Methods, systems and electric vehicles for controlling the torque response of automotive drive motors

Abstract

This invention relates to the field of electric vehicle technology, specifically to a method, system, and electric vehicle for controlling the torque response of a vehicle drive motor. The method includes: a vehicle control unit (VCU) that monitors the traction request signal calculated by the chassis controller (TCS) in real time; when the traction request signal decreases from its maximum value limit, the VCU controls the closure of the damping torque request signal and starts timing; before the timing reaches a preset time length t, the motor controller (MCU) responds in real time to the traction request signal calculated by the chassis controller (TCS); after the timing reaches the preset time length t, the VCU opens the damping torque request signal, and the damping torque request signal is output normally. The MCU then responds in real time to both the traction request signal calculated by the chassis controller (TCS) and the damping torque request signal output by the VCU. This invention is used to prevent vehicle slippage or vibration.

Description

Technical Field

[0001] This invention belongs to the field of electric vehicle technology, specifically relating to a method, system, and electric vehicle for controlling the torque response of a car drive motor. Background Technology

[0002] Current electric vehicles typically include a VCU (Vehicle Control Unit), an MCU (Motor Control Unit), and a TCS (Traction Control System). The TCS activates upon vehicle startup, calculating the vehicle's traction request. During vehicle operation, the VCU generates a damping torque request.

[0003] When a vehicle is driving on a road surface with a low coefficient of friction, the wheels often slip when the driver presses the accelerator pedal due to the low traction. The traction request calculated by the vehicle's chassis controller (TCS) will decrease rapidly, and the chassis controller torque will drop instantly. The rear drive motor responds to the chassis controller torque. At this time, because the chassis controller torque request is relatively fast, the rear drive motor speed will fluctuate when the motor controller (MCU) responds to the chassis controller torque. The motor controller will add a portion of damping torque, resulting in a delayed torque response that cannot meet the torque response time required by the chassis controller, which can easily cause the vehicle to slip or vibrate. Summary of the Invention

[0004] To address the problems existing in the prior art, this invention provides a method, system, and electric vehicle for controlling the torque response of a vehicle drive motor, in order to solve the problem that when driving on roads with low coefficient of adhesion, the torque response of the vehicle drive motor is not timely enough to meet the torque response time required by the chassis controller, causing the vehicle to slip or vibrate.

[0005] In a first aspect, the present invention provides a torque response control method for an automotive drive motor, the method being applied to an electric vehicle, the electric vehicle having a chassis controller (TCS), a vehicle control unit (VCU), and a motor controller (MCU); the method includes:

[0006] The vehicle control unit (VCU) monitors the traction request signal calculated by the chassis controller (TCS) in real time. When the traction request signal is detected to decrease from the maximum value limit, the control unit shuts off the damping torque request signal and starts timing.

[0007] Before the preset time length t is reached, the motor controller MCU responds in real time to the traction request signal calculated by the chassis controller TCS;

[0008] After the preset time length t is reached, the vehicle controller VCU activates the damping torque request signal, which is then output normally. The motor controller MCU responds in real time to the traction request signal calculated by the chassis controller TCS and the damping torque request signal output by the vehicle controller VCU.

[0009] Furthermore, the damping torque request signal is denoted as dampReq, and dampReq takes values ​​of 0 and 1. When dampReq is 1, it indicates that there is a damping torque request; when dampReq is 0, it indicates that there is no damping torque request signal. When the damping torque request signal is turned on, dampReq takes a value of 1; when the damping torque request signal is turned off, dampReq takes a value of 0.

[0010] Furthermore, the method also includes:

[0011] The motor controller MCU acquires the speed signal SpeedAct of the car motor in real time;

[0012] The motor controller MCU receives the damping torque request signal dampReq in real time;

[0013] When the damping torque request signal dampReq=1, the motor controller MCU calculates the damping torque based on the fluctuation of the speed signal SpeedAct;

[0014] When the damping torque request signal dampReq=0, the motor controller MCU does not calculate the damping torque.

[0015] Furthermore, the value of t ranges from 1s to 5s.

[0016] Secondly, this invention provides a torque response control system for an automotive drive motor, applied to an electric vehicle. The electric vehicle includes a chassis controller (TCS), a vehicle control unit (VCU), and a motor controller (MCU). The system comprises:

[0017] The control shutdown module is used to monitor the traction request signal calculated by the chassis controller TCS in real time by the vehicle controller VCU. When the traction request signal is detected to decrease from the maximum value limit, the control shuts down the damping torque request signal and starts timing.

[0018] The response module is used by the motor controller MCU to respond to the traction request signal calculated by the chassis controller TCS before the timing reaches the preset time length t.

[0019] The control module is used to enable the vehicle controller (VCU) to open the damping torque request signal after the timer reaches a preset time length t, so that the motor controller (MCU) can resume responding to the traction request signal calculated by the chassis controller (TCS) and the damping torque request signal output by the vehicle controller (VCU).

[0020] Furthermore, the preset time length t ranges from 1s to 5s.

[0021] Furthermore, the system also includes a time setting unit for modifying the preset time length t.

[0022] Thirdly, the present invention provides an electric vehicle, the electric vehicle having a chassis controller (TCS), a vehicle controller (VCU), and a motor controller (MCU), comprising:

[0023] The vehicle control unit (VCU) is configured to monitor the traction request signal calculated by the chassis controller (TCS) in real time. When the traction request signal is detected to decrease from the maximum value limit, the control unit will shut down the damping torque request signal and start timing.

[0024] The motor controller MCU is configured to respond in real time to the traction request signal calculated by the chassis controller TCS before the timing reaches a preset time length t.

[0025] The vehicle controller (VCU) is also configured to activate the damping torque request signal after the timing reaches a preset time length t. The damping torque request signal is then output normally, so that the motor controller (MCU) can resume responding to the damping torque request signal it outputs and the traction request signal calculated by the chassis controller (TCS).

[0026] Furthermore, the preset time length t ranges from 1s to 5s.

[0027] Furthermore, the electric vehicle is equipped with a time setting unit; the time setting unit is used to modify the preset time length t.

[0028] The beneficial effects of this invention are as follows:

[0029] The present invention provides a method, system, and electric vehicle for controlling the torque response of a car drive motor. The vehicle controller monitors the traction request signal calculated by the chassis controller (TCS). When the traction request signal decreases from its maximum value limit, the damping torque request signal is disabled for a period of time. Because the damping torque request signal is disabled, the motor controller (MCU) can quickly respond to the traction request signal calculated by the chassis controller (TCS), thereby helping to shorten the response time and avoid vehicle slippage or vibration.

[0030] Furthermore, the design principle of this invention is reliable, the structure is simple, and it has a very wide range of application prospects. Attached Figure Description

[0031] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0032] Figure 1 This is a schematic flowchart of a method according to an embodiment of the present invention.

[0033] Figure 2 This is a schematic block diagram of a system according to an embodiment of the present invention.

[0034] Figure 3 This is a schematic diagram of the structure of an electric vehicle provided in an embodiment of the present invention. Detailed Implementation

[0035] To enable those skilled in the art to better understand the technical solutions of this invention, the technical solutions of the embodiments of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this invention, and not all embodiments. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of this invention.

[0036] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention.

[0037] Figure 1 This is a schematic flowchart of a method according to an embodiment of the present invention. The method is applied to electric vehicles.

[0038] The aforementioned electric vehicle is equipped with a chassis controller (TCS), a vehicle controller (VCU), and a motor controller (MCU).

[0039] After the vehicle starts, the Chassis Control System (TCS) activates. The TCS calculates the vehicle's traction request in real time after startup. The TCS continuously detects whether the vehicle is entering a slippage condition, and when slippage is detected, the calculated traction request signal decreases from its maximum limit. During vehicle operation, the Vehicle Control Unit (VCU) generates a damping torque request.

[0040] Please refer to Figure 1The method 100 includes:

[0041] Step 110: The vehicle control unit (VCU) monitors the traction request signal calculated by the chassis controller (TCS) in real time. When the traction request signal is detected to decrease from the maximum value limit, the control unit shuts off the damping torque request signal and starts timing.

[0042] Step 120: Before the time reaches the preset time length t, the motor controller MCU responds in real time to the traction request signal calculated by the chassis controller TCS.

[0043] Step 130: After the timer reaches the preset time length t, the vehicle controller VCU opens the damping torque request signal, the damping torque request signal is output normally, and the motor controller MCU responds in real time to the traction request signal calculated by the chassis controller TCS and the damping torque request signal output by the vehicle controller VCU.

[0044] When using method 100, the vehicle control unit (VCU) can monitor the traction request signal calculated by the chassis controller (TCS) in real time, and can control the damping torque request signal to be turned off for a period of time when the detected traction request signal decreases from its maximum value limit. Because the damping torque request signal is turned off, the motor control unit (MCU) can quickly respond to the traction request signal calculated by the chassis controller (TCS), thereby shortening the response time and avoiding vehicle slippage or vibration problems.

[0045] To facilitate understanding of the present invention, the following description further illustrates the torque response control method for an electric vehicle drive motor provided by the present invention, based on the principle of the present invention and in conjunction with the process of torque response control of an electric vehicle drive motor in the embodiments.

[0046] Specifically, the vehicle drive motor torque response control method includes:

[0047] S1. The vehicle control unit (VCU) monitors the traction request signal calculated by the chassis controller (TCS) in real time. When the traction request signal is detected to decrease from the maximum value limit, the control unit shuts off the damping torque request signal and starts timing.

[0048] In this embodiment, the damping torque request signal is denoted as dampReq. The value of dampReq is 0 or 1. A value of dampReq of 1 indicates that there is a damping torque request. A value of dampReq of 0 indicates that there is no damping torque request signal.

[0049] When the damping torque request signal is turned off, dampReq is set to 0.

[0050] Correspondingly, when the damping torque request signal is activated, the value of damperReq is 1.

[0051] During normal driving, the drive motor controller MCU responds to the traction request signal from the chassis controller TCS and the damping torque request from the vehicle controller VCU. Typically, the dampReq request is 1.

[0052] It should be noted that when the vehicle is in motion:

[0053] The motor controller MCU acquires the speed signal SpeedAct of the car motor in real time;

[0054] The motor controller MCU receives the damping torque request signal dampReq in real time;

[0055] When the damping torque request signal dampReq=1, the motor controller MCU calculates the damping torque based on the fluctuation of the speed signal SpeedAct;

[0056] When the damping torque request signal dampReq=0, the motor controller MCU does not calculate the damping torque.

[0057] In this embodiment, the torque request signal (i.e., traction request signal) generated by the chassis controller TCS is denoted as PtTqMaxReq.

[0058] TCS function trigger: The chassis controller TCS identifies slippage conditions based on vehicle speed and wheel speed signals, and when slippage conditions are identified, the generated PtTqMaxReq signal changes from the maximum value limit to a smaller value.

[0059] VCU: Upon detecting the triggering of the above TCS function, it controls the shutdown of the damping torque request (i.e., the damping request) for a period of time t. During this time window, the damping request is disabled and the request value dampReq is 0.

[0060] S2. Before the timer reaches the preset time length t, the motor controller MCU responds in real time to the traction request signal PtTqMaxReq calculated by the chassis controller TCS.

[0061] The motor controller MCU responds to the traction request signal calculated by the TCS in real time, including:

[0062] Real-time acquisition of the vehicle motor's speed signal SpeedAct;

[0063] Receive the traction request signal PtTqMaxReq calculated by the chassis controller TCS in real time;

[0064] Based on the real-time acquired speed signal SpeedAct, the corresponding received traction request signal PtTqMaxReq is calculated and responded to according to the fluctuation of SpeedAct when the traction request signal is at its maximum value; when the traction request signal decreases, the corresponding damping torque is 0.

[0065] The MCU calculates the damping torque based on SpeedAct fluctuations, including: positive torque when the speed decreases and negative torque intervention when the speed increases. The magnitude of the intervention torque is related to the speed fluctuation.

[0066] In this embodiment, t is set to 2 seconds.

[0067] In practice, the specific value of t can be set by those skilled in the art based on the actual situation. For example, t can be set to 1s, 5s (i.e., seconds), etc.

[0068] The MCU feedback mode signal is ModeSts. When step S2 is executed, the MCU responds to a relatively small PtTqMaxReq torque request signal. At this time, the MCU control mode is TcsCtl torque control mode. Since the damping request is turned off, the torque fed back by the MCU is no longer superimposed with the damping torque. Therefore, the MCU will respond quickly to the TCS torque request, thereby meeting the torque response time required by the TCS.

[0069] When step S2 is executed, the drive motor controller MCU torque response VCU and TCS torque request are executed. At this time, the VCU torque request is turned off, and the drive motor controller MCU only responds to the TCS torque request. That is, the actual motor torque TorqueAct fed back by the MCU is equal to the torque of the response to the TCS torque request.

[0070] S3. After the timer reaches the preset time length t, the vehicle controller VCU opens the damping torque request signal, the damping torque request signal is output normally, and the motor controller MCU responds in real time to the traction request signal calculated by the chassis controller TCS and the damping torque request signal output by the vehicle controller VCU.

[0071] After the time window t has passed, the VCU damping signal requests to be turned on (value 1), and the MCU's damping torque intervenes normally to prevent jitter caused by speed fluctuations. The torque fed back by the MCU is the torque in response to the request (i.e., the torque request from VCU and TCS) plus the damping torque.

[0072] Figure 2 A schematic structural block diagram of the automotive drive motor torque response control system according to the present invention is shown. In this embodiment, system 200 includes: a control shutdown module 210, a response module 220, and a control opening module 230, wherein:

[0073] The control shutdown module 210 is used to monitor the traction request signal calculated by the chassis controller TCS in real time by the vehicle controller VCU. When the traction request signal is detected to decrease from the maximum value limit, the control shuts down the damping torque request signal and starts timing.

[0074] The response module 220 is used to respond to the traction request signal calculated by the chassis controller TCS before the motor controller MCU reaches the preset time length t.

[0075] The control module 230 is used to enable the vehicle controller VCU to open the damping torque request signal after the timing reaches a preset time length t, so that the motor controller MCU can resume responding to the traction request signal calculated by the chassis controller TCS and the damping torque request signal output by the vehicle controller VCU.

[0076] Optionally, as an embodiment of the present invention, the preset time length t ranges from 1s to 5s.

[0077] Optionally, as an embodiment of the present invention, the system further includes a time setting unit.

[0078] The time setting unit is used to modify the preset time length t.

[0079] In use, those skilled in the art can modify the preset time length t through the time setting unit according to the actual situation.

[0080] Figure 3 This is a structural schematic diagram of an electric vehicle 300 provided in an embodiment of the present invention.

[0081] The electric vehicle 300 includes a chassis controller (TCS), a vehicle control unit (VCU), and a motor controller (MCU). The electric vehicle 300 comprises:

[0082] The vehicle control unit (VCU) is set to monitor the traction request signal calculated by the chassis controller (TCS) in real time. When the traction request signal is detected to decrease from the maximum value limit, the control unit shuts off the damping torque request signal and starts timing.

[0083] The motor controller MCU is configured to respond in real time to the traction request signal calculated by the chassis controller TCS before the timing reaches a preset time length t;

[0084] The vehicle controller (VCU) is also configured to activate the damping torque request signal after the timing reaches a preset time length t. The damping torque request signal is then output normally, so that the motor controller (MCU) can resume responding to the damping torque request signal it outputs and the traction request signal calculated by the chassis controller (TCS).

[0085] For example, the preset time length t ranges from 1s to 5s.

[0086] For example, the electric vehicle is equipped with a time setting unit; the time setting unit is used to modify the preset time length t.

[0087] This invention monitors the traction request signal calculated by the chassis controller in real time through the vehicle controller. When the traction request signal decreases from its maximum value, the vehicle controller shuts off the damping torque control request signal, causing the motor controller to switch control modes and prevent the damping torque from being added to the torque fed back by the motor controller. With the damping torque no longer added to the torque fed back by the motor controller, the motor controller can quickly respond to the torque request from the chassis controller, thereby shortening the response time and preventing vehicle slippage or vibration.

[0088] The same or similar parts between the various embodiments in this specification can be referred to interchangeably. Content not described in detail in this specification, such as the method for calculating the traction request signal by the chassis controller TCS, are all content that can be easily implemented by those skilled in the art based on existing technology; therefore, for the sake of simplicity, this invention will not elaborate further.

[0089] Although the present invention has been described in detail with reference to the accompanying drawings and preferred embodiments, the invention is not limited thereto. Various equivalent modifications or substitutions can be made to the embodiments of the invention by those skilled in the art without departing from the spirit and essence of the invention, and such modifications or substitutions should all be within the scope of the invention. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the invention should also be covered within the protection scope of the invention. Therefore, the protection scope of the invention should be determined by the scope of the claims.

Claims

1. A method for controlling the torque response of a vehicle drive motor, the method being applied to an electric vehicle, the electric vehicle having a chassis controller (TCS), a vehicle control unit (VCU), and a motor controller (MCU); characterized in that, The methods include: The vehicle control unit (VCU) monitors the traction request signal calculated by the chassis controller (TCS) in real time. When the traction request signal is detected to decrease from the maximum value limit, the control unit shuts off the damping torque request signal and starts timing. Before the preset time length t is reached, the motor controller MCU responds in real time to the traction request signal calculated by the chassis controller TCS; After the preset time length t is reached, the vehicle controller VCU activates the damping torque request signal, which is then output normally. The motor controller MCU responds in real time to the traction request signal calculated by the chassis controller TCS and the damping torque request signal output by the vehicle controller VCU.

2. The method according to claim 1, characterized in that, The damping torque request signal is denoted as dampReq. The value of dampReq is 0 and 1. When dampReq is 1, it indicates that there is a damping torque request. When dampReq is 0, it indicates that there is no damping torque request signal. When the damping torque request signal is enabled, dampReq is set to 1; when the damping torque request signal is disabled, dampReq is set to 0.

3. The method according to claim 2, characterized in that, The method also includes: The motor controller MCU acquires the speed signal SpeedAct of the car motor in real time; The motor controller MCU receives the damping torque request signal dampReq in real time; When the damping torque request signal dampReq=1, the motor controller MCU calculates the damping torque based on the fluctuation of the speed signal SpeedAct; When the damping torque request signal dampReq=0, the motor controller MCU does not calculate the damping torque.

4. The method according to claim 1, characterized in that, The value of t ranges from 1s to 5s.

5. A torque response control system for an automotive drive motor, applied to an electric vehicle, the electric vehicle having a chassis controller (TCS), a vehicle controller (VCU), and a motor controller (MCU); characterized in that, The system includes: The control shutdown module is used to monitor the traction request signal calculated by the chassis controller TCS in real time by the vehicle controller VCU. When the traction request signal is detected to decrease from the maximum value limit, the control shuts down the damping torque request signal and starts timing. The response module is used by the motor controller MCU to respond to the traction request signal calculated by the chassis controller TCS before the timing reaches the preset time length t. The control module is used to enable the vehicle controller (VCU) to open the damping torque request signal after the timer reaches a preset time length t, so that the motor controller (MCU) can resume responding to the traction request signal calculated by the chassis controller (TCS) and the damping torque request signal output by the vehicle controller (VCU).

6. The system according to claim 5, characterized in that, The preset time length t ranges from 1s to 5s.

7. The system according to claim 6, characterized in that, The system also includes: The time setting unit is used to modify the preset time length t.

8. An electric vehicle, comprising a chassis controller (TCS), a vehicle controller (VCU), and a motor controller (MCU); characterized in that, The vehicle control unit (VCU) is configured to monitor the traction request signal calculated by the chassis controller (TCS) in real time. When the traction request signal is detected to decrease from the maximum value limit, the control unit will shut down the damping torque request signal and start timing. The motor controller MCU is configured to respond in real time to the traction request signal calculated by the chassis controller TCS before the timing reaches a preset time length t. The vehicle controller (VCU) is also configured to activate the damping torque request signal after the timing reaches a preset time length t. The damping torque request signal is then output normally, so that the motor controller (MCU) can resume responding to the damping torque request signal it outputs and the traction request signal calculated by the chassis controller (TCS).

9. The electric vehicle according to claim 8, characterized in that, The preset time length t ranges from 1s to 5s.

10. The electric vehicle according to claim 8, characterized in that, The electric vehicle is equipped with a time setting unit; the time setting unit is used to modify the preset time length t.

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