Driving motor control method and system

Abstract

The invention discloses a driving motor control method and system. The driving motor control method comprises the steps that a vehicle control unit obtains an original torque request and motor rotating speed data; obtaining an automatic gain mode according to the original torque request, and obtaining a rotating speed gain coefficient according to the motor rotating speed data; a torque limit value and a comprehensive gain coefficient of the automatic gain mode are obtained according to the automatic gain mode, a compensation torque value is obtained according to the torque limit value and the comprehensive gain coefficient of the automatic gain mode, and the comprehensive gain coefficient comprises a rotating speed gain coefficient; acquiring real-time compensation torque data according to the compensation torque value and the compensation torque change rate; and according to the original torque request and the real-time compensation torque data, a vehicle control unit output target torque request is obtained. Jitter of the rotating speed is reduced in a torque compensation mode, the MCU accurately controls actual torque fluctuation and optimizes NVH characteristics, and the active anti-shake function of the driving motor can be achieved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and more specifically, to a drive motor control method and system thereof. Background Art

[0002] With the advancement of science and technology and the rapid development of productivity, new energy vehicle technology has become increasingly mature and has gradually been recognized by people. It has been popularized in people's daily lives, reducing people's travel costs and greatly facilitating people's lives. Among them, the existing new energy vehicles are mainly composed of two parts, one is a pure electric new energy electric vehicle, and the other is a hybrid new energy vehicle. Nowadays, due to its high economic efficiency, it has been applied in many fields.

[0003] The prior art (application publication number: CN116691362A, application publication date: 2023.09.05) discloses a vehicle and its active vibration reduction control method and vehicle controller, the method comprising: obtaining the speed of the motor, filtering the speed using a first low-pass filter and a second low-pass filter respectively, obtaining a first filtered speed and a second filtered speed, and obtaining a speed fluctuation value based on the first filtered speed and the second filtered speed; obtaining an active vibration reduction adjustment coefficient and an active vibration reduction limiting torque based on the speed; obtaining an active vibration reduction torque based on the speed fluctuation value, an active vibration reduction adjustment system and an active vibration reduction limiting torque; and controlling the motor through a motor controller based on the active vibration reduction torque. Although the above scheme has considered active vibration reduction control of the motor through a low-pass filtering control method, there are still some shortcomings, as follows:

[0004] First, the vehicle operating conditions are not considered, especially the driving motor speed jitter conditions when the vehicle is running at low speed, when the vehicle is tipping in & tipping out (quickly pressing or releasing the accelerator), when the ACC (Adaptive Cruise Control) function is triggered, when the ACC function is exited, when the EPB (Electrical Park Brake) is activated when parking on a slope, and when the EPB function is exited; secondly, only active vibration reduction is considered through low-pass filtering, and the method of speed jitter suppression by torque compensation is not considered. Therefore, the existing technology does not consider the actual working conditions of the vehicle, resulting in poor vehicle drivability, and the control method of only using low-pass filtering is too single, and there are loopholes in the working condition judgment and control logic, which is not conducive to the power, economy and driving comfort of the drive motor system. Therefore, it is a technical problem that needs to be solved urgently in this field. Summary of the invention

[0005] In view of this, the present invention provides a drive motor control method to solve the problem in the prior art that the actual working conditions of the vehicle are not taken into consideration, resulting in poor vehicle drivability.

[0006] In a first aspect, the present application provides a driving motor control method, comprising:

[0007] The vehicle controller obtains the original torque request and motor speed data;

[0008] Obtaining an automatic gain mode according to the original torque request, and obtaining a speed gain coefficient according to the motor speed data;

[0009] According to the automatic gain mode, a torque limit value and a comprehensive gain coefficient of the automatic gain mode are obtained, and according to the torque limit value of the automatic gain mode and the comprehensive gain coefficient, a compensation torque value is obtained, wherein the comprehensive gain coefficient includes the speed gain coefficient;

[0010] Acquiring real-time compensation torque data according to the compensation torque value and the compensation torque change rate;

[0011] The target torque request output by the vehicle controller is obtained according to the original torque request and the real-time compensation torque data.

[0012] In a second aspect, the present application provides a drive motor control system, which is applied to the above-mentioned drive motor control method, including:

[0013] Data acquisition module, the vehicle controller obtains the original torque request and motor speed data;

[0014] An automatic gain module, connected to the data acquisition module, for receiving an original torque request and motor speed data, obtaining an automatic gain mode according to the original torque request, and obtaining a speed gain coefficient according to the motor speed data;

[0015] a data calculation module, connected to the automatic gain module, for receiving the automatic gain mode and the speed gain coefficient, obtaining a torque limit value and a comprehensive gain coefficient of the automatic gain mode according to the automatic gain mode, and obtaining a compensation torque value according to the torque limit value of the automatic gain mode and the comprehensive gain coefficient, wherein the comprehensive gain coefficient includes the speed gain coefficient;

[0016] A real-time compensation torque data acquisition module, connected to the data calculation module, for receiving the compensation torque value, and acquiring real-time compensation torque data according to the compensation torque value and the compensation torque change rate;

[0017] The target torque request output module is connected to the real-time compensation torque data acquisition module, and is used to receive the real-time compensation torque data, and obtain the target torque request output by the vehicle controller according to the original torque request and the real-time compensation torque data.

[0018] Compared with the prior art, the drive motor control method and system provided by the present invention achieve at least the following beneficial effects:

[0019] The present invention provides a drive motor control method and system thereof, the drive motor control method comprising: a vehicle controller acquires an original torque request and motor speed data; an automatic gain mode is acquired according to the original torque request, and a speed gain coefficient is acquired according to the motor speed data; a torque limit value and a comprehensive gain coefficient of the automatic gain mode are acquired according to the automatic gain mode, and a compensation torque value is acquired according to the torque limit value and the comprehensive gain coefficient of the automatic gain mode, wherein the comprehensive gain coefficient includes a speed gain coefficient; real-time compensation torque data is acquired according to the compensation torque value and the compensation torque change rate; a target torque request output by the vehicle controller is acquired according to the original torque request and the real-time compensation torque data, and the above scheme is adopted to reduce the speed jitter by means of torque compensation, and the MCU accurately controls the actual torque fluctuation and optimizes the NVH characteristics, so as to realize the function of active anti-shake in the drive motor, ensure the improvement of the power, economy and driving comfort of the whole vehicle, and take into account the effect on the NVH of the whole vehicle. It also judges the driving motor shaking conditions of the vehicle during operation, such as low-speed operation, vehicle Tip in & Tip out, vehicle triggering the ACC function, vehicle exiting the ACC function, vehicle activating the hill-holding EPB function and exiting it, and reduces the torque / speed response by adjusting the gain variables while providing more suppression of speed oscillation to ensure the improvement of the vehicle's drivability and economy while taking into account driving comfort.

[0020] Of course, any product implementing the present invention does not necessarily need to achieve all of the technical effects described above at the same time.

[0021] Further features and advantages of the present invention will become apparent from the following detailed description of exemplary embodiments of the present invention with reference to the attached drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate embodiments of the invention and, together with the description, serve to explain the principles of the invention.

[0023] Figure 1 It is a flow chart of the driving motor control method provided by the present invention;

[0024] Figure 2It is a flow chart of the MCU provided by the present invention for judging the relationship between the original torque request and the preset value;

[0025] Figure 3 It is a corresponding relationship diagram between AGC1 and AGC2 provided by the present invention;

[0026] Figure 4 It is a structural schematic diagram of the drive motor control system provided by the present invention. DETAILED DESCRIPTION

[0027] Various exemplary embodiments of the present invention will now be described in detail with reference to the accompanying drawings. It should be noted that the relative arrangement of components and steps, numerical expressions and numerical values ​​set forth in these embodiments do not limit the scope of the present invention unless otherwise specifically stated.

[0028] The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the invention, its application, or uses.

[0029] Technologies, methods, and equipment known to ordinary technicians in the relevant art may not be discussed in detail, but where appropriate, the technologies, methods, and equipment should be considered as part of the specification.

[0030] In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not limiting. Therefore, other examples of the exemplary embodiments may have different values.

[0031] It should be noted that like reference numerals and letters refer to similar items in the following figures, and therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0032] Embodiment 1

[0033] Description of parameter variables in this application:

[0034]

[0035]

[0036] The torque compensation gain adjustment mentioned above optimizes the performance of the motor by adjusting the parameters of the torque compensation.

[0037] The AGC switching control torque mode hysteresis refers to the response time delay caused by some reasons when adjusting the drive motor control mode, which in turn affects the real-time and accuracy of the drive motor control.

[0038] The rate of increase or decrease of the compensation torque represents the control of the speed of change of the output torque of the drive motor. This control strategy aims to reduce or eliminate the vibration and jitter caused by the rapid change of the motor torque, thereby improving the comfort and smoothness of driving. By adjusting the rate of increase or decrease of the torque, the torsional vibration of the transmission system can be effectively reduced, the impact of the whole vehicle can be reduced, and the driving smoothness can be improved. The AGC torque limit value is used to limit the maximum and minimum additional compensation torque limits.

[0039] The AGC torque control initial level value refers to the initial control level value set by the system when the AGC (Automatic Gain Control) technology is applied to control the motor torque.

[0040] The AGC switching control torque mode hysteresis means that there is a delay when the AGC system switches to the control torque mode.

[0041] The torque zero-crossing timer is used to detect and utilize the zero-crossing point to realize the commutation control of the drive motor.

[0042] The VCU requests the torque zero-crossing gain rate to improve the running stability of the motor by adjusting the gain rate.

[0043] In a motor drive system, the inertia parameter ratio usually refers to the proportional relationship between the motor's rotor inertia and the load inertia.

[0044] The inertia ratio factor is related to the inertia matching between the motor and the load.

[0045] AGC speed adaptive gain focuses on the automatic gain control of the signal, and adjusts the gain of the signal by forming a feedback system to ensure that the signal can maintain a relatively stable output amplitude at different intensities.

[0046] The motor speed adaptive gain focuses on automatically adjusting the gain according to the motor speed to adapt to different speed conditions. The motor speed adaptive gain monitors the motor speed in real time and adjusts the control parameters accordingly to ensure that the motor can maintain stable and efficient operation at different speeds.

[0047] See also Figure 1-Figure 3 As shown, Figure 1 It is a flow chart of the driving motor control method provided by the present invention; Figure 2 It is a flow chart of the MCU provided by the present invention for judging the relationship between the original torque request and the preset value; Figure 3 : is a corresponding relationship diagram between AGC1 and AGC2 provided by the present invention; this embodiment provides a driving motor control method, including:

[0048] Step 101, the VCU (Vehicle Control Unit) obtains the original torque request and motor speed data;

[0049] VCU plays a vital role in electric vehicles. It is mainly responsible for the vehicle's driving, braking, steering and other control functions. By receiving signals from other control modules, VCU adjusts the speed and torque of the motor according to predetermined algorithms and control strategies to achieve precise control of the vehicle. This control directly affects the safety and driving performance of the vehicle. Usually, VCU and MCU (motor control unit) work together, and MCU controls the drive motor according to the instructions of VCU. Specifically, MCU controls the motor torque according to the torque command sent by VCU to achieve real-time response to the torque requirements of VCU.

[0050] The motor speed data can be the absolute value of the motor speed data. The VCU obtains the original torque request and the absolute value of the motor speed data to ensure that under complex driving conditions, such as acceleration, deceleration or turning, the drive motor can provide appropriate torque data and speed data according to actual needs, thereby ensuring the stability and safety of the vehicle. In addition, by obtaining the absolute value of the motor speed data, the VCU can also monitor the operating status of the motor in real time, promptly discover and handle any potential problems, and further improve the safety and reliability of the system.

[0051] Step 101: obtaining an automatic gain mode according to the original torque request, and obtaining a speed gain coefficient according to the motor speed data, such as obtaining the speed gain coefficient by looking up a speed table;

[0052] The automatic gain mode can be AGC mode;

[0053] like Figure 3 As shown, the automatic gain mode includes a first automatic gain mode AGC1 and a second automatic gain mode AGC2, wherein:

[0054] The first automatic gain mode AGC1 is used to adjust the gain compensation value from zero to low torque. By adjusting the gain compensation value of this torque, the oscillation of the speed can be suppressed when the torque or speed response is reduced.

[0055] The first automatic gain mode AGC1 can achieve precise control of the motor torque, thereby affecting the speed response of the motor. When it is necessary to reduce the torque or speed response, by adjusting the gain compensation value of the automatic gain mode, the speed can be effectively suppressed to ensure that the motor can run stably under various load conditions. The gain compensation value of the torque in the first automatic gain mode is less than the gain compensation value of the torque in the second automatic gain mode.

[0056] The second automatic gain mode AGC2 is used to adjust the gain compensation value from low to high torque. By adjusting the gain compensation value of this torque, it is used to suppress the oscillation of the speed when reducing the torque or speed response.

[0057] In the automatic gain mode, the speed gain coefficient is obtained by looking up the speed table. The table contains the speed gain coefficients at different speeds. The speed gain coefficient is an important parameter used to adjust the system response in the control system, which directly affects the stability and performance of the system. According to the motor speed data, the corresponding speed gain coefficient is obtained by looking up the speed table, which can achieve fine adjustment of the motor response, thereby achieving the purpose of reducing or eliminating jitter.

[0058] As shown in the speed lookup table in Table 1, if the motor speed data is 0, the speed gain coefficient is 1; if the motor speed data is 200rpm, the speed gain coefficient is 2; if the motor speed data is 400rpm, 500rpm, 600rpm, 700rpm, 800rpm, 1000rpm or 1100rpm, the speed gain coefficient is 3; if the motor speed data is 1400rpm or 1600rpm, the speed gain coefficient is 2; if the motor speed data is 1800rpm or 2000rpm, the speed gain coefficient is 1.5; if the motor speed data is 2500rpm, 4000rpm, 6000rpm, 8000rpm or 10000rpm, the speed gain coefficient is 1.

[0059] Table 1 Speed ​​Lookup Table

[0060]

[0061]

[0062] The above-mentioned AGC speed adaptive gain variable and Absolute motor speed variable, the speed gain coefficient corresponds to the AGC speed adaptive gain variable, the absolute value of the motor speed data corresponds to the Absolute motorspeed variable, and the two signals show a complementary trend. Different gain compensation values ​​need to be constructed at different speed points, and the final compensation torque value is the value output after multiplying the AGC speed adaptive gain (AGC speed adaptive gain) by the Absolutemotor speed (motor speed data), that is, the final compensation torque value = AGC speed adaptivegain × Absolute motor speed.

[0063] When the motor speed data exceeds the last vertical coordinate speed setting value, the speed gain coefficient is equal to the last adaptive gain value. For example, if the motor speed data exceeds 10,000 rpm, the speed gain coefficient is 1.

[0064] Step 102, according to the original torque request, obtaining the automatic gain mode includes:

[0065] Step 1021, the motor control unit MCU determines the relationship between the original torque request and the preset value;

[0066] If the original torque request is less than the first preset value, execute step 1022;

[0067] The first preset value may be an AGC torque control initial level value, which corresponds to the AgcCtrlInitTrqLevel variable and is an initial torque control level value set by the motor control unit when the AGC torque control is started. The initial torque control level value is used to determine the torque output required by the motor in the initial stage to ensure that the motor can start smoothly and quickly reach a stable state.

[0068] Step 1022, the torque gain mode is changed to the first automatic gain mode, and the gain compensation value of the first automatic gain mode is obtained by looking up the speed table;

[0069] The above AGC torque control initial level value may be 50 Nm. It can be understood that when the original torque request is lower than 50 Nm, the torque gain mode is changed to the first automatic gain mode, and the gain compensation value of the first automatic gain mode is obtained by looking up the speed table in Table 1 according to the first automatic gain mode.

[0070] If the original torque request is greater than the second preset value, step 1023 is executed.

[0071] The second preset value can be the sum of the AGC torque control initial level value and the switching mode hysteresis value. The above-mentioned switching mode hysteresis value can be the AGC switching control torque mode hysteresis value, which corresponds to the AgcCtrlTrqHysteresis variable. It is a delay or transition state that exists during the AGC torque control process when the system needs to switch from one control mode to another.

[0072] Step 1023: The torque gain mode is changed to the second automatic gain mode, and the gain compensation value of the second automatic gain mode is obtained by looking up the rotation speed table.

[0073] The above-mentioned AGC torque control initial level value can be 50Nm, and the switching mode hysteresis value can be 5Nm. If the original torque request is greater than 50Nm+5Nm, the torque gain mode is changed to the second automatic gain mode. According to the second automatic gain mode, the gain compensation value of the second automatic gain mode is obtained by looking up the speed table in Table 1.

[0074] In motor control, AGC technology is used to monitor the state of the drive motor and automatically adjust the output of the drive motor as needed to optimize the drive motor performance, reduce energy consumption, and prevent the drive motor from shaking. When the motor actively shakes, by adjusting the initial level value of the AGC torque control, the shaking of the drive motor can be effectively controlled to maintain the stable operation of the drive motor. The initial level value of the AGC torque control is set according to the characteristics of the motor, working conditions and system requirements, which directly affects the accuracy and efficiency of the drive motor control. By setting the appropriate initial level value of the AGC torque control, it can be ensured that the drive motor can respond quickly and return to a stable state when facing various working conditions, thereby protecting the motor from damage and improving the overall performance and reliability of the system.

[0075] According to the automatic gain mode, a torque limit value of the automatic gain mode is obtained;

[0076] The torque limit value of the automatic gain mode can be the AGC torque limit value. The AGC torque limit value corresponds to the AGCCtrlTrqLimit variable. By changing the AGCCtrlTrqLimit variable, the maximum and minimum additional compensation torque limits are limited.

[0077] The AGCCtrlTrqLimit variable is a set value. When the torque gain mode is the first automatic gain mode, the torque limit value of the automatic gain mode is the first limit value, which may be 30. When the torque gain mode is the second automatic gain mode, the torque limit value of the automatic gain mode is the second limit value, which may be 50.

[0078] Step 103: According to the automatic gain mode, a torque limit value and a comprehensive gain coefficient of the automatic gain mode are obtained. The comprehensive gain coefficient may include a gain coefficient and a speed gain coefficient of the automatic gain mode, which also includes an inertia scheduling value. Subsequently, a compensation torque value is obtained according to the torque limit value and the comprehensive gain coefficient of the automatic gain mode. Specifically, the compensation torque value is obtained according to the torque limit value of the automatic gain mode, the gain coefficient of the automatic gain mode, the speed gain coefficient and the inertia scheduling value, or the torque limit value of the automatic gain mode, the gain coefficient and the speed gain coefficient of the automatic gain mode.

[0079] The automatic gain mode includes a first automatic gain mode and a second automatic gain mode, the torque limit value of the automatic gain mode includes a torque limit value of the first automatic gain mode and a torque limit value of the second automatic gain mode, the gain coefficient of the automatic gain mode includes a gain coefficient of the first automatic gain mode and a gain coefficient of the second automatic gain mode, and the compensation torque value includes a first compensation torque value and a second compensation torque value:

[0080] Specifically, according to the first automatic gain mode, a torque limit value of the first automatic gain mode is obtained; according to the first automatic gain mode and the original torque request, a gain coefficient of the first automatic gain mode is obtained;

[0081] According to the second automatic gain mode, a torque limit value of the second automatic gain mode is obtained, and according to the second automatic gain mode and the original torque request, a gain coefficient of the second automatic gain mode is obtained.

[0082] When the torque gain mode is the first automatic gain mode, the first compensation torque value is obtained according to the torque limit value, inertia scheduling value, speed gain coefficient and gain coefficient of the first automatic gain mode of the first automatic gain mode; when the torque gain mode is the first automatic gain mode, the first compensation torque value is obtained according to the torque limit value, inertia scheduling value, speed gain coefficient and AGC1 gain coefficient of the automatic gain mode.

[0083] Specifically, the first compensation torque value=min(torque limit value of the first automatic gain mode, torque limit value of the first automatic gain mode×inertia scheduling value×speed gain coefficient×AGC1 gain coefficient);

[0084] When the torque gain mode is the second automatic gain mode, a second compensation torque value is obtained according to the torque limit value of the second automatic gain mode, the speed gain coefficient and the gain coefficient of the second automatic gain mode;

[0085] Second compensation torque value=min(torque limit value of second automatic gain mode, torque limit value of second automatic gain mode×rotation speed gain coefficient×AGC2 gain coefficient).

[0086] The gain coefficient of the first automatic gain mode is an inertia parameter ratio applicable to the first automatic gain mode; the gain coefficient of the second automatic gain mode is a torque compensation gain adjustment applicable to the second automatic gain mode.

[0087] In the motor control system, the inertia parameter ratio refers to the ratio between the motor's own inertia and the inertia of the driven load. This ratio has an important influence on the dynamic performance of the motor.

[0088] The inertial parameter ratio corresponds to the inertialScaleFactorTuning variable, which is used to perform torque compensation to suppress speed jitter; the inertialScaleFactorTuning variable is the gain signal of AGC1. Increasing this gain signal is to provide more suppression of speed oscillation while reducing torque or speed response. This value can be changed to a more appropriate 1.2 (Default value).

[0089] By changing the inertial Scale Factor variable:

[0090] The inertial Scale Factor variable is the gain signal of AGC1. Increasing this gain signal is to provide more suppression of speed oscillation while reducing torque or speed response. Change this value to a more appropriate 1.2 (Default value).

[0091] When the torque gain mode is the first automatic gain mode, the inertia scheduling value is obtained according to the original torque request.

[0092] Inertia scheduling value = inertia minimum gain scheduling + inertia gain scheduling Delta value × min

[0093] [max(|torque command|-AGC active inertia gap torque ÷AGC active inertia low torque-AGC active inertia gap torque, 0), 1]

[0094] =0+1×min[max(|torque command|-1 / 6-1,0),1]

[0095] Right now Among them, inertiaScheduling is the inertia scheduling value, and torque command is the torque command.

[0096] The above torque command is a torque command.

[0097] The above-mentioned inertia minimum gain scheduling may be 0, the above-mentioned inertia gain scheduling delta value may be 1; and the above-mentioned inertia scheduling value may be (0, 1).

[0098] The above-mentioned AGC active inertia gap torque corresponds to the agcIntertiaActiveTrqGap variable; the AGC active inertia low torque corresponds to the agcIntertiaActiveTrqLow variable.

[0099] It should be noted that the inertia gain scheduling Delta value represents the multiple value of the inertia gain scheduling, where the delta value represents the multiple value of the gain scheduling. When the inertia gain scheduling Delta value is 1, it is 1 times the inertia gain scheduling. The maximum inertia gain scheduling multiple value should not exceed the set AGC torque limit value. It can be understood that no matter whether the inertia gain scheduling multiple value is 1, 2 or 3, the gain-scheduled torque value does not exceed the AGC torque limit value of 50+5.

[0100] The above torque compensation gain adjustment corresponds to the bpfGainTuning variable, which ranges from low to high torque (the set value is 50Nm+5Nm). Increasing the bpfGainTuning variable will provide more MCU speed jitter suppression, but if the bpfGainTuning variable is adjusted too large, the gain torque will be more oscillatory. Therefore, in order to ensure that the excess torque in the torque decrease section decreases smoothly and does not oscillate, the numerical range of the bpfGainTuning variable is set to 1-2. Optionally, the numerical range of the bpfGainTuning variable is set to 1-1.4.

[0101] The gain coefficient of the first automatic gain mode corresponds to the intertialScaleFactorTuning variable, and the intertialScaleFactorTuning variable is set to (1, 2).

[0102] The gain coefficient of the second automatic gain mode corresponds to the bpfGainTuning variable, which can be set to no more than 1.4.

[0103] Step 104, acquiring real-time compensation torque data according to the compensation torque value and the compensation torque change rate;

[0104] The above compensation torque change rate refers to how fast the compensation torque value changes over time.

[0105] The compensation torque change rate can be the compensation torque rise or fall rate, and the compensation torque rise or fall rate corresponds to the TrqSlewRate variable. Under normal circumstances, the torque rise or fall rate ranges from 1000Nm to 2000Nm. Too fast a rise or fall rate may cause torque shock (torque jitter), and too slow a torque rate may cause power delay. Therefore, while ensuring that the normal driving of the vehicle meets and responds to the original torque request of the VCU, the MCU reduces the response rate in the low speed or low torque range to reduce the torque shock, thereby avoiding torque jitter. The response rate is changed through the TrqSlewRate variable. For example, when the VCU requests 500Nm, the torque response rate in the required compensation range of 0-15Nm or 0-25Nm is reduced to 200Nm / s. It can be understood that when the requested torque is in a specific range (such as 0-15Nm or 0-25Nm), it will not reach 500Nm immediately, but will increase slowly at a speed of 200Nm / s.

[0106] Step 105: Obtain the target torque request output by the vehicle controller according to the original torque request and the real-time compensation torque data.

[0107] The above original torque request is calculated by the VCU based on the driver's input (such as the accelerator pedal position) and the vehicle status (such as the vehicle speed).

[0108] The VCU calculates the final output target torque request based on the original torque request and the real-time compensation torque data through a certain control algorithm (such as PID control or fuzzy control, etc.), and the final target output torque request will be sent to the motor control unit, which will generate the corresponding torque. Through active anti-shake control, the torque output of the motor will be smoother, reducing the jitter caused by external interference, which can not only improve the driving comfort of the vehicle, but also extend the service life of the drive motor.

[0109] It should be noted that:

[0110] When the vehicle controller torque command is 0 within (AgcCtrlZeroTrqTimer=0.5) seconds, AGC1 will be turned off. During this period, the rate of AGC1 gain (such as 1.2) becomes AgcGainRedueRateVcuTrqZero=10. It can be understood that when VCU no longer requests MCU torque within 0.5 seconds, the gain value of AGC1 will no longer follow the gain request of 1.2, but will change according to the torque rate of AgcGainRedueRateVcuTrqZero=10.

[0111] When the torque command exceeds the maximum available torque × AgcBpfEngageAvlbTrqRatioLow (0.5), the second automatic gain mode AGC2 begins to fade;

[0112] When the torque command exceeds the maximum available torque×AgcBpfEngageAvlbTrqRatioLow (0.7), the second automatic gain mode AGC2 disappears completely.

[0113] The generation of the above torque command mainly depends on the vehicle controller VCU command or the accelerator pedal opening.

[0114] It can be seen from the above embodiments that the drive motor control method provided by the present invention achieves at least the following beneficial effects:

[0115] The drive motor control method provided by the present invention reduces the jitter of the speed by means of torque compensation. The MCU accurately controls the actual torque fluctuation and optimizes the NVH characteristics, which can realize the function of active anti-shake in the drive motor, ensure the improvement of the power, economy and driving comfort of the whole vehicle, and take into account the effect on the NVH of the whole vehicle. And by judging the operating conditions of the whole vehicle, such as the jitter conditions of the drive motor when running at low speed, when the vehicle is Tip in & Tip out, when the vehicle triggers the ACC function, when the vehicle exits the ACC function, when the vehicle activates the EPB function and exits it, and by adjusting the gain variable to reduce the torque / speed response while providing more suppression of speed oscillation, it ensures the improvement of the drivability and economy of the whole vehicle, while taking into account the driving comfort.

[0116] In an optional embodiment, after obtaining the target torque request output by the vehicle controller according to the original torque request and the real-time compensation torque data, the method includes:

[0117] Step 106: Based on the target torque request and the filtered motor speed data, the mechanical torque data of the drive motor is obtained. During the drive motor control process, the output torque request and the speed data are processed by a preset algorithm, and the output torque of the drive motor is adjusted to adapt to or compensate for the jitter or instability factors caused by the drive motor during operation, thereby ensuring that the drive motor can smoothly and accurately generate the required mechanical torque.

[0118] With respect to the above-mentioned filtered motor speed data, the motor speed data is monitored by a speed sensor, and the motor control unit receives the motor speed data; at the same time, the motor speed data is processed by a low-pass filter to obtain filtered motor speed data.

[0119] Specifically, during vehicle driving, when the vehicle is in normal working conditions (except when the vehicle is running at low speed, when the vehicle is Tipin&Tip out, when the ACC function is triggered, when the ACC function is exited, when the EPB is activated when the vehicle is parked on a slope, and when the EPB function is exited), the speed sensor is responsible for monitoring the motor speed data (such as the actual current rotation speed of the motor) and transmitting the real-time speed of the drive motor to the MCU. The MCU uses the PID controller (Proportion Integration Differentiation, proportional-integral-differential controller) to accurately control the drive motor based on the speed information fed back by the speed sensor, combined with the speed command and torque command. The PID controller adjusts the input voltage or current of the drive motor according to the speed error to reduce the error and keep the drive motor running at the set speed and torque. In this process, the low-pass filter is used to process the motor speed data obtained by the speed sensor, remove the high-frequency noise and fluctuations in the speed data, and make the speed data smoother and more stable.

[0120] It should be noted that the low-pass filter corresponds to the AGCMtrAccelFilterCoeff variable, which affects the cutoff frequency of the motor acceleration estimation filter. The default value of the AGCMtrAccelFilterCoeff variable corresponds to a 5Hz cutoff frequency, which can be understood as: the filter parameter will capture the motor acceleration up to 5Hz, and the remaining high-frequency components will be filtered out to avoid the influence of high-frequency noise or other interference. Through testing, this parameter is set to 3HZ (0.018500823612265). If the AGCMtrAccelFilterCoeff variable is increased, it will affect the actual torque fluctuation and NVH (Noise, Vibration, Harshness) of the MCU.

[0121] The above-mentioned low-pass filter can be a first-order low-pass filter. The frequency response of the first-order low-pass filter shows that for lower frequencies, the signal has little or no attenuation, and when the frequency increases, the amplitude-frequency response of the system gradually and smoothly decays to zero.

[0122] By adopting the above scheme, the motor acceleration up to 5Hz will be captured by adjusting the filtering parameters, and the remaining high-frequency components will be filtered out to avoid the influence of high-frequency noise or other interference, so as to more effectively realize the active anti-shake function of the drive motor, ensure the improvement of the vehicle's power, economy and driving comfort, while taking into account the effect on the NVH of the vehicle.

[0123] Application Example 1

[0124] The solution when the vehicle is in Tip in & Tip out is as follows:

[0125] (a) By changing the AGC speed adaptive gain variable and the Absolute motor speed variable:

[0126] The above two signals show a complementary trend, and different gain compensation values ​​need to be constructed at different speed points. The speed gain coefficient can be directly obtained through the motor speed data and the speed lookup table.

[0127] At the speed point corresponding to the low speed of 7kph to 8kph of the vehicle, that is, in the speed range of 200rpm to 400rpm of the drive motor, the speed gain coefficient of this signal is set to 2 and 3, or the speed threshold range can be appropriately increased and the speedadaptive gain signal value can be appropriately fine-tuned; the above-mentioned appropriate fine-tuning can be adjusted between 1 and 4 or 2.5 and 3.5.

[0128] (b) By changing the bpfGainTuning variable

[0129] This signal is the second automatic gain mode, from low to high torque (set value is 50+5Nm). The bpfGainTuning variable is the gain variable of the second automatic gain mode. Increasing this gain variable will provide more MCU speed jitter suppression. However, if this variable is adjusted too large, the gain torque will be more oscillatory. Therefore, in order to ensure that the torque in the excess part of the torque drop section drops smoothly and does not oscillate, the value of this variable is reduced to 1.4.

[0130] (c) By changing the AGCinertiaMinGainSchedule variable and

[0131] AGCInertiaGainScheduleDelta variable

[0132] The above variables are related to the gain scheduling of the first automatic gain mode AGC1. The purpose of this gain scheduling is to ensure a smooth transition of torque when the first automatic gain mode AGC1 is activated. After changing this variable to 0 and 1, the definition of this variable is:

[0133]

[0134] (d) By changing the AGCCtrlTrqLimit variable;

[0135] This variable is the maximum and minimum additional compensation torque limit of the AGC function. Change this variable to 50 here.

[0136] (e) By changing the AGCCtrlZeroTrqTimer variable

[0137] This variable means that when the torque command of VCU is zero within the parameter time of AGCCtrlZeroTrqTimer, the first automatic gain mode AGC1 function will be turned off. Therefore, this variable is adjusted to 0.5, that is, when the torque command of VCU becomes 0 within 0.5 time, the first automatic gain mode AGC1 function is turned off. At 0 torque, the first automatic gain mode AGC1 function is not enabled.

[0138] (f) By changing the AGCMtrAccelFilterCoeff variable:

[0139] The above signal affects the cutoff frequency of the motor acceleration estimation filter, and the default value of this parameter corresponds to a 5Hz cutoff frequency. That is, the filter parameters will capture the motor acceleration up to 5Hz, and the rest of the high-frequency components will be filtered out to avoid the influence of high-frequency noise or other interference.

[0140] As mentioned above, with the coordination of the above-mentioned multiple variable parameters, the vehicle's shaking problem during Tip in & Tip out can be optimized, and with the matching of multiple variables, the shaking problem during Tip in & Tip out at low speed can be alleviated and optimized.

[0141] Application Example 2

[0142] When the vehicle triggers the ACC function to actively accelerate, the solution is as follows:

[0143] (a) Suppress speed jitter by changing the inertialScaleFactorTuning variable to perform torque compensation:

[0144] This variable is the gain signal of the first automatic gain mode AGC1. The purpose of increasing the gain signal of the first automatic gain mode AGC1 is to provide more suppression of speed oscillation while reducing torque or speed response. Change this value to a more appropriate 1.2 (Default value);

[0145] (b) By changing the AGC speed adaptive gain variable and the Absolute motor speed variable

[0146] When entering the ACC condition, the anti-shake adjustment is focused on the speed points of 10kph to 15kph. Since the speed jitter impact in the speed range of 800 to 1300rpm is relatively large when ACC is first intervened, the torque compensation change gain value is adjusted through this variable to indicate that after entering ACC in this speed range, the jitter suppression scheme of the MCU speed is alleviated by the torque compensation amount, that is, it is adjusted through the speed gain coefficient.

[0147] (c) By changing the InertiaMinGainSchedule variable and

[0148] agcInertiaGainScheduleDelta variable

[0149] The above variable is related to the gain scheduling of the first automatic gain mode. The purpose of the gain scheduling of the first automatic gain mode is to ensure a smooth transition of torque when the first automatic gain mode is activated. After changing this parameter to 0, 1, the definition of this variable is:

[0150]

[0151] In summary, with the coordination of the above-mentioned multiple variable parameters, the vehicle's vibration problem when entering ACC active acceleration can be optimized. The above-mentioned strategy can alleviate and optimize the vibration and improve driving smoothness.

[0152] Application Example 3

[0153] The solution to the vibration when exiting the ACC function by braking is as follows:

[0154] (a) By changing the AGCinertiaMinGainSchedule variable and

[0155] AGCInertiaGainScheduleDelta variable:

[0156] This variable is related to the gain scheduling of the first automatic gain mode. The purpose of the gain scheduling of the first automatic gain mode is to ensure a smooth transition of torque when the first automatic gain mode is activated. After changing this parameter to 0 and 1, the definition of this variable is:

[0157]

[0158] (b) By changing the bpfGainTuning variable

[0159] This variable is the second automatic gain mode, from low to high torque (set value is 50+5Nm). bpfGainTuning is the gain variable of the second automatic gain mode AGC2. And increasing the gain variable of this second automatic gain mode AGC2 will provide more MCU speed jitter suppression. However, if this parameter is adjusted too large, the gain will make the gain torque more oscillatory. In order to ensure that the torque in the excess part of the torque drop section decreases smoothly and does not oscillate, the value of this variable is reduced to 1.4, which can suppress the speed jitter problem to a certain extent, and the driving experience is better.

[0160] Application Example 4

[0161] When the EPB function is activated while holding the hill and jitter occurs during the release process, the solution is as follows:

[0162] Usually, the jitter that occurs during the release process after the EPB function is activated can be divided into two situations:

[0163] (1) Similar to starting with small, medium or large throttle, there will be an MCU speed impact;

[0164] (2) The jitter shock is similar to the unevenness caused by the EPB caliper when it is tightened and released, or the unevenness caused by the master cylinder pressure when it is released.

[0165] (a) By changing the inertialScaleFactorTuning variable:

[0166] This variable (inertialScaleFactorTuning) is the gain signal of the first automatic gain mode. The purpose of increasing the gain signal of this first automatic gain mode is to provide more suppression of speed oscillation while reducing the torque / speed response. For different working conditions in the small, medium and large throttle areas, after multiple joint debugging tests and combined with other working condition tests, this value is changed to a more appropriate 1.2 (Default value).

[0167] (b) By changing the AGC speed adaptive gain and Absolute motor speed variables:

[0168] The two signals tend to complement each other, and different gain compensation values ​​need to be constructed at different speed points. The speed gain coefficient can be directly obtained through the motor speed data and the speed lookup table.

[0169] During the acceleration process corresponding to small, medium and large throttle, the speed points when the EPB caliper is released from the tightening state or the master cylinder is depressurized are focused on anti-shake. The gain value of the signal is changed to 3 within the range, or the speed threshold range can be appropriately increased and the speed adaptive gain signal value can be appropriately fine-tuned to cover all operating points where this problem may occur, that is, adjustment is made through the speed gain coefficient.

[0170] In summary, with the coordination of the above-mentioned multiple variable parameters, the vehicle's shaking problem during the release process after the EPB function is activated while holding on a hill can be optimized, and this parameter can suppress the speed shaking problem to a certain extent through the adjustment of the automatic gain mode function, and the driving experience is better.

[0171] The drive motor control method of the present application uses the gain compensation of AGC1 and AGC2 to suppress the oscillation of the speed, and takes into account the comparative analysis of different parameters in the low torque zone and the high torque zone, and subsequently estimates the cutoff frequency of the low-pass filter through the motor acceleration to avoid the influence of high-frequency noise or other interference, and adjusts the gain signal to reduce the torque or speed response while providing more suppression of the speed oscillation. With the cooperation of multiple variable parameters, the jitter impact problem of the whole vehicle at Tip in & Tip out can be optimized, and the compensation amount of AGC1 is adjusted to alleviate the jitter suppression scheme of the MCU speed. After actual testing, the jitter feeling after entering the triggering ACC function is relatively slight. As for the jitter processing after exiting the ACC function, it is necessary to adjust the cutoff frequency parameter of the motor acceleration estimation filter to ensure a smooth transition of the torque when AGC1 is activated to achieve the driving jitter feeling after exiting the ACC function. In addition, the jitter that occurs during the release process after the EPB function is activated can be divided into two situations. The first is a speed impact caused by an MCU when starting with small, medium, or large throttle. The second is a jitter impact caused by the unevenness when the EPB caliper is tightened and released or the master cylinder pressure is relieved. By adjusting different gain amounts and building different gain compensation values ​​for AGC1 and AGC2 at different speed points, the speed points when the EPB caliper is tightened or the master cylinder pressure is relieved during the corresponding small, medium, or large throttle acceleration process are adjusted. Therefore, the speed jitter problem can be suppressed to a certain extent by adjusting the AGC function, so that the speed oscillation is always controlled within the most reasonable range to reduce the speed oscillation under different working conditions, and the low-pass filter can be adjusted to avoid the influence of high-frequency noise or other interference and improve the NVH effect of the whole vehicle. The function of active anti-shake of the drive motor can be realized to ensure the improvement of the vehicle's power, economy, and driving comfort, while taking into account the effect on the NVH of the whole vehicle.

[0172] Embodiment 2

[0173] See also Figure 4 As shown, Figure 4 : is a schematic diagram of the structure of the drive motor control system provided by the present invention; this embodiment provides a drive motor control system, which is applied to the above-mentioned drive motor control method, including:

[0174] The data acquisition module 100 is used for the vehicle controller to acquire torque request and motor speed data;

[0175] The automatic gain module 200 is connected to the data acquisition module 100 and is used to receive a torque request, a torque request and motor speed data, obtain an automatic gain mode according to the original torque request, and obtain a speed gain coefficient according to the motor speed data;

[0176] The data calculation module 300 is connected to the automatic gain module 200, and is used to receive the automatic gain mode and the speed gain coefficient, obtain the torque limit value and the comprehensive gain coefficient of the automatic gain mode according to the automatic gain mode, and obtain the compensation torque value according to the torque limit value and the comprehensive gain coefficient of the automatic gain mode, wherein the comprehensive gain coefficient includes the speed gain coefficient;

[0177] The real-time compensation torque data acquisition module 400 is connected to the data calculation module 300 and is used to receive the compensation torque value and acquire the real-time compensation torque data according to the compensation torque value and the compensation torque change rate;

[0178] The target torque request output module 500 is connected to the real-time compensation torque data acquisition module 400, and is used to receive the real-time compensation torque data, and obtain the target torque request output by the vehicle controller according to the original torque request and the real-time compensation torque data.

[0179] Embodiment 3

[0180] This embodiment provides a vehicle controller, including a memory, a processor, and a computer program stored in the memory, characterized in that when the computer program is executed by the processor, the above-mentioned drive motor control method is implemented.

[0181] Although some specific embodiments of the present invention have been described in detail by way of example, it will be appreciated by those skilled in the art that the above examples are for illustration only and are not intended to limit the scope of the present invention. It will be appreciated by those skilled in the art that the above embodiments may be modified without departing from the scope and spirit of the present invention. The scope of the present invention is defined by the appended claims.

Claims

1. A driving motor control method, characterized in that: include: The vehicle controller obtains the original torque request and motor speed data; Obtaining an automatic gain mode according to the original torque request, and obtaining a speed gain coefficient according to the motor speed data; According to the automatic gain mode, a torque limit value and a comprehensive gain coefficient of the automatic gain mode are obtained, and according to the torque limit value of the automatic gain mode and the comprehensive gain coefficient, a compensation torque value is obtained, wherein the comprehensive gain coefficient includes the speed gain coefficient; Acquiring real-time compensation torque data according to the compensation torque value and the compensation torque change rate; The target torque request output by the vehicle controller is obtained according to the original torque request and the real-time compensation torque data.

2. The driving motor control method according to claim 1, characterized in that: The automatic gain mode includes a first automatic gain mode and a second automatic gain mode, wherein a gain compensation value of the torque in the first automatic gain mode is smaller than a gain compensation value of the torque in the second automatic gain mode; The torque limit value of the automatic gain mode includes the torque limit value of the first automatic gain mode and the torque limit value of the second automatic gain mode, the comprehensive gain coefficient also includes the gain coefficient and the inertia scheduling value of the automatic gain mode, the gain coefficient of the automatic gain mode includes the gain coefficient of the first automatic gain mode and the gain coefficient of the second automatic gain mode, and the compensation torque value includes the first compensation torque value and the second compensation torque value: When the torque gain mode is the first automatic gain mode, the first compensation torque value is obtained according to the torque limit value of the first automatic gain mode, the inertia scheduling value, the speed gain coefficient and the gain coefficient of the first automatic gain mode; When the torque gain mode is the second automatic gain mode, the second compensation torque value is obtained according to the torque limit value of the second automatic gain mode, the rotational speed gain coefficient, and the gain coefficient of the second automatic gain mode.

3. The driving motor control method according to claim 2, characterized in that: When the torque gain mode is the first automatic gain mode, according to the torque limit value of the first automatic gain mode, the inertia scheduling value, the speed gain coefficient and the gain coefficient of the first automatic gain mode, the calculation formula for obtaining the first compensation torque value is as follows: First compensation torque value=min(torque limit value of the first automatic gain mode, torque limit value of the first automatic gain mode×inertia scheduling value×speed gain coefficient×gain coefficient of the first automatic gain mode); When the torque gain mode is the second automatic gain mode, according to the torque limit value of the second automatic gain mode, the speed gain coefficient and the gain coefficient of the second automatic gain mode, the calculation formula for obtaining the second compensation torque value is as follows; Second compensation torque value=min(torque limit value of the second automatic gain mode, torque limit value of the second automatic gain mode×rotation speed gain coefficient×gain coefficient of the second automatic gain mode).

4. The driving motor control method according to claim 3, characterized in that: The inertia scheduling value is obtained according to the inertia minimum gain scheduling, the multiple value of the inertia gain scheduling, the torque command, the active inertia gap torque of the first automatic gain mode, the active inertia low torque of the first automatic gain mode, and the active inertia gap torque of the first automatic gain mode.

5. The driving motor control method according to claim 4, characterized in that: The calculation formula of the inertia scheduling value is as follows: Inertia scheduling value = inertia minimum gain scheduling + inertia gain scheduling multiplier value × min[max(|torque command|-active inertia gap torque of the first automatic gain mode ÷ active inertia low torque of the first automatic gain mode-active inertia gap torque of the first automatic gain mode, 0), 1].

6. The driving motor control method according to claim 2, characterized in that: When the torque gain mode is the first automatic gain mode, the torque limit value of the first automatic gain mode is a first limiting value; when the torque gain mode is the second automatic gain mode, the torque limit value of the second automatic gain mode is a second limiting value.

7. The driving motor control method according to claim 2, characterized in that: The obtaining of the automatic gain mode according to the original torque request comprises: The motor control unit determines the relationship between the original torque request and the preset value. If the original torque request is less than the first preset value, the torque gain mode is changed to the first automatic gain mode, and the gain compensation value of the first automatic gain mode is obtained by looking up the speed table; If the original torque request is greater than a second preset value, the torque gain mode is changed to the second automatic gain mode, and a gain compensation value of the second automatic gain mode is obtained by looking up a rotation speed table.

8. The driving motor control method according to claim 7, characterized in that: The first preset value is an initial level value of torque control in the automatic gain mode; The second preset value is the sum of the torque control initial level value of the automatic gain mode and the switching mode hysteresis value.

9. The driving motor control method according to claim 1, characterized in that: According to the original torque request and the real-time compensation torque data, the target torque request output by the vehicle controller is obtained, which includes: Based on the target torque request and the filtered motor speed data, the mechanical torque data of the driving motor is obtained.

10. A drive motor control system, characterized in that: The drive motor control method as described in any one of claims 1 to 9 comprises: Data acquisition module, the vehicle controller obtains the original torque request and motor speed data; An automatic gain module, connected to the data acquisition module, for receiving an original torque request and motor speed data, obtaining an automatic gain mode according to the original torque request, and obtaining a speed gain coefficient according to the motor speed data; a data calculation module, connected to the automatic gain module, for receiving the automatic gain mode and the speed gain coefficient, obtaining a torque limit value and a comprehensive gain coefficient of the automatic gain mode according to the automatic gain mode, and obtaining a compensation torque value according to the torque limit value of the automatic gain mode and the comprehensive gain coefficient, wherein the comprehensive gain coefficient includes the speed gain coefficient; A real-time compensation torque data acquisition module, connected to the data calculation module, for receiving the compensation torque value, and acquiring real-time compensation torque data according to the compensation torque value and the compensation torque change rate; The target torque request output module is connected to the real-time compensation torque data acquisition module, and is used to receive the real-time compensation torque data, and obtain the target torque request output by the vehicle controller according to the original torque request and the real-time compensation torque data.

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