A vehicle torque control system and method incorporating active disturbance rejection feedback control

Abstract

The present application relates to a kind of vehicle torque control system and method of fusion self-disturbance rejection feedback control, especially in the field of vehicle engineering, including feedforward module, to carry out driving force calculation and theoretical torque calculation to vehicle, engine output torque is as feedforward value;Feedback module, to calculate the feedback value of torque by the observation of tracking differentiator, extended state observer and error feedback controller;Correction module, to correct the feedforward value according to the feedback value, to obtain target torque value;Control module, to transmit the target torque value T' to vehicle engine management system, control vehicle to run at the target torque value T'. The vehicle torque control system and method of fusion self-disturbance rejection feedback control provided in the present application solve the influence caused by the error of theoretical formula and sensor measurement in the process of acceleration into torque value, improve the accuracy and control efficiency of result.

Description

Technical Field

[0001] This invention relates to the field of vehicle engineering technology, and in particular to a vehicle torque control system and method that integrates active disturbance rejection feedback control. Background Technology

[0002] During autonomous driving, the autonomous driving controller calculates the vehicle acceleration corresponding to the current operating condition based on the information of the vehicle and the environment, and sends it to the controller of the engine management system. However, the interface of the engine management system controller is a torque request interface. Therefore, there needs to be a way to accurately and quickly convert the acceleration into the vehicle's torque value to meet the requirements of the autonomous driving system.

[0003] Chinese Patent Publication No. CN114852071A discloses a method for calculating the required torque for adaptive cruise control in AMT (Automated Manual Transmission) vehicles. The method includes: the adaptive cruise control system calculates the required torque based on the vehicle's operating state and different driving conditions; in the transmission upshift mode, the engine torque responds to the transmission's requested torque; the adaptive cruise control system analyzes the clutch engagement by collecting real-time engine torque; when a sudden change in real-time engine torque is detected, the adaptive cruise control system follows the engine torque until the clutch is fully engaged; once the clutch is fully engaged, the torque requested by the adaptive cruise control system increases from the currently estimated indicated torque to the required torque at a certain rate, and then switches to clutch engagement mode. This method primarily relies on theoretical value estimation and lacks a feedback process, thus failing to guarantee the real-time performance, accuracy, and control efficiency of the calculation results. Summary of the Invention

[0004] Therefore, the present invention provides a vehicle torque control system and method that integrates active disturbance rejection feedback control, in order to overcome the problems of lag, inaccuracy and low control efficiency in the existing vehicle torque control system.

[0005] To achieve the above objectives, the present invention provides a vehicle torque control system integrating active disturbance rejection feedback control, comprising,

[0006] The feedforward module is used to calculate the driving force of the vehicle and calculate the theoretical torque of the vehicle based on the driving force calculation result to obtain the engine output torque. The feedforward module uses the calculated engine output torque T as the feedforward value.

[0007] A feedback module is used to calculate the feedback value u' of the engine output torque, wherein the feedback module will input the desired acceleration a. desThe input tracking differentiator performs softening and tracking to obtain the softened target acceleration a1 and the derivative of the softened target acceleration a2. The feedback module observes the vehicle acceleration through an extended state observer to obtain the observed acceleration z1, the derivative of the observed acceleration z2, and the observed system disturbance z3. The feedback module also calculates the vehicle deviation value e1 and the vehicle differential deviation e2 through an error feedback controller, and calculates the initial active disturbance rejection compensation torque value u0 based on the vehicle deviation value e1 and the vehicle differential deviation e2. The feedback value is obtained when the observed system disturbance z3 approaches f1(y,w,t). It is connected to the feedforward module;

[0008] The correction module is used to adjust the feedback value. The feedforward value T is corrected to obtain the target torque value T', which is connected to the feedback module;

[0009] A control module is used to transmit the target torque value T' to the vehicle engine management system and control the vehicle to run at the target torque value T'. The control module is connected to the control module.

[0010] Furthermore, when the feedforward module performs driving force calculation, it sets... Among them, F t The driving force is m, the total vehicle mass is a. des Let g be the desired acceleration, j be the gravitational constant, θ be the rolling friction coefficient of the road surface, C be the air resistance coefficient, A be the frontal area of ​​the car, and V be the velocity.

[0011] Furthermore, when performing theoretical torque calculations, the feedforward module sets... Where T is the engine output torque, μ is the mechanical efficiency of the transmission system, and t c The torque ratio of the transmission system is denoted by r, and the wheel radius is denoted by r. The feedforward module uses the engine output torque T as the feedforward value.

[0012] Furthermore, the feedback module will expect the acceleration a des The input is processed by the tracking differentiator to soften and track the target, resulting in the softened target acceleration a1 and the differential of the softened target acceleration a2, where...

[0013] F=fhan(a1(k)-a des (k),a2(k),r,h0)

[0014] a1(k+1)=a1(k)+a2(k)'

[0015] a2(k+1)=a2(k)+h*F

[0016] Where fhan is the fastest synthesis function, h is the simulation step size, r is the fastness factor, h0 is the initial simulation step size, k is the current time, a1(k) is the softened target acceleration at the current time, and a des (k) is the expected acceleration at the current time, a2(k) is the derivative of the softened target acceleration at the current time, a1(k+1) is the softened target acceleration at the next time, a2(k+1) is the derivative of the softened target acceleration at the next time, and F is the value of the fastest comprehensive function.

[0017] Furthermore, the feedback module observes the vehicle acceleration through the extended state observer, obtaining the observed acceleration z1, the derivative of the observed acceleration z2, and the observed system disturbance z3, and estimates the real-time effect values ​​of internal and external disturbances in the vehicle torque control system integrated with active disturbance rejection feedback control.

[0018] e(k+1)=z1(k)-a(k)

[0019] z1(k+1)=z1(k)+h(z2(k)-β1*e(k+1))

[0020] z2(k+1)=z2(k)+h(z3(k)-β2*e(k+1)+b0*u)

[0021] z3(k+1)=z3(k)+h(-β3*e(k+1))

[0022] Where a is the actual acceleration, a(k) is the actual acceleration at the current time, β1 is the parameter of the first extended observer, β2 is the parameter of the second extended observer, β3 is the parameter of the third extended observer, e(k+1) is the deviation at the next time, z1(k) is the observed acceleration at the current time, z1(k+1) is the observed acceleration at the next time, z2(k) is the derivative of the observed acceleration z1 at the current time, z2(k+1) is the derivative of the observed acceleration z1 at the next time, z3(k) is the observation system disturbance at the current time, and z3(k+1) is the observation system disturbance at the next time.

[0023] Furthermore, when the error feedback controller calculates the error, it calculates the error based on the softened target acceleration a1 and its derivative a2 obtained by the tracking differentiator, and the observed acceleration z1 and its derivative z2 obtained by the extended state observer. It uses a nonlinear combination method to calculate the vehicle deviation value e1 and the vehicle differential deviation e2, setting e1 = a1 - z1 and e2 = a2 - z2.

[0024] Furthermore, the feedback module obtains the initial torque value u0 after active disturbance rejection compensation through the vehicle deviation value e1 and the vehicle differential deviation e2, and sets u0 = k1e1 + k2e2, where k1 is the proportional coefficient and k2 is the differential coefficient.

[0025] Furthermore, after obtaining the torque value u0 after the initial active disturbance rejection compensation, the feedback module obtains the output U of the vehicle torque control system with integrated active disturbance rejection feedback control based on the estimated b0 of the observed system disturbance z3 and the system inherent parameter b, and sets U = (u0 - z3) / b0.

[0026] Furthermore, the vehicle torque control system equations are set as follows: Where y is the system output, u is the controller input, b is the system's intrinsic parameter, f1(y,w,t) is the disturbance of the entire system, w is the external disturbance of the system, and t is the system's time-varying parameter. When the output U of the vehicle torque control system is equal to the controller input u, substituting u = U = (u0 - z3) / b0 into the equation of the vehicle torque control system with integrated active disturbance rejection feedback control, we get: In the middle, we get The observation system disturbance z3 approaches f1(y,w,t) over time, and the estimated intrinsic parameter b0 of the system approaches b over time, thus obtaining... Will As a feedback value.

[0027] On the other hand, the present invention also provides a method for vehicle torque control integrating active disturbance rejection feedback control, comprising,

[0028] Step S1: The engine output torque is obtained by calculating the driving force and theoretical torque of the vehicle through the feedforward module, and the calculated engine output torque is used as the feedforward value.

[0029] Step S2: Calculate the feedback value of the engine output torque using the feedback module, wherein the desired acceleration a is input via the feedback module. des The input is processed through a tracking differentiator to soften and track the target acceleration a1 and its derivative a2. The vehicle acceleration is observed via an extended state observer, yielding the observed acceleration z1, its derivative z2, and the observed system disturbance z3. Furthermore, the vehicle deviation e1 and its derivative e2 are calculated using an error feedback controller. Based on these deviations, the initial active disturbance rejection compensation torque u0 is calculated. The feedback value is obtained when the observed system disturbance z3 approaches f1(y,w,t).

[0030] Step S3: The feedforward value T and the feedback value are compared through the correction module. The target torque value T' is obtained by adding them together;

[0031] Step S4: The target torque value T' is transmitted to the vehicle engine management system through the control module, and the vehicle is controlled to run at the target torque value T'.

[0032] Compared with the prior art, the beneficial effects of the present invention are that the feedforward module obtains the engine output torque by calculating the driving force and theoretical torque of the vehicle, and uses the calculated engine output torque as the feedforward value, thereby improving the response speed of the vehicle torque control system, improving the accuracy of the results and the control efficiency through the feedforward process. The feedback module will input the desired acceleration a. des The softened target acceleration a1 and its derivative a2 are obtained from the input tracking differentiator. The observed acceleration z1, its derivative z2, and the observed system disturbance z3 are obtained through the extended state observer. The vehicle deviation value e1 and the vehicle derivative deviation e2 are calculated through the error feedback controller. Based on the vehicle deviation value e1 and the vehicle derivative deviation e2, the torque value u0 after initial active disturbance rejection compensation is calculated. The feedback value is obtained when the observed system disturbance z3 approaches f1(y,w,t). This ensures the stability and accuracy of control, further improving the accuracy of results and control efficiency. The correction module adjusts the feedforward value T and the feedback value... The target torque value T' is obtained by adding the values ​​together, thereby improving the system's response speed while reducing errors caused by inaccurate parameters, further improving control efficiency. The control module transmits the target torque value T' to the vehicle engine management system and controls the vehicle to run at the target torque value T', avoiding the influence of errors caused by theoretical formulas and sensor measurements, thereby improving the accuracy of the results and control efficiency.

[0033] In particular, the feedforward module calculates the driving force of the vehicle, and then calculates the theoretical torque based on the driving force calculation results. The engine output torque is then calculated based on the desired acceleration. The engine output torque T is used as the feedforward value. The feedforward process improves the response speed of the vehicle torque control system, thereby improving the accuracy and control efficiency of the vehicle torque control system results.

[0034] In particular, the feedback module uses a tracking differentiator to input the desired acceleration a. d By implementing softening and tracking, the trade-off between PID overshoot and speed is resolved, thereby further improving control efficiency.

[0035] In particular, the feedback module observes the vehicle acceleration through the extended state observer to obtain the observed acceleration z1, enabling the vehicle torque control system to eliminate the influence of disturbances by compensating for deviations in the feedback module, thereby having an anti-interference effect and improving the control efficiency of the vehicle torque control system.

[0036] In particular, the feedback module uses a nonlinear combination method through the error feedback controller to calculate the vehicle deviation value e1, the vehicle differential deviation e2, and the torque value u0 after initial active disturbance rejection compensation, which effectively reduces the impact of disturbances, thereby improving the robustness of the entire algorithm and further improving the control efficiency of the vehicle torque control system.

[0037] In particular, the feedback module obtains the following when the observed system disturbance z3 approaches f1(y,w,t) with time, and the estimated system intrinsic parameter b0 approaches b with time: Will As a feedback value, it addresses the impact of errors in the theoretical formula and sensor measurement errors during the conversion of acceleration into torque, thereby improving the accuracy of the results and control efficiency. Attached Figure Description

[0038] Figure 1 This is a schematic diagram of the structure of a vehicle torque control system integrating active disturbance rejection feedback control according to this embodiment;

[0039] Figure 2 This is a schematic diagram of a vehicle torque control method that integrates active disturbance rejection feedback control in this embodiment. Detailed Implementation

[0040] To make the objectives and advantages of the present invention clearer, the present invention will be further described below with reference to embodiments; it should be understood that the specific embodiments described herein are merely for explaining the present invention and are not intended to limit the present invention.

[0041] Preferred embodiments of the present invention will now be described with reference to the accompanying drawings. Those skilled in the art should understand that these embodiments are merely illustrative of the technical principles of the present invention and are not intended to limit the scope of protection of the present invention.

[0042] Furthermore, it should be noted that, in the description of this invention, unless otherwise 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 connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0043] Please see Figure 1 As shown, this is a vehicle torque control system integrating active disturbance rejection feedback control in this embodiment. The system includes,

[0044] The feedforward module is used to calculate the driving force of the vehicle and calculate the theoretical torque of the vehicle based on the driving force calculation result to obtain the engine output torque. The feedforward module uses the calculated engine output torque T as the feedforward value.

[0045] A feedback module is used to calculate the feedback value u' of the engine output torque, wherein the feedback module will input the desired acceleration a. des The input tracking differentiator performs softening and tracking to obtain the softened target acceleration a1 and the derivative of the softened target acceleration a2. The feedback module observes the vehicle acceleration through an extended state observer to obtain the observed acceleration z1, the derivative of the observed acceleration z2, and the observed system disturbance z3. The feedback module also calculates the vehicle deviation value e1 and the vehicle differential deviation e2 through an error feedback controller, and calculates the initial active disturbance rejection compensation torque value u0 based on the vehicle deviation value e1 and the vehicle differential deviation e2. The feedback value is obtained when the observed system disturbance z3 approaches f1(y,w,t). It is connected to the feedforward module;

[0046] The correction module is used to adjust the feedback value. The feedforward value T is corrected to obtain the target torque value T', which is connected to the feedback module;

[0047] A control module is used to transmit the target torque value T' to the vehicle engine management system and control the vehicle to run at the target torque value T'. It is connected to the correction module.

[0048] Specifically, the feedforward module obtains the engine output torque by calculating the vehicle's driving force and theoretical torque. This calculated engine output torque is then used as the feedforward value. This feedforward process improves the response speed of the vehicle's torque control system, enhancing the accuracy and efficiency of the results. The feedback module will then input the desired acceleration 'a'. des The softened target acceleration a1 and its derivative a2 are obtained from the input tracking differentiator. The observed acceleration z1, its derivative z2, and the observed system disturbance z3 are obtained through the extended state observer. The vehicle deviation value e1 and the vehicle derivative deviation e2 are calculated through the error feedback controller. Based on the vehicle deviation value e1 and the vehicle derivative deviation e2, the torque value u0 after initial active disturbance rejection compensation is calculated. The feedback value is obtained when the observed system disturbance z3 approaches f1(y,w,t). This ensures the stability and accuracy of control, further improving the accuracy of results and control efficiency. The correction module adjusts the feedforward value T and the feedback value... The target torque value T' is obtained by adding the values ​​together, thereby improving the system's response speed while reducing errors caused by inaccurate parameters, further improving control efficiency. The control module transmits the target torque value T' to the vehicle engine management system and controls the vehicle to run at the target torque value T', avoiding the influence of errors caused by theoretical formulas and sensor measurements, thereby improving the accuracy of the results and control efficiency.

[0049] Specifically, when the feedforward module performs driving force calculation, it sets... Among them, F t The driving force is m, the total vehicle mass is a. des Let g be the desired acceleration, j be the gravitational constant, θ be the rolling friction coefficient of the road surface, C be the air resistance coefficient, A be the frontal area of ​​the car, and V be the velocity.

[0050] Specifically, when performing theoretical torque calculations, the feedforward module sets... Where T is the engine output torque, μ is the mechanical efficiency of the transmission system, and t c The torque ratio of the transmission system is denoted by r, and the wheel radius is denoted by r. The feedforward module uses the engine output torque T as the feedforward value.

[0051] Specifically, the feedforward module calculates the driving force of the vehicle, then uses the driving force calculation result to calculate the theoretical torque, thereby obtaining the engine output torque based on the desired acceleration. The engine output torque T is used as the feedforward value. This feedforward process improves the response speed of the vehicle torque control system, thereby enhancing the accuracy and efficiency of the vehicle torque control system. It is understood that this embodiment does not specifically limit the calculation formula for the driving force; those skilled in the art can freely set it to meet the requirement of establishing a relationship between the engine output torque and the desired acceleration.

[0052] Specifically, the feedback module will expect acceleration a des The input is processed by the tracking differentiator to soften and track the target, resulting in the softened target acceleration a1 and the differential of the softened target acceleration a2, where...

[0053] F=fhan(a1(k)-a des (k),a2(k),r,h0)

[0054] a1(k+1)=a1(k)+a2(k)'

[0055] a2(k+1)=a2(k)+h*F

[0056] Where fhan is the fastest synthesis function, h is the simulation step size, r is the fastness factor, h0 is the initial simulation step size, k is the current time, a1(k) is the softened target acceleration at the current time, and a des (k) is the expected acceleration at the current time, a2(k) is the derivative of the softened target acceleration at the current time, a1(k+1) is the softened target acceleration at the next time, a2(k+1) is the derivative of the softened target acceleration at the next time, and F is the value of the fastest comprehensive function.

[0057] Specifically, the feedback module uses a tracking differentiator to input the desired acceleration a. d This method employs smoothing and tracking to resolve the conflict between PID overshoot and speed, thereby further improving control efficiency. The conflict refers to the problem of overshoot when the gain is high and poor speed when the gain is low. PID overshoot refers to the situation where, after the control system is disturbed, the controlled parameter exceeds the setpoint (overshoot) or falls below the setpoint (undershoot). The tracking differentiator is a low-pass filter, available in linear and nonlinear types, designed to smooth commands and reduce overshoot in the closed-loop transfer function. It is understood that this embodiment does not specifically limit the model of the tracking differentiator; those skilled in the art can freely set it to meet the desired acceleration α. d The need for softening and tracking is sufficient.

[0058] Specifically, the feedback module observes the vehicle acceleration through the extended state observer, obtaining the observed acceleration z1, the derivative of the observed acceleration z2, and the observed system disturbance z3. It then estimates the real-time impact values ​​of internal and external disturbances in the vehicle torque control system integrated with active disturbance rejection feedback control.

[0059] e(k+1)=z1(k)-a(k)

[0060] z1(k+1)=z1(k)+h(z2(k)-β1*e(k+1))

[0061] z2(k+1)=z2(k)+h(z3(k)-β2*e(k+1)+b0*u)

[0062] z3(k+1)=z3(k)+h(-β3*e(k+1))

[0063] Where a is the actual acceleration, a(k) is the actual acceleration at the current time, β1 is the parameter of the first extended observer, β2 is the parameter of the second extended observer, β3 is the parameter of the third extended observer, e(k+1) is the deviation at the next time, z1(k) is the observed acceleration at the current time, z1(k+1) is the observed acceleration at the next time, z2(k) is the derivative of the observed acceleration z1 at the current time, z2(k+1) is the derivative of the observed acceleration z1 at the next time, z3(k) is the observation system disturbance at the current time, and z3(k+1) is the observation system disturbance at the next time.

[0064] Specifically, the feedback module observes the vehicle acceleration through the extended state observer to obtain the observed acceleration z1. This allows the vehicle torque control system to eliminate the influence of disturbances by compensating for deviations within the feedback module, thereby providing anti-interference capabilities and improving the control efficiency of the vehicle torque control system. The extended observer refers to a device designed to observe the total disturbance by unifying all other terms into a single integral series model, based on the assumption that the system model is purely integral-series. It is understood that this embodiment does not specifically limit the type of extended state observer; those skilled in the art can freely set it to meet the needs of acceleration observation, such as setting the extended state observer as an acceleration sensor.

[0065] Specifically, when the error feedback controller calculates the error, it calculates the error based on the softened target acceleration a1 and its derivative a2 obtained by the tracking differentiator, and the observed acceleration z1 and its derivative z2 obtained by the extended state observer. It uses a nonlinear combination method to calculate the vehicle deviation value e1 and the vehicle differential deviation e2, setting e1 = a1 - z1 and e2 = a2 - z2.

[0066] Specifically, the feedback module obtains the initial torque value u0 after active disturbance rejection compensation through the vehicle deviation value e1 and the vehicle differential deviation e2, and sets u0 = k1e1 + k2e2, where k1 is the proportional coefficient and k2 is the differential coefficient.

[0067] Specifically, the feedback module uses an error feedback controller to calculate the vehicle deviation value e1, the vehicle differential deviation e2, and the torque value u0 after initial active disturbance rejection compensation using a nonlinear combination method. This effectively reduces the impact of disturbances, thereby improving the robustness of the entire algorithm and further improving the control efficiency of the vehicle torque control system. The error feedback control refers to making the error equal to 0, and has linear combinations and various nonlinear combinations, similar to the feedback controller in the classic feedback control structure.

[0068] Specifically, after obtaining the torque value u0 after the initial active disturbance rejection compensation, the feedback module obtains the output U of the vehicle torque control system integrating active disturbance rejection feedback control based on the estimated b0 of the observed system disturbance z3 and the system inherent parameter b, and sets U = (u0 - z3) / b0.

[0069] Specifically, the derivative of the output of the vehicle torque control system integrating active disturbance rejection feedback control is linearly related to the input, and the equation of the vehicle torque control system is set as follows: Where y is the system output, u is the controller input, b is the system's intrinsic parameter, f1(y,w,t) is the disturbance of the entire system, w is the external disturbance of the system, and t is the system's time-varying parameter. When the output U of the vehicle torque control system is equal to the controller input u, substituting u = U = (u0 - z3) / b0 into the equation of the vehicle torque control system with integrated active disturbance rejection feedback control, we get: In the middle, we get The observation system disturbance z3 approaches f1(y,w,t) over time, and the estimated intrinsic parameter b0 of the system approaches b over time, thus obtaining... Will As a feedback value.

[0070] Specifically, the feedback module obtains the following when the observed system disturbance z3 approaches f1(y,w,t) over time, and the estimated value b0 of the system's intrinsic parameter b approaches b over time. Will As a feedback value, it addresses the impact of errors in the theoretical formula and sensor measurement errors during the conversion of acceleration into torque, thereby improving the accuracy of the results and control efficiency.

[0071] Please see Figure 2 As shown, this is a vehicle torque control method integrating active disturbance rejection feedback control in this embodiment, including,

[0072] Step S1: The engine output torque is obtained by calculating the driving force and theoretical torque of the vehicle through the feedforward module, and the calculated engine output torque is used as the feedforward value.

[0073] Step S2: Calculate the feedback value of the engine output torque using the feedback module, wherein the desired acceleration a is input via the feedback module. desThe input is processed through a tracking differentiator to soften and track the target acceleration a1 and its derivative a2. The vehicle acceleration is observed via an extended state observer, yielding the observed acceleration z1, its derivative z2, and the observed system disturbance z3. Furthermore, the vehicle deviation e1 and its derivative e2 are calculated using an error feedback controller. Based on these deviations, the initial active disturbance rejection compensation torque u0 is calculated. The feedback value is obtained when the observed system disturbance z3 approaches f1(y,w,t).

[0074] Step S3: The feedforward value T and the feedback value are compared through the correction module. The target torque value T' is obtained by adding them together;

[0075] Step S4: The target torque value T' is transmitted to the vehicle engine management system through the control module, and the vehicle is controlled to run at the target torque value T'.

[0076] The technical solution of the present invention has been described above with reference to the preferred embodiments shown in the accompanying drawings. However, it will be readily understood by those skilled in the art that the scope of protection of the present invention is obviously not limited to these specific embodiments. Without departing from the principles of the present invention, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will all fall within the scope of protection of the present invention.

Claims

1. A vehicle torque control system fusing a disturbance-anticipating feedback control, characterized by, comprising, a feedforward module for calculating driving force of the vehicle and calculating theoretical torque of the vehicle according to the driving force calculation result to obtain engine output torque, the feedforward module taking the calculated engine output torque T as a feedforward value; a feedback module configured to calculate a feedback value of the engine output torque, wherein the feedback module calculates the desired acceleration a des The feedback module is configured to calculate a feedback value of the engine output torque, wherein the feedback module calculates the desired acceleration a The feedback module is configured to calculate a feedback value of the engine output torque, wherein the feedback module calculates the desired acceleration a des The feedback module is configured to calculate a feedback value of the engine output torque, wherein the feedback module calculates the desired acceleration a The feedback module is configured to calculate a feedback value of the engine output torque, wherein the feedback module calculates the desired acceleration a a correction module configured to correct the feedforward value T to obtain a target torque value T' according to the feedback value correcting the feedforward value T to obtain a target torque value T'. a control module for transmitting the target torque value T' to a vehicle engine management system and controlling the vehicle to operate at the target torque value T'.

2. The vehicle torque control system fused with active disturbance rejection feedback control according to claim 1, characterized in that, The feedforward module sets where F t is the driving force, m is the mass of the vehicle, a des is the desired acceleration, g is the gravitational constant, j is the rolling friction coefficient of the road, θ is the slope angle of the current road, C is the air resistance coefficient, A is the frontal area of the vehicle, and V is the speed.

3. The vehicle torque control system fused with active disturbance rejection feedback control according to claim 2, wherein, The feedforward module sets, where T is the engine output torque, μ is the mechanical efficiency of the drive system, t c is the drive system torque ratio, r is the wheel radius, and the feedforward module uses the engine output torque T as a feedforward value.

4. The vehicle torque control system fused with active disturbance rejection feedback control according to claim 1, wherein, The feedback module will expect acceleration a des The input is softened and tracked in the tracking differentiator to obtain the softened target acceleration a1 and the differential of the softened target acceleration a2, wherein, F = fhan(a1(k) - a des (k),a2(k),r,h0) a1(k+1)=a1(k)+a2(k) a2(k+1)=a2(k)+h*F where fhan is the min-max function, h is the simulation step, r is the fast factor, h0 is the initial simulation step, k is the current time, a1(k) is the softened target acceleration at the current time, a des (k) is the desired acceleration at the current time, a2(k) is the differential of the softened target acceleration at the current time, a1(k+1) is the softened target acceleration at the next time, a2(k+1) is the differential of the softened target acceleration at the next time, and F is the min-max function value.

5. The vehicle torque control system fused with active disturbance rejection feedback control according to claim 4, wherein, The feedback module observes the vehicle acceleration through the extended state observer to obtain observed acceleration z1, differential of observed acceleration z2 and observed system disturbance z3, and estimates the real-time action value of internal and external disturbances in the vehicle torque control system of the fused active disturbance rejection feedback control, wherein, e(k+1)=z1(k)-a(k) z1(k+1)=z1(k)+h(z2(k)-β1*e(k+1)) z2(k+1)=z2(k)+h(z3(k)-β2*e(k+1)+b0*u) z3(k+1)=z3(k)+h(-β3*e(k+1)) Wherein, a is the actual acceleration, a(k) is the actual acceleration at the current time, β1 is the first extended observer parameter, β2 is the second extended observer parameter, β3 is the third extended observer parameter, e(k+1) is the deviation at the next time, z1(k) is the observed acceleration at the current time, z1(k+1) is the observed acceleration at the next time, z2(k) is the differential of observed acceleration z1 at the current time, z2(k+1) is the differential of observed acceleration z1 at the next time, z3(k) is the observed system disturbance at the current time, and z3(k+1) is the observed system disturbance at the next time.

6. The vehicle torque control system fused with active disturbance rejection feedback control according to claim 5, wherein, When the error feedback controller calculates the error, the error is calculated according to the softened target acceleration a1 and its differential a2 obtained by the tracking differentiator, and the observed acceleration z1 and its differential z2 obtained by the extended state observer, and the vehicle deviation value e1 and the vehicle differential deviation e2 are calculated by using the method of nonlinear combination, and e1=a1-z1 is set, and e2=a2-z2 is set.

7. The vehicle torque control system fused with active disturbance rejection feedback control according to claim 6, wherein, The feedback module obtains the initial active disturbance rejection compensation torque value u0 through the vehicle deviation value e1 and the vehicle differential deviation e2, and sets u0=k1e1+k2e2, wherein k1 is a proportional coefficient and k2 is a differential coefficient.

8. The vehicle torque control system fused with active disturbance rejection feedback control according to claim 7, wherein, After obtaining the initial active disturbance rejection compensation torque value u0, the feedback module obtains the output U of the vehicle torque control system of the fused active disturbance rejection feedback control according to the observed system disturbance z3 and the estimation b0 of the system inherent parameter b, and sets U=(u0-z3) / b0.

9. The vehicle torque control system fused with active disturbance rejection feedback control according to claim 8, wherein, The vehicle torque control system equation is set as follows: Where u is the controller input and b is the system's inherent parameter, when the output U of the vehicle torque control system equals the controller input u, substituting u = U = (u0 - z3) / b0 into the vehicle torque control system equation fused with active disturbance rejection feedback control, we get: In the middle, we get The observation system disturbance z3 approaches f1(y,w,t) over time, and the system intrinsic parameter b is estimated as b0 approaches b over time, thus obtaining... =u0, will As a feedback value.

10. A method applied to the vehicle torque control system of the fused active disturbance rejection feedback control according to any one of claims 1-9, comprising, Step S1, calculating driving force of the vehicle and calculating theoretical torque of the vehicle through the feedforward module to obtain engine output torque, and taking the calculated engine output torque as a feedforward value; Step S2, calculating the feedback value of the engine output torque through the feedback module, wherein the desired acceleration a des The softening and tracking are carried out in the input tracking differentiator to obtain the softened target acceleration a1 and the differential of the softened target acceleration a2, the vehicle acceleration is observed through the extended state observer to obtain the observed acceleration z1, the differential of the observed acceleration z2 and the observed system disturbance z3, the vehicle deviation value e1 and the differential of the vehicle deviation e2 are calculated through the error feedback controller, the initial self-anti-disturbance compensated torque value u0 is calculated according to the vehicle deviation value e1 and the differential of the vehicle deviation e2, and the feedback value is obtained when the observed system disturbance z3 approaches f1(y, w, t) ; Step S3, correcting the feedforward value T through the correction module to obtain a target torque value T'; Step S4, transmitting the target torque value T' to a vehicle engine management system by the control module, controlling the vehicle to operate at the target torque value T'. Step S4, transmitting the target torque value T' to a vehicle engine management system by the control module, controlling the vehicle to operate at the target torque value T'.

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