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

Abstract

The present 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 includes the following modules: a target torque acquisition unit configured to acquire a motor target torque T associated with a vehicle pedal parameter; Ref ; Compensation torque calculation unit, which is configured to calculate the motor compensation torque T Dmp ; Theoretical torque calculation unit, which is configured to be based on the motor target torque T Ref and the motor compensation torque T Dm Calculate the motor theoretical torque T Cmd wherein the compensation torque calculation unit includes an angular velocity acquisition module, a first delay module, a state observer, a second delay module, a deviation module, and a compensation torque calculation module, wherein the angular velocity acquisition module is configured to obtain 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 .

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] Vehicle jitter can occur during motion, especially when starting or braking (i.e., when the motor torque crosses zero). This can cause significant torsional vibration in the transmission system, exacerbating the jitter. This jitter can reduce the lifespan or even damage related components, while also exacerbating noise issues and creating a negative driving experience for users.

[0003] Currently, most automotive motor torque control methods for addressing this jitter phenomenon utilize filters or wheel speed comparison methods to extract motor speed jitter, and then apply a torque opposite to the jitter to achieve an active damping effect. For example, when using filters, only limited jitter suppression can be achieved at motor torque zero crossings, primarily because the filters cannot effectively extract motor speed jitter caused by gear backlash. Prior art methods are known to specifically utilize wheel speed comparison methods to suppress jitter at motor torque zero crossings, using the wheel speed signal as the basis for determining the motor's target speed. However, wheel speed signals suffer from signal delays and low update rates, making it difficult to achieve effective compensation for motor torque. Furthermore, directly acquired wheel speed signals are susceptible to interference from road conditions, causing the motor compensation torque derived from them to fluctuate with 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] The target torque acquisition unit is configured to acquire the motor target torque T associated with the vehicle pedal parameter. Ref ;

[0008] The 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 target torque T of the motor based on the 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 Delay and set 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 and the actual angular velocity ω of the motor m and the estimated angular velocity at the wheel and the actual angular velocity ω of the wheel 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 wheel angular velocity ω via 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 Delayed to represent the delay time Δt1 of the CAN line signal transmission delay and the wheel estimated angular velocity is set at a second frequency Transmit 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 Delay for a delay time Δt2 representing the sensor transmission lag and estimate the angular velocity of the motor 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 the load;

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

[0024] is the output variable matrix, and

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

[0026] L is a 4×2 feedback compensation matrix and is set based 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 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 method for controlling torque of a motor for a vehicle 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 of the wheel ω 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 of the wheel ω 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 and the actual angular velocity ω of the motor m and the estimated angular velocity at the wheel and the actual angular velocity ω of the wheel 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 angular velocity after the delay is estimated Output at a second frequency to supply and 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 delayed motor angular velocity is estimated Output at a first frequency 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. When the computer program is executed by a processor, the vehicle motor torque control method described above is implemented.

[0045] Finally, according to a fourth aspect of the present invention, a vehicle is also provided, 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 embodiments and drawings are only exemplary descriptions of the technical solution of the present invention and should not be regarded as the entire invention or as a limitation or restriction of the technical solution of the present invention.

[0050] The terms "up," "down," "left," "right," "front," "back," "front," "back," "top," and "bottom" mentioned or potentially mentioned in this specification are defined relative to the structures shown in the accompanying drawings. They are relative concepts and may vary depending on their location or usage. Therefore, these or other directional terms should not be interpreted as restrictive. In addition, the terms "first," "second," "third," and similar expressions are used only for descriptive and distinguishing purposes and should not be understood to indicate or imply the relative importance of the corresponding components.

[0051] refer to Figure 1 , the vehicle motor torque control system and the vehicle motor torque control method executable by the vehicle motor torque control system according to the present invention are described in detail, wherein, Figure 1 A flowchart shows 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 vehicle pedal parameters (such as accelerator pedal depth parameter or 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 next 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 wheel angular velocity 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 The actual angular velocity of the wheel converted to the motor is obtained by converting the rotational speed parameter (unit of which can be: revolutions per minute) measured by the wheel speed sensor into the wheel angular velocity and 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 working condition parameters. Here, we introduce the wheel estimated angular velocity 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 The delay is transmitted to the subsequent dual closed-loop linear observer. This delay is primarily used to simulate the delay effect of the current loop implementation, and the delay time Δt3 depends on the PWM switching frequency (PWM = Pulse Width Modulation) and the current loop parameter settings. This time delay Δt3 can be, for example, 1 ms.

[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 collected 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 assigned to the first frequency is 1 ms, and the sampling period assigned to 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 consideration of this 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 The actual angular velocity of the motor ω is collected m Keep in sync and make the wheel angular velocity estimated by the state observer output and the actual wheel angular velocity ω collected l The double closed-loop linear observer calculates at a larger first frequency, outputs the estimated result every 1ms as shown in the figure, and estimates the angular velocity of the wheel output every 1ms. Select (for example, select an output signal every 10ms) for subsequent comparison with the actual wheel angular velocity ω 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 fed back every 10ms. 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 feedback deviation as the calculation basis within the 10ms time interval. m Estimated angular velocity with motor The deviation between By delaying the actual wheel angular velocity signal, which has a longer sampling period, and changing its sampling frequency, the update rate of motor torque control or compensation torque calculation based on the wheel speed signal (which can achieve active damping control for anti-shake) can be increased, for example, from the original 10ms update rate to 1ms.

[0055] In an optional embodiment, 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 Delay is used to characterize the delay time Δt1 of the CAN line signal transmission delay and the wheel estimated angular velocity is calculated at the second frequency 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 embodiment, 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 Delay for representing the delay time Δt2 of the sensor transmission lag and estimate the angular velocity of the motor at the 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 involved, 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 the load;

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

[0061] is the output variable matrix, and

[0062] C depends on the control variable 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 motor target torque after delay;

[0066] L is a 4×2 feedback compensation matrix And it depends on the setting of 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 embodiment, according to the actual angular velocity ω of the motor m and the wheel angular velocity estimated by the double closed-loop linear observer Calculate the target torque T for the motor Ref Motor compensation torque T Dmp , and the motor target torque T Ref 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 half of , it is calculated according to the following formula:

[0073]

[0074] Among them, K p is the dimensionless control coefficient. Here, instead of directly acquiring the actual wheel angular velocity signal, the estimated wheel angular velocity signal based on the state observer is smoother and has less latency, especially less than when using a filter, due to its lack of interference from external factors. This also makes it possible to use the wheel angular velocity signal throughout the entire process to extract motor speed jitter, enabling better jitter feature extraction even at motor torque zero crossings.

[0075] In summary, by calculating the motor compensation torque based on the actual motor angular velocity and the estimated wheel angular velocity signal obtained using a dual closed-loop linear observer, this vehicle motor torque control system is immune to changes in vehicle system parameters and operating parameters. Furthermore, by delaying the output signal from the state observer, a smoother motor compensation torque can be obtained, thereby improving the real-time performance of the motor compensation torque. In one embodiment of the present invention, by specifically delaying the estimated motor angular velocity, the hysteresis characteristics of sensor signal transmission in electric vehicles can be simulated. In another embodiment of the present invention, by specifically delaying the estimated wheel angular velocity, the hysteresis characteristics of vehicle CAN line signal transmission can be simulated. In another embodiment of the present invention, the provision of a related delay processing module enables a high update rate of the motor compensation torque even when using wheel-related signals with a low sampling frequency.

[0076] According to a second aspect of the present invention, a vehicle motor torque control method is provided that can be performed by the vehicle motor torque control system having the above-mentioned features and advantages. 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 of the wheel ω l , calculate the motor compensation torque T Dmp , which can be performed as a whole by the compensation torque calculation unit of the 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 the theoretical torque calculation unit of the 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 and the actual angular velocity ω of the motor m and the estimated angular velocity at the wheel and the actual angular velocity ω of the wheel 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 delayed motor angular velocity is estimated Outputting at the 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 angular velocity after the delay is estimated Outputting the supply-demand deviation at the second frequency may be performed by the second wheel delay submodule of the vehicle motor torque control system.

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

[0086] According to a third aspect of the present invention, a computer-readable storage medium is provided, on which a computer program is stored. When executed by a processor, the computer program implements 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 referred to herein includes various types of computer storage media and can be any available medium accessible by a general-purpose or special-purpose computer. For example, the computer-readable storage medium can include RAM, ROM, EPROM, EPROM, registers, hard disks, removable disks, CD-ROMs or other optical disk storage, magnetic disk storage or other magnetic storage devices, or any other temporary or non-temporary medium capable of carrying or storing desired program code units in the form of instructions or data structures and accessible by a general-purpose or special-purpose computer, or a general-purpose or special-purpose processor. Regarding the computer-readable storage medium according to the present invention, reference is made to the explanation of the vehicle motor torque control method or system according to the present invention, and no further details are given.

[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.

[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 Delay and set 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 and the actual angular velocity ω of the motor m and the estimated angular velocity at the wheel and the actual angular velocity ω of the wheel 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 Delayed to represent the delay time Δt1 of the CAN line signal transmission delay and the wheel estimated angular velocity is set at a second frequency Transmit 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 Delay for a delay time Δt2 representing the sensor transmission lag and estimate the angular velocity of the motor 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 the load; y is the measured output variable matrix, and is the output variable matrix, and C depends on the control variable of the state observer; L is a 4×2 feedback compensation matrix and is set based 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 torque of a motor for a vehicle, which can be executed by the 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 and the actual angular velocity ω of the motor m and the estimated angular velocity at the wheel and the actual angular velocity ω of the wheel 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 vehicle motor torque control method 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 angular velocity after the delay is estimated Output at a second frequency to supply and 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 delayed motor angular velocity is estimated Output at a first frequency 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: The vehicle motor torque control system comprises the vehicle motor torque control system according to any one of claims 1 to 5.

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