Vehicle motor torque control system, control method, medium and vehicle

Abstract

The invention provides a vehicle motor torque control system, a vehicle motor torque control method, a computer readable storage medium and a vehicle wherein the vehicle motor torque control system comprises the following modules: a target torque acquisition unit configured to acquire a motor target torque TRef associated with a vehicle pedal parameter; a compensation torque calculation unit configured to calculate a motor compensation torque TDmp; a theoretical torque calculation unit configured to calculate a motor theoretical torque TCmd based on the motor target torque TRef and the motor compensation torque TDm; wherein the compensation torque calculation unit comprises an angular velocity acquisition module, a first delay module, a state observer, a second delay module, a deviation solving module and a compensation torque calculation module, the angular velocity acquisition module is configured to acquire a motor actual angular velocity [omega] m sampled at a first frequency and a wheel actual angular velocity [omega] l sampled at a second frequency less than the first frequency and converted to the motor side.

Description

Technical Field

[0001] The present invention relates to the technical field of electric vehicle motor control, and in particular, to a vehicle motor torque control system, a vehicle motor torque control method that can be implemented by the system, a computer-readable storage medium that can execute the method, and a vehicle including such a system. Background Art

[0002] The vehicle will vibrate during movement, especially when the electric vehicle starts or brakes (i.e. when the motor torque passes zero), the transmission system will experience obvious torsional vibration and the vibration will become more intense. This vibration will reduce the service life of related parts or damage them, and worsen the noise problem, thus giving users a bad driving experience.

[0003] At present, most of the vehicle motor torque control methods for this jitter phenomenon use filters or wheel speed comparison methods to extract the jitter of the motor speed, and then apply a torque opposite to the jitter to achieve an active damping effect. For example, when a filter is used, only a limited jitter suppression effect can be achieved at the zero crossing of the motor torque, mainly because the filter cannot effectively extract the motor speed jitter caused by the gear clearance. It is known from the prior art that the wheel speed comparison method can be used in a targeted manner for the jitter suppression when the motor torque passes through zero, that is, the wheel speed signal is used as the basis for obtaining the target motor speed. However, the wheel speed signal has the problems of signal delay and low update rate, so that a better compensation effect on the motor torque cannot be achieved. On the other hand, the directly obtained wheel speed signal is easily disturbed by the road conditions, which will also cause the motor compensation torque derived based on it to fluctuate with the wheel speed jitter, which is undoubtedly undesirable. Summary of the invention

[0004] According to different aspects, the present invention aims to provide a vehicle motor torque control system, a vehicle motor torque control method, a computer-readable storage medium and a vehicle that can achieve improved motor anti-shake effect.

[0005] In addition, the present invention is also intended to solve or alleviate other technical problems existing in the prior art.

[0006] The present invention solves the above problems by providing a vehicle motor torque control system, which specifically includes the following modules:

[0007] A target torque acquisition unit is configured to acquire a motor target torque T associated with a vehicle pedal parameter. Ref ;

[0008] A compensation torque calculation unit is configured to calculate the motor compensation torque T Dmp ;

[0009] The theoretical torque calculation unit is configured to calculate the motor target torque T Ref and the motor compensation torque T Dmp Calculate the motor theoretical torque T Cmd ;

[0010] The compensation torque calculation unit includes an angular velocity acquisition module, a first delay module, a state observer, a second delay module, a deviation calculation module, and a compensation torque calculation module, wherein:

[0011] The angular velocity acquisition module is configured to acquire the actual angular velocity ω of the motor sampled at a first frequency. m and the actual angular velocity ω of the wheel sampled at a second frequency less than the first frequency and converted to the motor side l ;

[0012] The first delay module is configured to delay the motor target torque T Ref The delayed motor target torque T e transmitting to the state observer;

[0013] The state observer is constructed as a double closed-loop linear observer and is configured to derive an estimated angular velocity of the motor at a first frequency. and the estimated angular velocity of the wheel

[0014] The second delay module is configured to estimate the angular velocity of the motor output by the state observer. and the estimated angular velocity of the wheel Delay is performed to make it correspond to the actual angular velocity ω of the motor acquired m and the actual angular velocity of the wheel ω l Phase synchronization, and the motor estimated angular velocity is obtained in the deviation calculation module The actual angular velocity ω of the motor m and the estimated angular velocity at the wheel The actual angular velocity of the wheel ω l The deviation between , which is fed back to the state observer;

[0015] The compensation torque calculation module is configured to calculate the actual angular velocity ω of the motor based on the received m and the estimated angular velocity of the wheel Calculate the motor compensation torque T Dmp .

[0016] In the vehicle motor torque control system proposed according to the first aspect of the present invention, the angular velocity acquisition module acquires the actual angular velocity ω of the wheel by means of the vehicle CAN line (CAN = Controller Area Network, controller local network) l ,

[0017] Accordingly, the second delay module includes a second wheel delay submodule configured to delay the wheel estimated angular velocity The delay is used to characterize the delay time Δt1 of the CAN line signal transmission delay and the wheel estimated angular velocity is transmitted at a second frequency. Transmitted to the deviation calculation module.

[0018] In the vehicle motor torque control system proposed according to the first aspect of the present invention, the angular velocity acquisition module acquires the actual angular velocity ω of the motor from the motor sensor. m ,

[0019] Accordingly, the second delay module includes a second motor delay submodule configured to delay the estimated angular velocity of the motor The delay is used to represent the delay time Δt2 of the sensor transmission delay and the motor estimated angular velocity is set at a first frequency. Transmitted to the deviation calculation module.

[0020] In the vehicle motor torque control system proposed according to the first aspect of the present invention, the state space equation of the state observer is constructed as follows:

[0021]

[0022] in, is the real-time state variable matrix, and in, Estimate the angle for the motor rotor, Estimate the angle for the loaded rotor, Estimate torque for load;

[0023] y is the measured output variable matrix, and

[0024] is the output variable matrix, and

[0025] C depends on the control quantity of the state observer;

[0026] L is a 4×2 feedback compensation matrix and is set depending on the poles of the characteristic equation of the state observer;

[0027] A, B and u are system structure parameters, and their corresponding values ​​are:

[0028]

[0029] And where c is the damping coefficient of the electric vehicle's transmission shaft, K is the electric vehicle's transmission shaft stiffness, J m is the motor moment of inertia, J l is the load moment of inertia, T e The delayed motor target torque.

[0030] In the vehicle motor torque control system proposed according to the first aspect of the present invention, the compensation torque calculation module is configured to obtain the motor compensation torque T based on the following formula: Dmp :

[0031]

[0032] Among them, K p is the dimensionless control coefficient.

[0033] According to a second aspect of the present invention, a vehicle motor torque control method that can be executed by such a system is also provided, which comprises the following steps:

[0034] Acquisition step: Acquiring the motor target torque T Ref , the actual angular velocity of the motor ω m and the actual angular velocity ω of the wheel l ;

[0035] Calculation steps: Based on the motor target torque T Ref , the actual angular velocity of the motor ω m and the actual angular velocity ω of the wheel l , calculate the motor compensation torque T Dmp ;

[0036] Correction step: Based on the motor target torque T Ref and the motor compensation torque T Dmp , calculate the motor theoretical torque T Cmd ;

[0037] The calculation step includes the following steps:

[0038] Estimated value acquisition steps: Use the double closed-loop linear observer to obtain the estimated angular velocity of the motor and the estimated angular velocity of the wheel Among them, the estimated angular velocity of the motor output by the state observer is and the estimated angular velocity of the wheel Delay is performed to make it correspond to the actual angular velocity ω of the motor acquired m and the actual angular velocity of the wheel ω lPhase synchronization, and obtain the estimated angular velocity of the motor The actual angular velocity ω of the motor m and the estimated angular velocity at the wheel The actual angular velocity of the wheel ω l The deviation between , which is fed back to the state observer;

[0039] Compensation torque calculation steps: based on the actual angular velocity ω of the motor collected m and the estimated wheel angular velocity Calculate the motor compensation torque T Dmp .

[0040] In the vehicle motor torque control method proposed according to the second aspect of the present invention, in the acquisition step, the actual wheel angular velocity ω is collected from the vehicle CAN line. l ,

[0041] Accordingly, in the estimated value acquisition step, the wheel estimated angular velocity The delay is used to characterize the delay time Δt1 of the CAN line signal transmission delay, and the wheel estimated angular velocity after the delay The output is at a second frequency to provide for the demand deviation.

[0042] In the vehicle motor torque control method proposed according to the second aspect of the present invention, in the acquisition step, the actual angular velocity ω of the motor is collected from the motor sensor. m ,

[0043] Accordingly, in the estimated value acquisition step, the motor estimated angular velocity The delay is used to characterize the delay time Δt2 of the sensor transmission lag, and the estimated angular velocity of the motor after the delay The first frequency is output to supply and demand deviation.

[0044] According to a third aspect of the present invention, a computer-readable storage medium is further provided, on which a computer program is stored, wherein the computer program, when executed by a processor, implements the vehicle motor torque control method described above.

[0045] Finally, according to a fourth aspect of the present invention, a vehicle is also proposed, which includes the vehicle motor torque control system described above and can have the characteristics described above.

[0046] The vehicle motor torque control system or vehicle motor torque control method according to the present invention can not only improve the real-time performance of the motor compensation torque but also reduce or eliminate the influence of factors such as system parameter changes and operating condition changes. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] The above and other features of the present invention will become apparent with reference to the accompanying drawings, in which:

[0048] Figure 1 A partial flow chart of the vehicle motor torque control method according to the present invention is shown. DETAILED DESCRIPTION

[0049] It is easy to understand that according to the technical solution of the present invention, without changing the essential spirit of the present invention, a person skilled in the art can propose a variety of interchangeable structural modes and implementation modes. Therefore, the following specific implementation modes and drawings are only exemplary descriptions of the technical solution of the present invention, and should not be regarded as the whole of the present invention or as a limitation or restriction to the technical solution of the present invention.

[0050] The directional terms such as up, down, left, right, front, back, front, back, top, bottom, etc. mentioned or may be mentioned in this specification are defined relative to the structures shown in the drawings. They are relative concepts and may change accordingly according to their different positions and different usage states. Therefore, these or other directional terms should not be interpreted as restrictive terms. In addition, the terms "first", "second", "third", etc. or similar expressions are only used for description and distinction purposes, and cannot be understood as indicating or implying the relative importance of the corresponding components.

[0051] refer to Figure 1 , the vehicle motor torque control system according to the present invention and the vehicle motor torque control method executable by the vehicle motor torque control system are described in detail, wherein, Figure 1 A flowchart is used to illustrate an implementation of how to obtain the motor compensation torque. In summary, the vehicle motor torque control system according to the present invention includes a target torque acquisition unit, a compensation torque calculation unit, and a theoretical torque calculation unit. The target torque acquisition unit is configured to acquire or call the motor target torque T determined by the driver's intention or the vehicle pedal parameter (such as the accelerator pedal depth parameter or the brake pedal depth parameter). Ref , or the target torque acquisition unit itself can calculate the motor target torque T Ref The compensation torque calculation unit is configured to calculate the motor compensation torque T according to vehicle-related parameters. Dmp The motor compensation torque is related to the vehicle vibration or the motor speed vibration. The theoretical torque calculation unit is configured to calculate the motor target torque T based on the motor target torque T Ref and motor compensation torque T Dmp Calculate the motor theoretical torque T Cmd The motor theoretical torque is used to control the operation of the motor or to control the subsequent operation state of the motor. In the theoretical torque calculation unit, the motor target torque T can be simply calculated.Ref and motor compensation torque T Dmp The sum is used to obtain the motor theoretical torque T Cmd .

[0052] Here, the compensation torque calculation unit is configured to calculate the actual angular velocity ω of the motor based on the actual angular velocity ω of the motor. m , actual angular velocity of the wheel ω l 、Motor target torque T Ref To calculate the motor compensation torque T Dmp It should be noted here that the actual angular velocity of the wheel ω l is the angular velocity converted to the motor side, wherein, for example, the speed parameter (whose unit can be: revolutions per minute) measured by the wheel speed sensor is converted into the wheel angular velocity and the actual wheel angular velocity converted to the motor is obtained by dividing it by the transmission ratio of the electric vehicle transmission system. l " or "Estimated wheel angular velocity " are all angular velocities converted to the motor side based on the transmission ratio of the vehicle transmission system. Here, considering the actual angular velocity of the wheel ω l It is easily affected by changes in vehicle system parameters and operating parameters. Here, an estimated wheel angular velocity is introduced to obtain the basis for calculating the compensation torque. Specifically, the compensation torque calculation unit includes an angular velocity acquisition module, a first delay module, a state observer, a second delay module, a deviation calculation module, and a compensation torque calculation module.

[0053] The first delay module is used to delay the motor target torque T depending on the driver's intention. Ref Delay Δt3, the motor target torque after delay T e It is transmitted to the subsequent double closed-loop linear observer, wherein the delay operation is mainly used to simulate the delay effect of the current loop implementation and the delay time delay Δt3 depends on the PWM switching frequency (PWM=PulseWidth Modulation, pulse width modulation) and the parameter setting of the current loop. The time delay Δt3 can be 1ms, for example.

[0054] In addition, the angular velocity acquisition module is configured to acquire the actual angular velocity ω of the motor at a first frequency. m The actual angular velocity of the wheel converted to the motor side is acquired at the second frequency ω l , wherein the second frequency is less than the first frequency (such as Figure 1 As shown in , the sampling period associated with the first frequency is 1 ms, and the sampling period associated with the second frequency is 10 ms. In addition, for the sake of clarity, Figure 1The sampling period of each step is marked in the figure). The difference between the two frequencies is due to the different data sources of the actual angular velocity of the motor and the actual angular velocity of the wheel. The actual angular velocity of the motor can generally be retrieved and initially processed from the motor sensor, while the actual angular velocity of the wheel generally needs to be transmitted via the vehicle CAN line. It is precisely in view of the difference between the sampling frequencies and the common signal transmission lag phenomenon that, compared to the common feedback regulation in the prior art, according to the present invention, a second delay module is specifically set between the state observer and the deviation calculation module so that the motor estimated angular velocity output by the state observer is And the actual angular velocity ω of the motor collected m Keep in sync and make the wheel estimated angular velocity output by the state observer The actual wheel angular velocity ω collected l The double closed-loop linear observer is calculated at a larger first frequency, and outputs the estimated result every 1 ms as shown in the figure, and estimates the angular velocity of the wheel output every 1 ms. Select (for example, select an output signal every 10ms) for subsequent comparison with the actual angular velocity ω of the wheel l In addition, regarding the feedback signal circuit of the state observer, it should be noted that the actual angular velocity ω of the wheel is calculated every 10 ms. l Estimated angular velocity with wheels The deviation between When the state observer is fed back to the state observer, the state observer uses the fed back deviation as the calculation basis within the 10 ms time interval. In contrast, when the state observer performs calculations every 1 ms, the actual angular velocity ω of the motor fed back every 1 ms is used as the calculation basis. m Estimated angular velocity with motor The deviation between By delaying the actual wheel angular velocity signal with a longer sampling period and changing its sampling frequency in a targeted manner, the update rate of the motor torque control or compensation torque calculation based on the wheel speed signal (which can achieve the active damping control effect of anti-shake) can be increased, for example, from the original update rate of 10ms to 1ms.

[0055] In an optional implementation, the angular velocity acquisition module acquires the actual angular velocity ω of the wheel from the vehicle CAN line. l , the second delay module is designed as follows, namely, it includes a second wheel delay submodule, which is configured to estimate the wheel angular velocity The delay is used to characterize the delay time Δt1 of the CAN line signal transmission delay and the wheel estimated angular velocity is transmitted at a second frequency Transmitted to the downstream deviation calculation module. Here, the delay time Δt1 depends on the communication cycle of the vehicle CAN line and can be set to a few milliseconds, for example.

[0056] In another optional implementation, the angular velocity acquisition module acquires the actual angular velocity ω of the motor from the motor sensor. m , the second delay module is designed as follows, namely, it includes a second motor delay submodule, which is configured to estimate the angular velocity of the motor The delay is used to characterize the delay time Δt2 of the sensor transmission delay and the motor estimated angular velocity is set at a first frequency. Transmitted to the downstream deviation calculation module. Here, the delay time Δt2 depends on the actual angular velocity ω of the motor m The sensor signal analysis process and the filtering process of related hardware are discussed in detail, and can be set to several milliseconds, for example.

[0057] Next, the state observer in the form of a double closed-loop linear observer is described in detail. The state space equation of the state observer is constructed as:

[0058]

[0059] in, is the real-time state variable matrix, and in, Estimate the angle for the motor rotor, Estimate the angle for the loaded rotor, Estimate torque for load;

[0060] y is the measured output variable matrix, and

[0061] is the output variable matrix, and

[0062] C depends on the control quantity of the state observer;

[0063] A, B and u are system structure parameters, and their corresponding values ​​are:

[0064]

[0065] And where c is the damping coefficient of the electric vehicle's transmission shaft, K is the electric vehicle's transmission shaft stiffness, J m is the motor moment of inertia, J l is the load moment of inertia, T e The delayed motor target torque;

[0066] L is a 4×2 feedback compensation matrix And it depends on the poles of the characteristic equation of the state observer, which is expressed as f(s) = |sl-(A-LC)|, where a suitable matrix L is first selected so that the matrix A-LC is stable, that is, the 8 parameters of the matrix L are calculated by configuring the poles of the above characteristic equation (here the configuration is performed so that all poles are located in the left half plane of the s-plane).

[0067] Based on the above state space equation, the estimated angular velocity of the motor can be obtained Estimated wheel angular velocity Angle difference Load Estimation Torque They are:

[0068]

[0069]

[0070]

[0071]

[0072] In an optional implementation, according to the actual angular velocity ω of the motor m and the estimated wheel angular velocity obtained by the double closed-loop linear observer Calculate the target torque T used to correct the motor Ref The motor compensation torque T Dmp , and the motor target torque T Ref With the motor compensation torque T Dmp The sum can be used to obtain the motor theoretical torque T Cmd Specifically, as in Figure 1 As shown in the lower part of , it is calculated according to the following formula:

[0073]

[0074] Among them, K p is the dimensionless control coefficient. Here, instead of the actual wheel angular velocity signal directly collected, the wheel estimated angular velocity signal based on the state observer is smoother and has a smaller delay, especially smaller than when using a filter, because it is not disturbed by external factors. On the other hand, this also provides the possibility of using the wheel angular velocity signal throughout the process to extract the motor speed jitter, so that better jitter characteristics can still be extracted at the zero crossing of the motor torque.

[0075] In summary, on the one hand, by calculating the motor compensation torque according to the actual angular velocity of the motor and the wheel estimated angular velocity signal obtained by means of a double closed-loop linear observer, this vehicle motor torque control system can be free from the influence of changes in vehicle system parameters and operating condition parameters. On the other hand, by delaying the output signal of the state observer, a smoother motor compensation torque can be obtained and the real-time performance of the motor compensation torque can be improved. In one embodiment of the present invention, by delaying the motor estimated angular velocity in a targeted manner, the hysteresis characteristics of sensor signal transmission in an electric vehicle can be simulated. In another embodiment of the present invention, by delaying the wheel estimated angular velocity in a targeted manner, the hysteresis characteristics of vehicle CAN line signal transmission can be simulated. In another embodiment of the present invention, by setting the relevant delay processing module, a higher update rate of the motor compensation torque can be achieved even when using wheel-related signals with a lower sampling frequency.

[0076] According to a second aspect of the present invention, a vehicle motor torque control method that can be performed by the vehicle motor torque control system having the above-mentioned features and advantages is also provided, wherein the method comprises the following steps:

[0077] Acquisition steps: Get the motor target torque T Ref 、The actual angular velocity of the motor ω m and the actual angular velocity of the wheel ω l , which can be performed by the rotation acquisition module of the target torque acquisition unit and the compensation torque calculation unit of the vehicle motor torque control system;

[0078] Calculation steps: Based on the motor target torque T Ref , the actual angular velocity of the motor ω m and the actual angular velocity ω of the wheel l , calculate the motor compensation torque T Dmp , which can be performed as a whole by a compensation torque calculation unit of a vehicle motor torque control system;

[0079] Correction step: Based on the motor target torque T Ref and the motor compensation torque T Dmp , calculate the motor theoretical torque T Cmd , which can be performed by a theoretical torque calculation unit of a vehicle motor torque control system;

[0080] The calculation step includes the following steps:

[0081] Estimated value acquisition steps: Use the double closed-loop linear observer to obtain the estimated angular velocity of the motor and the estimated angular velocity of the wheel Among them, the estimated angular velocity of the motor output by the state observer is and the estimated angular velocity of the wheel Delay is performed to make it correspond to the actual angular velocity ω of the motor acquired m and the actual angular velocity of the wheel ω l Phase synchronization (this can be performed by the second delay module of the vehicle motor torque control system), and the estimated angular velocity of the motor is obtained The actual angular velocity ω of the motor m and the estimated angular velocity at the wheel The actual angular velocity of the wheel ω l The deviation between (this can be performed by the above-mentioned deviation calculation module), the deviation is fed back to the state observer;

[0082] Compensation torque calculation steps: based on the actual angular velocity ω of the motor collected m and the estimated wheel angular velocity Calculate the motor compensation torque T Dmp , which can be performed by the compensation torque calculation module of the vehicle motor torque control system.

[0083] In an optional embodiment, in the acquisition step, the actual angular velocity ω of the motor is collected from the motor sensor. m , and in the estimated value acquisition step, the motor estimated angular velocity The delay is used to characterize the delay time Δt2 of the sensor transmission lag, and the estimated angular velocity of the motor after the delay Outputting at a first frequency may be performed by the second motor delay submodule of the vehicle motor torque control system.

[0084] In another optional embodiment, in the acquisition step, the actual wheel angular velocity ω is collected from the vehicle CAN line. l , and in the estimated value acquisition step, the wheel estimated angular velocity The delay is used to characterize the delay time Δt1 of the CAN line signal transmission delay, and the wheel estimated angular velocity after the delay Outputting the supply-demand deviation at a second frequency may be performed by the second wheel delay submodule of the vehicle motor torque control system.

[0085] It should be noted here that the vehicle motor torque control method according to the present invention can have the advantages and characteristics described above with respect to the vehicle motor torque control system, and reference can be made to the description of the system and Figure 1 , I will not go into details about this.

[0086] According to the third aspect of the present invention, a computer-readable storage medium is also proposed, on which a computer program is stored, wherein the computer program is executed by a processor to implement a vehicle motor torque control method for an electric vehicle according to one or more embodiments of the present invention. The computer-readable storage medium mentioned herein includes various types of computer storage media, which can be any available medium that can be accessed by a general-purpose or special-purpose computer. For example, the computer-readable storage medium may include RAM, ROM, EPROM, E2PROM, register, hard disk, removable disk, CD-ROM or other optical disk storage, disk storage or other magnetic storage device, or any other temporary or non-temporary medium that can be used to carry or store a desired program code unit in the form of an instruction or data structure and can be accessed by a general-purpose or special-purpose computer, or a general-purpose or special-purpose processor. With regard to the computer-readable storage medium according to the present invention, reference can be made to the explanation of the vehicle motor torque control method or system according to the present invention, which will not be repeated.

[0087] According to a fourth aspect of the present invention, a vehicle is also proposed, which includes the vehicle motor torque control system described above, and can have the advantages and characteristics described above with respect to the vehicle motor torque control method or system, which will not be repeated here.

[0088] It should be understood that all the above preferred embodiments are illustrative rather than restrictive, and various modifications or variations made by those skilled in the art to the specific embodiments described above under the concept of the present invention should be within the legal protection scope of the present invention.

Claims

1. A vehicle motor torque control system, characterized in that: Includes the following modules: A target torque acquisition unit configured to acquire a motor target torque T associated with a vehicle pedal parameter Ref ; A compensation torque calculation unit configured to calculate the motor compensation torque T Dmp ; The theoretical torque calculation unit is configured to calculate the target torque T of the motor based on the target torque T of the motor. Ref and the motor compensation torque T Dmp Calculate the motor theoretical torque T Cmd ; The compensation torque calculation unit includes an angular velocity acquisition module, a first delay module, a state observer, a second delay module, a deviation calculation module, and a compensation torque calculation module, wherein: The angular velocity acquisition module is configured to acquire the actual angular velocity ω of the motor sampled at a first frequency. m and the actual angular velocity ω of the wheel sampled at a second frequency less than the first frequency and converted to the motor side l ; The first delay module is configured to delay the motor target torque T Ref The delayed motor target torque T e transmitting to the state observer; The state observer is constructed as a double closed-loop linear observer and is configured to derive an estimated angular velocity of the motor at a first frequency. and the estimated angular velocity of the wheel The second delay module is configured to estimate the angular velocity of the motor output by the state observer. and the estimated angular velocity of the wheel Delay is performed to make it correspond to the actual angular velocity ω of the motor acquired m and the actual angular velocity of the wheel ω l Phase synchronization, and the motor estimated angular velocity is obtained in the deviation calculation module The actual angular velocity ω of the motor m and the estimated angular velocity at the wheel The actual angular velocity of the wheel ω l The deviation between , which is fed back to the state observer; The compensation torque calculation module is configured to calculate the actual angular velocity ω of the motor based on the received m and the estimated angular velocity of the wheel Calculate the motor compensation torque T Dmp .

2. The vehicle motor torque control system according to claim 1, characterized in that: The angular velocity acquisition module acquires the actual angular velocity ω of the wheel via the vehicle CAN line l , Accordingly, the second delay module includes a second wheel delay submodule configured to delay the wheel estimated angular velocity The delay is used to characterize the delay time Δt1 of the CAN line signal transmission delay and the wheel estimated angular velocity is transmitted at a second frequency. Transmitted to the deviation calculation module.

3. The vehicle motor torque control system according to claim 1, characterized in that: The angular velocity acquisition module acquires the actual angular velocity ω of the motor from the motor sensor m , Accordingly, the second delay module includes a second motor delay submodule configured to delay the estimated angular velocity of the motor The delay is used to represent the delay time Δt2 of the sensor transmission delay and the motor estimated angular velocity is set at a first frequency. Transmitted to the deviation calculation module.

4. The vehicle motor torque control system according to claim 1, characterized in that: The state space equation of the state observer is constructed as: in, is the real-time state variable matrix, and in, Estimate the angle for the motor rotor, Estimate the angle for the loaded rotor, Estimate torque for load; y is the measured output variable matrix, and is the output variable matrix, and C depends on the control quantity of the state observer; L is a 4×2 feedback compensation matrix and is set depending on the poles of the characteristic equation of the state observer; A, B and u are system structure parameters, and their corresponding values ​​are: u=[T e ], And where c is the damping coefficient of the electric vehicle's transmission shaft, K is the electric vehicle's transmission shaft stiffness, J m is the motor moment of inertia, J l is the load moment of inertia, T e The delayed motor target torque.

5. The vehicle motor torque control system according to any one of claims 1 to 4, characterized in that: The compensation torque calculation module is configured to obtain the motor compensation torque T based on the following formula: Dmp : Among them, K p is the dimensionless control coefficient.

6. A method for controlling a motor torque for a vehicle, which can be executed by a motor torque control system for a vehicle according to any one of claims 1 to 5, characterized in that: The steps include: Acquisition steps: Get the motor target torque T Ref 、The actual angular velocity of the motor ω m and the actual angular velocity of the wheel ω l ; Calculation steps: Based on the motor target torque T Ref , the actual angular velocity of the motor ω m and the actual angular velocity of the wheel ω l , calculate the motor compensation torque T Dmp ; Correction step: Based on the motor target torque T Ref and the motor compensation torque T Dmp , calculate the motor theoretical torque T Cmd ; The calculation step includes the following steps: Estimated value acquisition steps: Use the double closed-loop linear observer to obtain the estimated angular velocity of the motor and the estimated angular velocity of the wheel Among them, the estimated angular velocity of the motor output by the state observer is and the estimated angular velocity of the wheel Delay is performed to make it correspond to the actual angular velocity ω of the motor acquired m and the actual angular velocity of the wheel ω l Phase synchronization, and obtain the estimated angular velocity of the motor The actual angular velocity ω of the motor m and the estimated angular velocity at the wheel The actual angular velocity of the wheel ω l The deviation between , which is fed back to the state observer; Compensation torque calculation steps: based on the actual angular velocity ω of the motor collected m and the estimated wheel angular velocity Calculate the motor compensation torque T Dmp .

7. The method for controlling the torque of a motor for a vehicle according to claim 6, characterized in that: In the acquisition step, the actual angular velocity ω of the wheel is collected from the vehicle CAN line. l , Accordingly, in the estimated value acquisition step, the wheel estimated angular velocity The delay is used to characterize the delay time Δt1 of the CAN line signal transmission delay, and the wheel estimated angular velocity after the delay The output is at a second frequency to provide for the demand deviation.

8. The vehicle motor torque control method according to claim 7, characterized in that: In the acquisition step, the actual angular velocity ω of the motor is collected from the motor sensor. m , Accordingly, in the estimated value acquisition step, the motor estimated angular velocity The delay is used to characterize the delay time Δt2 of the sensor transmission lag, and the estimated angular velocity of the motor after the delay The first frequency is output to supply and demand deviation.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the vehicle motor torque control method according to any one of claims 6 to 8 is implemented.

10. A vehicle, characterized in that: It comprises a vehicle motor torque control system according to any one of claims 1 to 5.

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