into the closed-loop regulator, the load torque under the current speed difference, i.e. the second load torque mentioned above, is determined. The motor speed is regulated based on the sum of the electromagnetic torque and the second load torque. At the same time, the operating speed is updated using a preset mechanical mathematical model, thereby realizing closed-loop speed control until the updated operating speed increases or decreases to the set speed, so as to realize the observation of load disturbance.

[0031] In one of the technical solutions, the motor speed regulation based on the sum of electromagnetic torque and second load torque can be understood as follows: calculate the sum of electromagnetic torque and second load torque to obtain a first sum, calculate the result obtained by dividing the first sum by the torque coefficient, and superimpose the result obtained by dividing the first sum by the torque coefficient onto the running current so as to control the motor operation according to the superposition result.

[0032] In any of the above technical solutions, updating the current assist curve based on the compensation current specifically includes: superimposing the compensation current with the assist current in the current assist curve to obtain the reference current; and controlling the motor to perform current loop control based on the reference current.

[0033] This technical solution specifies a detailed method for updating the current assist curve based on the compensation current. By superimposing the compensation current onto the assist current, the reference current used to control the motor operation is updated, thereby adjusting the motor's operating state and improving the impact of load disturbances on the user's riding experience.

[0034] A second aspect of the present invention provides a vehicle control device. The vehicle includes a motor, a wheel load, and a transmission device for connecting the motor and the wheel load. The vehicle control device includes: an acquisition unit for acquiring the operating parameters of the motor during the vehicle's operation with current assist curve; a first determination unit for determining load disturbance based on the operating parameters; a second determination unit for determining compensation current based on the load disturbance; and an update unit for updating the current assist curve based on the compensation current.

[0035] The technical solution of this application proposes a vehicle control device that can reduce the vibration of the motor during vehicle riding, thereby improving the user's riding experience.

[0036] The technical solution of this application is based on the following principle: In the presence of vibration as described above, the operation of the motor will be affected. By obtaining the operating parameters of the motor during the vehicle's assisted operation, the load disturbance of the motor can be observed using the operating parameters of the motor.

[0037] Once the load disturbance is identified, it can be counteracted by adjusting the motor's operating status, thereby improving the impact of the load disturbance on the user's riding experience.

[0038] Specifically, the motor's operating state is regulated by the current. Therefore, the compensation current applied to the motor to eliminate the aforementioned disturbance can be determined based on the load disturbance. By superimposing the compensation current onto the current assist curve, the motor's operating state can be adjusted, thereby improving the impact of load disturbance on the user's riding experience.

[0039] In the above technical solution, it is considered that during the process of assisted riding, that is, when the vehicle is in the process of assisted operation, the user will press the pedal hard and then apply the force to the crank of the vehicle. At this time, the vibration of the motor will be strongly felt by the user.

[0040] Based on this, the technical solution of this application obtains the operating parameters of the motor during the vehicle's assisted operation, and then ultimately controls the motor state by implementing the above control method, so as to improve the riding experience when the vehicle is being ridden.

[0041] In addition, the vehicle control device proposed in this application has the following additional technical features.

[0042] In the above technical solution, the operating parameters include operating current and operating speed. The first determining unit is specifically used to: determine the product of operating current and torque coefficient to obtain electromagnetic torque; when the speed difference between the operating speed and the set speed is zero, input the speed difference to the closed-loop regulator to obtain the first load torque output by the closed-loop regulator; and determine the load disturbance based on the first load torque and electromagnetic torque.

[0043] This technical solution specifically defines the contents of the operating parameters and the detailed determination scheme for load disturbances.

[0044] It is understandable that a load disturbance observation model is proposed. Under this model, the motor's operating speed needs to reach the set speed, that is, the speed difference is zero, in order for the above model to be considered accurate. In other words, the load disturbance calculated based on the first load torque and the electromagnetic torque is accurate.

[0045] By limiting the load disturbance to zero, the electromagnetic torque determined by the first load torque output by the closed-loop regulator and the operating current is used to eliminate the influence of vehicle acceleration and deceleration on the calculation results, thereby improving the accuracy of load disturbance calculation.

[0046] In any of the above technical solutions, the first determining unit is specifically used to: calculate the sum of the electromagnetic torque and the first load torque to obtain the acceleration torque; and use the acceleration torque as a load disturbance.

[0047] In this technical solution, the calculation method of load disturbance is specifically defined. The first load torque is usually a value with a "-". Based on this, the sum of the first load torque and the electromagnetic torque can be understood as the difference between the electromagnetic torque and the above value, that is, the acceleration torque.

[0048] As can be seen from the above technical solution, the difference between the operating speed and the set speed is zero, that is, the motor is in a constant speed state. In theoretical condition, the electromagnetic torque is equal to the load torque, and the two are in opposite directions and equal. Therefore, the motor maintains a constant speed. Due to the existence of load disturbance, the sum of the first load torque and the electromagnetic torque is not zero, that is, the acceleration torque mentioned above is not zero. At this time, the compensation current is determined by determining the load disturbance, so as to offset the above disturbance by adjusting the operating state of the motor, thereby improving the impact of load disturbance on the user's riding experience.

[0049] In any of the above technical solutions, the second determining unit is specifically used to: use the ratio of load disturbance to torque coefficient as compensation current.

[0050] As can be seen from the above, in the above technical solution, the electromagnetic torque is obtained by multiplying the operating current and the torque coefficient. Based on this, the compensation current corresponding to the load disturbance can be obtained by performing the inverse operation of the product operation. That is, the compensation current is obtained by calculating the load disturbance divided by the torque coefficient.

[0051] Specifically, the acceleration torque is calculated by dividing the torque coefficient, and then the compensation current is obtained.

[0052] In any of the above technical solutions, the first determining unit is further configured to: input the speed difference to the closed-loop regulator when the speed difference between the operating speed and the set speed is not zero, so as to obtain the second load torque output by the closed-loop regulator; input the sum of the second load torque and the electromagnetic torque to the preset mechanical mathematical model to update the operating speed until the speed difference between the updated operating speed and the set speed is zero.

[0053] This technical solution specifically defines a detailed scheme for regulating the motor speed based on the electromagnetic torque determined by the load torque output by the closed-loop regulator and the operating current when the speed difference is not zero.

[0054] By inputting the calculated speed difference into the closed-loop regulator, the load torque under the current speed difference, i.e. the second load torque mentioned above, is determined. The motor speed is regulated based on the sum of the electromagnetic torque and the second load torque. At the same time, the operating speed is updated using a preset mechanical mathematical model, thereby realizing closed-loop speed control until the updated operating speed increases or decreases to the set speed, so as to realize the observation of load disturbance.

[0055] In one of the technical solutions, the motor speed regulation based on the sum of electromagnetic torque and second load torque can be understood as follows: calculate the sum of electromagnetic torque and second load torque to obtain a first sum, calculate the result obtained by dividing the first sum by the torque coefficient, and superimpose the result obtained by dividing the first sum by the torque coefficient onto the running current so as to control the motor operation according to the superposition result.

[0056] In any of the above technical solutions, the updating unit is specifically used to: superimpose the compensation current and the assist current in the current assist curve to obtain the reference current; and control the motor to perform current loop control based on the reference current.

[0057] This technical solution specifies a detailed method for updating the current assist curve based on the compensation current. By superimposing the compensation current onto the assist current, the reference current used to control the motor operation is updated, thereby adjusting the motor's operating state and improving the impact of load disturbances on the user's riding experience.

[0058] A third aspect of the present invention provides a vehicle control device, comprising: a processor and a memory, the memory storing a program or instructions executable on the processor, the program or instructions, when executed by the processor, implementing the steps of the method as described above.

[0059] A fourth aspect of the present invention provides a readable storage medium on which a program or instructions are stored, which, when executed by a processor, implement the steps of the method as described above.

[0060] A fifth aspect of the present invention provides a vehicle comprising: a vehicle control device as described in any of the above claims; and / or a readable storage medium as described above.

[0061] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0062] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0063] Figure 1 One of the flowcharts of a vehicle control method according to an embodiment of the present invention is shown;

[0064] Figure 2 A schematic diagram of the observation model for load disturbance in an embodiment of the present invention is shown;

[0065] Figure 3 A second schematic flowchart of the vehicle control method in an embodiment of the present invention is shown;

[0066] Figure 4 One of the schematic block diagrams of a vehicle control device according to an embodiment of the present invention is shown;

[0067] Figure 5 A second schematic block diagram of the vehicle control device in an embodiment of the present invention is shown. Detailed Implementation

[0068] To better understand the above aspects, features, and advantages of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0069] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein, and therefore the scope of protection of the invention is not limited to the specific embodiments disclosed below.

[0070] In one embodiment, such as Figure 1 As shown, a vehicle control method is proposed. The vehicle includes a motor, wheel loads, and a transmission device for connecting the motor and the wheel loads. The control method includes:

[0071] Step 102: Obtain the motor's operating parameters during the vehicle's operation according to the current assist curve;

[0072] Step 104: Determine the load disturbance based on the operating parameters;

[0073] Step 106: Determine the compensation current based on the load disturbance;

[0074] Step 108: Update the current assist curve based on the compensation current.

[0075] The embodiments of this application propose a vehicle control method that can reduce motor vibration during vehicle riding, thereby improving the user's riding experience.

[0076] The embodiments of this application are based on the following principle: In the presence of vibration as described above, the operation of the motor will be affected. By acquiring the operating parameters of the motor during the vehicle's assisted operation, the load disturbance of the motor can be observed using the operating parameters of the motor.

[0077] Once the load disturbance is identified, it can be counteracted by adjusting the motor's operating status, thereby improving the impact of the load disturbance on the user's riding experience.

[0078] Specifically, the motor's operating state is regulated by the current. Therefore, the compensation current applied to the motor to eliminate the aforementioned disturbance can be determined based on the load disturbance. By superimposing the compensation current onto the current assist curve, the motor's operating state can be adjusted, thereby improving the impact of load disturbance on the user's riding experience.

[0079] In the above embodiment, it is considered that during the process of assisted riding, that is, when the vehicle is in the process of assisted operation, the user will press the pedal hard and then apply the force to the crank of the vehicle. At this time, the vibration of the motor will be strongly felt by the user.

[0080] Among them, assisted cycling includes one or more of the following: start-up assistance, flat road cycling assistance, steep road assistance, uphill assistance, and downhill assistance.

[0081] Based on this, embodiments of this application obtain the motor's operating parameters during the vehicle's assisted operation, and then ultimately regulate the motor's state by implementing the above control method, so as to improve the riding experience when the vehicle is being ridden.

[0082] In the above embodiments, the current assist curve can be understood as the assist current curve obtained by the torque signal, cadence signal, and vehicle speed signal when the vehicle is in the process of assisted riding. When the vehicle is in the process of assisted riding, the motor is controlled to run according to the current assist curve mentioned above.

[0083] In one embodiment, while the vehicle is in the process of assisted riding, the motor is controlled based on encoder signals while utilizing the current assist curve mentioned above.

[0084] In one embodiment, wheel load can be understood as the load that drives the wheel to rotate.

[0085] In one embodiment, load disturbance refers to the fluctuation value of the load when the motor outputs power, with the transmission device and wheel load as the load of the motor.

[0086] In the above embodiments, the operating parameters include the operating current and the operating speed. Determining the load disturbance based on the operating parameters specifically includes: determining the product of the operating current and the torque coefficient to obtain the electromagnetic torque; when the speed difference between the operating speed and the set speed is zero, inputting the speed difference to the closed-loop regulator to obtain the first load torque output by the closed-loop regulator; and determining the load disturbance based on the first load torque and the electromagnetic torque.

[0087] In this embodiment, the contents of the operating parameters and the detailed determination scheme of load disturbance are specifically defined.

[0088] It is understandable that a load disturbance observation model is proposed. Under this model, the motor's operating speed needs to reach the set speed, that is, the speed difference is zero, in order for the above model to be considered accurate. In other words, the load disturbance calculated based on the first load torque and the electromagnetic torque is accurate.

[0089] By limiting the load disturbance to zero, the electromagnetic torque determined by the first load torque output by the closed-loop regulator and the operating current is used to eliminate the influence of vehicle acceleration and deceleration on the calculation results, thereby improving the accuracy of load disturbance calculation.

[0090] In one embodiment, for the motor, the torque coefficient is a constant parameter of the motor, wherein the torque coefficient is represented by KT, which is torque TN / (rated current IN - no-load current IO).

[0091] In one embodiment, the closed-loop regulator can be understood as a speed closed-loop controller, used to control the motor speed.

[0092] Specifically, closed-loop controllers include: proportional controllers, proportional-integral controllers, and proportional-integral-derivative controllers.

[0093] The operating current can be understood as the q-axis current during motor operation, which can be obtained through a pre-installed current sampling circuit. In other words, the operating current is the sampling current.

[0094] In one embodiment, the operating speed can be understood as the sampling speed of the motor.

[0095] The operating speed includes the speed calculated by a positionless algorithm and / or the speed calculated by a position sensor.

[0096] In one embodiment, the load torque can be understood as the torque that the motor applies to the load via a speed reducer or the like.

[0097] In one embodiment, the electromagnetic torque is the output torque ignoring the constant factor of friction, i.e., the theoretical torque of the motor. In any of the above embodiments, determining the load disturbance based on the first load torque and the electromagnetic torque specifically includes: calculating the sum of the electromagnetic torque and the first load torque to obtain the acceleration torque; and using the acceleration torque as the load disturbance.

[0098] In this embodiment, the calculation method of load disturbance is specifically defined. The first load torque is usually a value with "-". Based on this, the sum of the first load torque and the electromagnetic torque can be understood as the difference between the electromagnetic torque and the above value, that is, the acceleration torque.

[0099] As can be seen from the above embodiments, the difference between the operating speed and the set speed is zero, that is, the motor is in a constant speed state. In the theoretical state, the electromagnetic torque is equal to the load torque, and the two are in opposite directions and equal. Therefore, the motor maintains a constant speed. Due to the existence of load disturbance, the sum of the first load torque and the electromagnetic torque is not zero, that is, the acceleration torque mentioned above is not zero. At this time, the compensation current is determined by determining the load disturbance so as to offset the above disturbance by adjusting the operating state of the motor, thereby improving the impact of load disturbance on the user's riding experience.

[0100] In any of the above embodiments, determining the compensation current based on the load disturbance specifically includes: using the ratio of the load disturbance to the torque coefficient as the compensation current.

[0101] In the above embodiments, as can be seen from the above, the electromagnetic torque is obtained by multiplying the operating current and the torque coefficient. Based on this, the compensation current corresponding to the load disturbance can be obtained by performing the inverse operation of the product operation. That is, the compensation current is obtained by calculating the load disturbance divided by the torque coefficient.

[0102] Specifically, the acceleration torque is calculated by dividing the torque coefficient, and then the compensation current is obtained.

[0103] In any of the above embodiments, when the speed difference between the operating speed and the set speed is not zero, the speed difference is input to the closed-loop regulator to obtain the second load torque output by the closed-loop regulator; the sum of the second load torque and the electromagnetic torque is input to the preset mechanical mathematical model to update the operating speed until the speed difference between the updated operating speed and the set speed is zero.

[0104] In this embodiment, a detailed scheme is specifically defined for regulating the motor speed based on the electromagnetic torque determined by the load torque output by the closed-loop regulator and the operating current when the speed difference is not zero.

[0105] By inputting the calculated speed difference into the closed-loop regulator, the load torque under the current speed difference, i.e. the second load torque mentioned above, is determined. The motor speed is regulated based on the sum of the electromagnetic torque and the second load torque. At the same time, the operating speed is updated using a preset mechanical mathematical model, thereby realizing closed-loop speed control until the updated operating speed increases or decreases to the set speed, so as to realize the observation of load disturbance.

[0106] In one embodiment, controlling the motor speed based on the sum of the electromagnetic torque and the second load torque can be understood as calculating the sum of the electromagnetic torque and the second load torque to obtain a first sum, and calculating the result obtained by dividing the first sum by the torque coefficient. The result obtained by dividing the first sum by the torque coefficient is then superimposed on the operating current so as to control the motor operation according to the superposition result.

[0107] In one embodiment, the preset mechanical mathematical model includes a rigid load mathematical model and a flexible load mathematical model. In any of the above embodiments, updating the current assist curve based on the compensation current specifically includes: superimposing the compensation current with the assist current in the current assist curve to obtain a reference current; and controlling the motor to perform current loop control based on the reference current.

[0108] In this embodiment, a detailed scheme for updating the current assist curve based on the compensation current is defined. By superimposing the compensation current onto the assist current, the reference current used to control the motor operation is updated, thereby adjusting the motor's operating state and improving the impact of load disturbances on the user's riding experience.

[0109] In one embodiment, the motor is controlled to perform current loop control based on a reference current, under the limitation of the maximum current.

[0110] In one embodiment, the reference current can be understood as the set rotational speed mentioned above.

[0111] In this embodiment, the limitation based on the maximum current can be understood as the reference current being less than or equal to the maximum current. Specifically, a schematic diagram of the observation model for load disturbance is shown below. Figure 2 As shown:

[0112] In one embodiment, combined with, for example Figure 2 The observation model shown is as follows: Figure 3 As shown, the vehicle control method includes:

[0113] Step 302: Acquire the sampling current and acquire the rotational speed signal;

[0114] Step 304: Calculate the rotational speed error;

[0115] Step 306, Closed-loop regulator (adjust speed error to 0);

[0116] Step 308: Calculate the acceleration torque from the electromagnetic torque and the output of the closed-loop regulator;

[0117] Step 310: Substitute the values ​​into the mechanical mathematical model to calculate the observed rotational speed;

[0118] Step 312, calculate the disturbance compensation current;

[0119] Step 314, correct the assist current curve;

[0120] Step 316, current loop control.

[0121] In this embodiment, the current feedback is the operating current, the observed speed is the operating speed, the speed signal is the operating speed, the speed reference is the reference current (i.e., the set speed), and the disturbance compensation current is the compensation current.

[0122] In one embodiment, such as Figure 4 As shown, a vehicle control device 400 is provided. The vehicle includes a motor, wheel loads, and a transmission device for connecting the motor and the wheel loads. The vehicle control device 400 includes: an acquisition unit 402 for acquiring the operating parameters of the motor during the vehicle's operation with the current assist curve; a first determination unit 404 for determining the load disturbance based on the operating parameters; a second determination unit 406 for determining the compensation current based on the load disturbance; and an update unit 408 for updating the current assist curve based on the compensation current.

[0123] Embodiments of this application propose a vehicle control device 400 that can reduce motor vibration during vehicle riding, thereby improving the user's riding experience.

[0124] The embodiments of this application are based on the following principle: In the presence of vibration as described above, the operation of the motor will be affected. By acquiring the operating parameters of the motor during the vehicle's assisted operation, the load disturbance of the motor can be observed using the operating parameters of the motor.

[0125] Once the load disturbance is identified, it can be counteracted by adjusting the motor's operating status, thereby improving the impact of the load disturbance on the user's riding experience.

[0126] Specifically, the motor's operating state is regulated by the current. Therefore, the compensation current applied to the motor to eliminate the aforementioned disturbance can be determined based on the load disturbance. By superimposing the compensation current onto the current assist curve, the motor's operating state can be adjusted, thereby improving the impact of load disturbance on the user's riding experience.

[0127] In the above embodiment, it is considered that during the process of assisted riding, that is, when the vehicle is in the process of assisted operation, the user will press the pedal hard and then apply the force to the crank of the vehicle. At this time, the vibration of the motor will be strongly felt by the user.

[0128] Among them, assisted cycling includes one or more of the following: start-up assistance, flat road cycling assistance, steep road assistance, uphill assistance, and downhill assistance.

[0129] Based on this, embodiments of this application obtain the motor's operating parameters during the vehicle's assisted operation, and then ultimately regulate the motor's state by implementing the above control method, so as to improve the riding experience when the vehicle is being ridden.

[0130] In the above embodiments, the current assist curve can be understood as the assist current curve obtained by the torque signal, cadence signal, and vehicle speed signal when the vehicle is in the process of assisted riding. When the vehicle is in the process of assisted riding, the motor is controlled to run according to the current assist curve mentioned above.

[0131] In one embodiment, while the vehicle is in the process of assisted riding, the motor is controlled based on encoder signals while utilizing the current assist curve mentioned above.

[0132] In one embodiment, wheel load can be understood as the load that drives the wheel to rotate.

[0133] In one embodiment, load disturbance refers to the fluctuation value of the load when the motor outputs power, with the transmission device and wheel load as the load of the motor.

[0134] In the above embodiments, the operating parameters include operating current and operating speed. The first determining unit 404 is specifically used to: determine the product of operating current and torque coefficient to obtain electromagnetic torque; when the speed difference between the operating speed and the set speed is zero, input the speed difference to the closed-loop regulator to obtain the first load torque output by the closed-loop regulator; and determine the load disturbance based on the first load torque and electromagnetic torque.

[0135] In this embodiment, the contents of the operating parameters and the detailed determination scheme of load disturbance are specifically defined.

[0136] It is understandable that a load disturbance observation model is proposed. Under this model, the motor's operating speed needs to reach the set speed, that is, the speed difference is zero, in order for the above model to be considered accurate. In other words, the load disturbance calculated based on the first load torque and the electromagnetic torque is accurate.

[0137] By limiting the load disturbance to zero, the electromagnetic torque determined by the first load torque output by the closed-loop regulator and the operating current is used to eliminate the influence of vehicle acceleration and deceleration on the calculation results, thereby improving the accuracy of load disturbance calculation.

[0138] In one embodiment, for the motor, the torque coefficient is a constant parameter of the motor, wherein the torque coefficient is represented by KT, which is torque TN / (rated current IN - no-load current IO).

[0139] In one embodiment, the closed-loop regulator can be understood as a speed closed-loop controller, used to control the motor speed.

[0140] Specifically, closed-loop controllers include: proportional controllers, proportional-integral controllers, and proportional-integral-derivative controllers.

[0141] The operating current can be understood as the q-axis current during motor operation, which can be obtained through a pre-installed current sampling circuit. In other words, the operating current is the sampling current.

[0142] In one embodiment, the operating speed can be understood as the sampling speed of the motor.

[0143] The operating speed includes the speed calculated by a positionless algorithm and / or the speed calculated by a position sensor.

[0144] In one embodiment, the load torque can be understood as the torque that the motor applies to the load via a speed reducer or the like.

[0145] In one embodiment, the electromagnetic torque is the output torque that ignores the constant factor of friction, which is also the theoretical torque of the motor.

[0146] In any of the above embodiments, the first determining unit 404 is specifically used to: calculate the sum of the electromagnetic torque and the first load torque to obtain the acceleration torque; and use the acceleration torque as a load disturbance.

[0147] In this embodiment, the calculation method of load disturbance is specifically defined. The first load torque is usually a value with "-". Based on this, the sum of the first load torque and the electromagnetic torque can be understood as the difference between the electromagnetic torque and the above value, that is, the acceleration torque.

[0148] As can be seen from the above embodiments, the difference between the operating speed and the set speed is zero, that is, the motor is in a constant speed state. In the theoretical state, the electromagnetic torque is equal to the load torque, and the two are in opposite directions and equal. Therefore, the motor maintains a constant speed. Due to the existence of load disturbance, the sum of the first load torque and the electromagnetic torque is not zero, that is, the acceleration torque mentioned above is not zero. At this time, the compensation current is determined by determining the load disturbance so as to offset the above disturbance by adjusting the operating state of the motor, thereby improving the impact of load disturbance on the user's riding experience.

[0149] In any of the above embodiments, the second determining unit 406 is specifically used to: use the ratio of load disturbance to torque coefficient as compensation current.

[0150] In the above embodiments, as can be seen from the above, the electromagnetic torque is obtained by multiplying the operating current and the torque coefficient. Based on this, the compensation current corresponding to the load disturbance can be obtained by performing the inverse operation of the product operation. That is, the compensation current is obtained by calculating the load disturbance divided by the torque coefficient.

[0151] Specifically, the acceleration torque is calculated by dividing the torque coefficient, and then the compensation current is obtained.

[0152] In any of the above embodiments, the first determining unit 404 is further configured to: input the speed difference to the closed-loop regulator when the speed difference between the operating speed and the set speed is not zero, so as to obtain the second load torque output by the closed-loop regulator; input the sum of the second load torque and the electromagnetic torque to the preset mechanical mathematical model to update the operating speed until the speed difference between the updated operating speed and the set speed is zero.

[0153] In this embodiment, a detailed scheme is specifically defined for regulating the motor speed based on the electromagnetic torque determined by the load torque output by the closed-loop regulator and the operating current when the speed difference is not zero.

[0154] By inputting the calculated speed difference into the closed-loop regulator, the load torque under the current speed difference, i.e. the second load torque mentioned above, is determined. The motor speed is regulated based on the sum of the electromagnetic torque and the second load torque. At the same time, the operating speed is updated using a preset mechanical mathematical model, thereby realizing closed-loop speed control until the updated operating speed increases or decreases to the set speed, so as to realize the observation of load disturbance.

[0155] In one embodiment, controlling the motor speed based on the sum of the electromagnetic torque and the second load torque can be understood as calculating the sum of the electromagnetic torque and the second load torque to obtain a first sum, and calculating the result obtained by dividing the first sum by the torque coefficient. The result obtained by dividing the first sum by the torque coefficient is then superimposed on the operating current so as to control the motor operation according to the superposition result.

[0156] In one embodiment, the preset mechanical mathematical model includes: a rigid load mathematical model and a flexible load mathematical model.

[0157] In any of the above embodiments, the updating unit 408 is specifically used to: superimpose the compensation current and the assist current in the current assist curve to obtain the reference current; and control the motor to perform current loop control according to the reference current.

[0158] In this embodiment, a detailed scheme for updating the current assist curve based on the compensation current is defined. By superimposing the compensation current onto the assist current, the reference current used to control the motor operation is updated, thereby adjusting the motor's operating state and improving the impact of load disturbances on the user's riding experience.

[0159] In one embodiment, the motor is controlled to perform current loop control based on a reference current, under the limitation of the maximum current.

[0160] In one embodiment, the reference current can be understood as the set rotational speed mentioned above.

[0161] In this embodiment, the limitation based on the maximum current can be understood as the reference current being less than or equal to the maximum current. In one embodiment, such as Figure 5 As shown, a vehicle control device 500 is provided, including: a processor 502 and a memory 504, the memory 504 storing programs or instructions that can be executed on the processor 502, the programs or instructions implementing the steps of the methods as described above when executed by the processor 502.

[0162] In one embodiment, a readable storage medium is provided on which a program or instructions are stored, which, when executed by a processor, implement the steps of the method as described above.

[0163] In one embodiment, a vehicle is provided, including: a vehicle control device as described in any of the above; and / or a readable storage medium as described above.

[0164] In one embodiment, the vehicle is an electric-assisted bicycle.

[0165] The terms "first" and "second" in the specification and claims of this application may explicitly or implicitly include one or more of the features. In the textual description of this invention, unless otherwise stated, "a plurality of" means two or more. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0166] In the textual description of this invention, it is understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing and simplifying the embodiments of this invention, and do not indicate or imply that the structures, devices, or elements referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, these descriptions should not be construed as limiting the invention.

[0167] In the textual description of this invention, it is understood that, unless explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art will understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0168] In the claims, description, and accompanying drawings of this invention, the term "plural" refers to two or more. Unless otherwise explicitly defined, the terms "upper," "lower," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the invention and simplifying the description process, not to indicate or imply that the device or element referred to must have the described specific orientation, or be constructed and operated in a specific orientation. Therefore, these descriptions should not be construed as limiting the invention. The terms "connect," "install," "fix," etc., should be interpreted broadly. For example, "connect" can be a fixed connection between multiple objects, a detachable connection between multiple objects, or an integral connection; it can be a direct connection between multiple objects or an indirect connection between multiple objects through an intermediate medium. For those skilled in the art, the specific meaning of the above terms in this invention can be understood based on the specific circumstances described above.

[0169] In the claims, description, and accompanying drawings of this invention, the terms "one embodiment," "some embodiments," "specific embodiment," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of the invention. In the claims, description, and accompanying drawings of this invention, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0170] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for controlling a vehicle, the vehicle comprising a motor, wheel loads, and a transmission device for connecting the motor and the wheel loads, characterized in that, The control method includes: The operating parameters of the motor are obtained during the vehicle's operation according to the current assist curve. The load disturbance is determined based on the operating parameters; Determine the compensation current based on the load disturbance; The current assist curve is updated based on the compensation current; The operating parameters include operating current and operating speed. Determining the load disturbance based on the operating parameters specifically includes: The product of the operating current and the torque coefficient is determined to obtain the electromagnetic torque; When the speed difference between the operating speed and the set speed is zero, the speed difference is input to the closed-loop regulator to obtain the first load torque output by the closed-loop regulator. The load disturbance is determined based on the first load torque and the electromagnetic torque.

2. The vehicle control method according to claim 1, characterized in that, The step of determining the load disturbance based on the first load torque and the electromagnetic torque specifically includes: The acceleration torque is obtained by calculating the sum of the electromagnetic torque and the first load torque. The acceleration torque is taken as the load disturbance.

3. The vehicle control method according to claim 1, characterized in that, The step of determining the compensation current based on the load disturbance specifically includes: The ratio of the load disturbance to the torque coefficient is used as the compensation current.

4. The vehicle control method according to claim 1, characterized in that, When the speed difference between the operating speed and the set speed is not zero, the speed difference is input to the closed-loop regulator to obtain the second load torque output by the closed-loop regulator. The sum of the second load torque and the electromagnetic torque is input into a preset mechanical mathematical model to update the operating speed until the difference between the updated operating speed and the set speed is zero.

5. The vehicle control method according to any one of claims 1 to 4, characterized in that, The step of updating the current assist curve based on the compensation current specifically includes: The compensation current is superimposed with the assist current in the current assist curve to obtain the reference current; The motor is controlled to perform current loop control based on the reference current.

6. A control device for a vehicle, the vehicle comprising a motor, wheel loads, and a transmission device for connecting the motor and the wheel loads, characterized in that, The vehicle control device includes: The acquisition unit is used to acquire the operating parameters of the motor during the vehicle's operation in accordance with the current assist curve; The first determining unit is used to determine the load disturbance based on the operating parameters; The second determining unit is used to determine the compensation current based on the load disturbance. An update unit is used to update the current assist curve according to the compensation current; The operating parameters include operating current and operating speed, and the first determining unit is specifically used for: The product of the operating current and the torque coefficient is determined to obtain the electromagnetic torque; When the speed difference between the operating speed and the set speed is zero, the speed difference is input to the closed-loop regulator to obtain the first load torque output by the closed-loop regulator. The load disturbance is determined based on the first load torque and the electromagnetic torque.

7. The vehicle control device according to claim 6, characterized in that, The first determining unit is specifically used for: The acceleration torque is obtained by calculating the sum of the electromagnetic torque and the first load torque. The acceleration torque is taken as the load disturbance.

8. The vehicle control device according to claim 6, characterized in that, The second determining unit is specifically used for: The ratio of the load disturbance to the torque coefficient is used as the compensation current.

9. The vehicle control device according to claim 6, characterized in that, The first determining unit is further configured to: When the speed difference between the operating speed and the set speed is not zero, the speed difference is input to the closed-loop regulator to obtain the second load torque output by the closed-loop regulator. The sum of the second load torque and the electromagnetic torque is input into a preset mechanical mathematical model to update the operating speed until the difference between the updated operating speed and the set speed is zero.

10. The vehicle control device according to any one of claims 6 to 9, characterized in that, The update unit is specifically used for: The compensation current is superimposed with the assist current in the current assist curve to obtain the reference current; The motor is controlled to perform current loop control based on the reference current.

11. A vehicle control device, characterized in that, include: A processor and a memory, the memory storing a program or instructions executable on the processor, the program or instructions, when executed by the processor, implementing the steps of the method as claimed in any one of claims 1 to 5.

12. A readable storage medium, characterized in that, The readable storage medium stores a program or instructions that, when executed by a processor, implement the steps of the method as described in any one of claims 1 to 5.

13. A vehicle, characterized in that, include: The vehicle control device as described in any one of claims 6 to 11; and / or The readable storage medium as described in claim 12.

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