Motor control method and system and electric power-assisted vehicle

Abstract

The invention relates to the technical field of motor control, and discloses a motor control method and system and an electric power-assisted vehicle, and the motor control method comprises the steps: obtaining a sensor signal and a three-phase current; initial power-assisted torque is obtained on the basis of input voltage of a torque sensor arranged in the motor, active damping is conducted on the initial power-assisted torque, and adjusted power-assisted torque is obtained; inputting the error of the adjusting current and the feedback current into a current loop, and outputting an initial quadrature-direct axis control voltage; calculating an electrical angular velocity, and determining a voltage coupling term based on the feedback current and the electrical angular velocity; performing feedback compensation on the initial quadrature-direct axis control voltage by using a voltage coupling item to obtain a target quadrature-direct axis control voltage; and obtaining a three-phase voltage control signal according to the target quadrature-direct axis control voltage to drive the motor to rotate. According to the motor control method, the resonance problem occurring in the acceleration and deceleration processes of the vehicle can be solved, the influence of a current loop on slow convergence of a voltage item is eliminated, and it is guaranteed that the assistance response speed is not affected by various operation conditions.

Description

Technical Field

[0001] The present application relates to the field of motor control technology, and in particular to a motor control method, system and electric power-assisted vehicle. Background Art

[0002] As electric power-assisted vehicles become more popular around the world, people's expectations for their performance and riding experience are also increasing. The mid-mounted motor is an electric motor installed in the middle of the vehicle body. Due to its excellent handling and power performance, the mid-mounted motor has become an ideal choice for many high-performance electric power-assisted vehicles. However, in actual use, the mid-mounted motor also faces some technical challenges that affect its performance under different riding conditions. The mid-mounted motor is a permanent magnet synchronous motor. When the motor is vector-controlled (field-oriented control, FOC) and the motor operating conditions change, the current loop bandwidth will be attenuated, and the motor assist response speed is greatly affected by the speed, which affects the dynamic performance of the motor. Summary of the invention

[0003] In view of this, the embodiments of the present application provide a motor control method, system and electric power-assisted vehicle, which aim to solve the problem that the motor power-assisted response speed is greatly affected by the rotation speed.

[0004] In a first aspect, an embodiment of the present application provides a motor control method, comprising: Acquire sensor signals in the vehicle and the three-phase current of the motor, wherein the sensor signals include the input voltage of the motor's built-in torque sensor and the real-time sampled motor electrical angle when the user acts on the vehicle; Based on the input voltage of the built-in torque sensor of the motor, an initial assist torque acting on the motor is obtained, and the initial assist torque is actively damped to obtain an adjusted assist torque; determining a regulating current of the motor according to the regulating assist torque, and calculating a feedback current of the motor according to the three-phase current; Inputting the error between the regulating current and the feedback current into the current loop, and outputting the initial AC-axis and DC-axis control voltage of the motor; Calculate the corresponding electrical angular velocity according to the electrical angle, and determine a voltage coupling term based on the feedback current and the electrical angular velocity; Performing feedback compensation on the initial AC- and DC-axis control voltage using the voltage coupling term to obtain a target AC- and DC-axis control voltage; A three-phase voltage control signal for inputting into the motor is obtained according to the target AC- and DC-axis control voltages to drive the motor to rotate.

[0005] In a first possible embodiment of the first aspect, the regulating current includes a direct-axis regulating current and a quadrature-axis regulating current, the feedback current includes a direct-axis feedback current and a quadrature-axis feedback current, and inputting an error between the regulating current and the feedback current into a current loop, and outputting an initial direct- and quadrature-axis control voltage of the motor, comprises: Taking the error between the direct-axis regulation current and the direct-axis feedback current as the first input quantity of the current loop; The error between the quadrature-axis regulation current and the quadrature-axis feedback current is used as a second input quantity of the current loop.

[0006] In a second possible embodiment of the first aspect, the step of inputting the error between the regulating current and the feedback current into a current loop and outputting an initial AC-axis and DC-axis control voltage of the motor further includes: Converging the first input quantity through a direct-axis current loop to obtain an initial direct-axis control voltage; The second input quantity is converged through the quadrature-axis current loop to obtain an initial quadrature-axis control voltage.

[0007] In a third possible embodiment of the first aspect, determining a voltage coupling term based on the feedback current and the electrical angular velocity includes: Calculating a direct-axis voltage coupling term according to the electrical angular velocity, the quadrature-axis inductance, and the quadrature-axis feedback current; The quadrature-axis voltage coupling term is calculated according to the electrical angular velocity, the direct-axis inductance, the flux linkage and the direct-axis feedback current.

[0008] In a fourth possible embodiment of the first aspect, a calculation formula for the direct-axis voltage coupling term is: (1) In formula (1), represents the direct-axis voltage coupling term, represents the electrical angular velocity, represents the quadrature-axis inductance, Represents the quadrature-axis feedback current; The calculation formula of the quadrature axis voltage coupling term is: (2) In formula (2), represents the quadrature-axis voltage coupling term, represents the direct-axis inductance, represents the magnetic linkage, represents the direct-axis feedback current.

[0009] In a fifth possible embodiment of the first aspect, before actively damping the initial assist torque to obtain the adjusted assist torque, the method further includes: The initial assist torque is filtered by a first filter to obtain an optimized assist torque.

[0010] In a sixth possible embodiment of the first aspect, actively damping the initial assist torque to obtain the adjusted assist torque includes: The electrical angular velocity is input into the active damper for processing and outputting a corresponding damping torque, and the optimized assist torque is adjusted using the damping torque to obtain an adjusted assist torque.

[0011] In a seventh possible embodiment of the first aspect, inputting the electrical angular velocity into an active damper for processing and outputting a corresponding damping torque includes: filtering the electrical angular velocity through a second filter to obtain electrical angular velocity fluctuation; The damping torque is calculated according to the electrical angular velocity fluctuation and a preset damping coefficient.

[0012] In a second aspect, an embodiment of the present application provides a motor control system, including: The vehicle main control module is used to obtain sensor signals in the vehicle and the three-phase current of the motor, wherein the sensor signals include the input voltage of the motor's built-in torque sensor and the real-time sampled motor electrical angle when the user acts on the vehicle, and the initial assist torque acting on the motor based on the input voltage of the motor's built-in torque sensor; An active damping module, used for actively damping the initial assist torque to obtain an adjusted assist torque; A current distribution module, used for determining a regulating current of the motor according to the regulating assist torque; A calculation module, used to calculate the feedback current of the motor according to the three-phase current, and calculate the corresponding electrical angular velocity according to the electrical angle; A current loop module, used for inputting the error between the regulating current and the feedback current into the current loop, and outputting the initial AC-axis and DC-axis control voltage of the motor; a decoupling module, configured to determine a voltage coupling term based on the feedback current and the electrical angular velocity, and perform feedback compensation on the initial AC- and DC-axis control voltage using the voltage coupling term to obtain a target AC- and DC-axis control voltage; The motor driving module is used to obtain a three-phase voltage control signal for inputting into the motor according to the target AC and DC axis control voltage, so as to drive the motor to rotate.

[0013] In a third aspect, an embodiment of the present application provides an electric power-assisted vehicle, including a motor control system, wherein the motor control system is used to execute the above-mentioned motor control method.

[0014] The embodiments of the present application have the following beneficial effects: A motor control method of this embodiment includes: obtaining sensor signals in the vehicle and the three-phase current of the motor; obtaining the initial assist torque based on the input voltage of the built-in torque sensor of the motor, actively damping the initial assist torque to obtain the regulated assist torque; inputting the error between the regulated current and the feedback current into the current loop, and outputting the initial AC-DC axis control voltage; calculating the electrical angular velocity, and determining the voltage coupling term based on the feedback current and the electrical angular velocity; using the voltage coupling term to feedback compensate the initial AC-DC axis control voltage to obtain the target AC-DC axis control voltage; obtaining the three-phase voltage control signal according to the target AC-DC axis control voltage to drive the motor to rotate. The motor control method reduces the speed fluctuation by active damping to solve the resonance problem that occurs during the acceleration and deceleration of the vehicle, and then feedback compensates the AC-DC axis control voltage according to the voltage coupling term, eliminating the influence of the current loop on the slow convergence of the voltage coupling term when calculating the AC-DC axis control voltage, and ensuring that the bandwidth of the current loop will not decay during acceleration and deceleration and high-speed operation, that is, the assist response speed will not be affected by various operating conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0016] Figure 1 A schematic diagram of the structure of an electric power-assisted vehicle according to an embodiment of the present application is shown; Figure 2 A first flow chart of the motor control method according to an embodiment of the present application is shown; Figure 3 A schematic diagram showing the motor speed during vehicle acceleration in an embodiment of the present application; Figure 4 A schematic diagram of a frequency spectrum of the motor speed during the acceleration of a vehicle in an embodiment of the present application is shown; Figure 5 A schematic diagram showing the motor speed and motor speed fluctuation after filtering by the second filter in the embodiment of the present application; Figure 6 A second flow chart of the motor control method according to an embodiment of the present application is shown; Figure 7 A structural schematic diagram of a motor control system according to an embodiment of the present application is shown.

[0017] Description of main component symbols: 200-motor control system; 210-vehicle main control module; 220-active damping module; 230-current distribution module; 240-computing module; 250-current loop module; 260-decoupling module; 270-motor drive module. DETAILED DESCRIPTION

[0018] The technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all of the embodiments.

[0019] The components of the embodiments of the present application generally described and shown in the drawings herein may be arranged and designed in various configurations. Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the application claimed for protection, but merely represents the selected embodiments of the present application. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without making creative work belong to the scope of protection of the present application.

[0020] Hereinafter, the terms "including", "having" and their cognates that can be used in various embodiments of the present application are intended only to indicate specific features, numbers, steps, operations, elements, components or a combination of the foregoing items, and should not be understood as first excluding the existence of one or more other features, numbers, steps, operations, elements, components or a combination of the foregoing items or increasing the possibility of one or more features, numbers, steps, operations, elements, components or a combination of the foregoing items. In addition, the terms "first", "second", "third" and the like are only used to distinguish descriptions and cannot be understood as indicating or implying relative importance.

[0021] Unless otherwise defined, all terms (including technical terms and scientific terms) used herein have the same meanings as those generally understood by those skilled in the art to which the various embodiments of the present application belong. The terms (such as those defined in generally used dictionaries) will be interpreted as having the same meanings as the contextual meanings in the relevant technical field and will not be interpreted as having idealized meanings or overly formal meanings unless clearly defined in the various embodiments of the present application.

[0022] In conjunction with the accompanying drawings, some embodiments of the present application are described in detail below. In the absence of conflict, the following embodiments and features in the embodiments can be combined with each other.

[0023] In view of the problems of large speed fluctuations and low motor assist response speed in current motor control systems, the present application provides a motor control method, which effectively solves the acceleration and deceleration resonance problem by actively damping the motor's assist torque. On the basis of solving the acceleration and deceleration resonance problem, the voltage coupling term is compensated to the output end of the current loop to eliminate the problem of slow assist response speed caused by the current loop's failure to converge the voltage coupling term in time.

[0024] Before describing the motor control method of the present application, the structure of the electric power-assisted vehicle is first introduced accordingly.

[0025] Figure 1 A schematic diagram of the structure of an electric power-assisted vehicle proposed in an embodiment of the present application is shown. The electric power-assisted vehicle may be an electric bicycle, an electric motorcycle, an electric tricycle, and the like. Exemplarily, the main structure of the electric power-assisted vehicle includes a frame, a motor, a battery, a controller, a charger, a dashboard, a braking system, a shock absorption system, wheels, tires, and the like. The electric power-assisted vehicle also includes a motor control system, wherein a voltage control system is used to execute a motor control method, drive the motor to rotate, provide auxiliary power, reduce the driver's physical exertion, improve controllability and driving comfort, and enhance the overall driving experience. The motor control system includes a processor and a memory, wherein the memory stores a computer program, and the processor runs the computer program to enable the motor control system to execute the motor control method.

[0026] Among them, the processor can be an integrated circuit chip with signal processing capabilities. The processor can be a general-purpose processor, including a central processing unit (CPU), a graphics processing unit (GPU), a network processor (NP), a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field programmable gate array (FPGA) or at least one of other programmable logic devices, discrete gates or transistor logic devices, and discrete hardware components. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor, etc., which can implement or execute the methods, steps and logic block diagrams disclosed in the embodiments of the present application.

[0027] The memory may be, but is not limited to, a random access memory (RAM), a read only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electric erasable programmable read-only memory (EEPROM), etc. The memory is used to store a computer program, and the processor may execute the computer program accordingly after receiving an execution instruction.

[0028] The motor control method is described below in conjunction with some specific embodiments.

[0029] Figure 2 A flow chart of a motor control method according to an embodiment of the present application is shown. Exemplarily, the motor control method comprises the following steps: S110, acquiring sensor signals in the vehicle and the three-phase current of the motor, wherein the sensor signals include the input voltage of the motor's built-in torque sensor and the real-time sampled motor electrical angle when the user acts on the vehicle.

[0030] In the embodiment of the present application, the corresponding sensor signal can be obtained by multiple sensors arranged on the electric power-assisted vehicle. For example, the sensor may include, but is not limited to, a cadence sensor, a wheel speed sensor, a temperature sensor, an electronic brake handle, an inertia sensor, a pedal torque sensor, a magnetic encoder, and an electronic throttle sensor. Among them, the cadence sensor usually collects the cadence pulse signal, measures the cadence of the vehicle according to the number of cadence pulse signals, the magnetic encoder is used to measure the electrical angle of the motor, and the pedal torque sensor is used to measure the force and position applied by the rider when stepping on the pedal, and converts it into the input voltage (V_sensor) of the built-in torque sensor of the motor. Alternatively, the position or angle change of the throttle can also be detected by the electronic throttle sensor, and converted into the input voltage (V_sensor) of the built-in torque sensor of the motor. The present application can obtain the three-phase current (Ia_fdk / Ib_fdk / Ic_fdk) of the motor by setting a sampling resistor at the low end of each lower bridge arm.

[0031] S120, obtaining an initial assist torque acting on the motor based on an input voltage of a torque sensor built into the motor, actively damping the initial assist torque, and obtaining an adjusted assist torque.

[0032] In one embodiment, the present application uses a vehicle control strategy to analyze and process all the information received, including the electronic gear position and other sensor signals, and converts them into the input voltage of the motor's built-in torque sensor, and outputs the corresponding initial power-assist torque (Te). The initial power-assist torque is based on the rider's manpower and provides appropriate power assistance through the motor. Among them, different input voltages represent different electronic gear positions, and different electronic gear positions correspond to different transmission ratios or motor output characteristic presets. For example, in a high gear, the motor may output at a higher speed and greater torque to meet the needs of high-speed riding; in a low gear, the motor may provide a greater starting torque, which is suitable for climbing or low-speed high torque requirements.

[0033] In one embodiment, in order to solve the impact problem of acceleration and deceleration caused by gear clearance of an electric power-assisted vehicle, the present application filters the initial power-assisted torque through a first filter to obtain an optimized power-assisted torque (Te_flt). The first filter may be a first-order low-pass filter, which can smooth the signal, remove high-frequency noise and improve control accuracy.

[0034] In the embodiment of the present application, the motor speed during the acceleration of the grab vehicle is as follows: Figure 3 As shown in the figure, the motor speed fluctuates violently during acceleration, causing the rider to feel that the power assist is not smooth. The motor speed is analyzed by fast Fourier transform (FFT). Figure 4 It can be seen that the amplitude of the harmonic components within 13~20 Hz is significantly larger than the amplitude of other nearby frequency components, which indicates that there is a resonance problem in the vehicle system.

[0035] In one embodiment, in order to solve the resonance problem when the vehicle system accelerates or decelerates, the present application samples the electrical angle (e_angle) of the motor through a magnetic encoder. After the magnetic encoder samples the electrical angle, it uses the frequency measurement method (M method) to count the number of pulses of the magnetic encoder within a unit time, thereby calculating the electrical angular velocity value (e_omega). The present application uses a second filter to remove low-frequency components and DC components to extract effective electrical angular velocity fluctuations (e_omega_ac). Among them, the second filter is a first-order high-pass filter, which can remove low-frequency interference and DC offset caused by mechanical structure, sensor deviation or other environmental factors, so as to obtain a more accurate electrical angular velocity fluctuation signal. According to the conversion formula between the motor electrical angular velocity and the motor speed, the motor speed and the motor speed fluctuation can be obtained. The motor speed after filtering by the first filter is as follows: Figure 5 As shown, it can be seen that the motor speed fluctuation is completely filtered out, but the original normal acceleration signal is not affected.

[0036] In one embodiment, the motor control method determines the damping torque according to the product of the speed fluctuation obtained by filtering the second filter and the preset damping coefficient, wherein the damping torque Te_resist (N*m) = damping coefficient c (N*m*min / r) * motor speed fluctuation (r / min, revolutions per minute). The filtered power-assist torque is negatively feedback-regulated according to the damping torque to obtain the regulated power-assist torque. When the whole vehicle accelerates, the power-assist torque is appropriately reduced and optimized based on the damping torque. When the whole vehicle decelerates, the power-assist torque is appropriately increased and optimized based on the damping torque, thereby avoiding drastic fluctuations in speed during acceleration and deceleration, which causes people to perceive the power-assistance as being uneven during riding.

[0037] In an optional embodiment, the preset damping coefficient can be set to an optimal value range of [-130, -100], that is, the assist torque of the motor is reduced when the vehicle speed increases, and the input torque of the motor is increased when the vehicle speed decreases, so as to stabilize the motor speed.

[0038] S130, determining a regulating current of the motor according to the regulating assist torque, and calculating a feedback current of the motor according to the three-phase current; In one embodiment, the regulating current of the motor includes a direct-axis regulating current and a quadrature-axis regulating current, and the direct-axis regulating current (Id_ref) and the quadrature-axis regulating current (Iq_ref) can be determined by a direct-axis current control strategy (Id=0) or an MTPA control strategy. The direct-axis current control strategy is: the direct-axis regulating current is set to zero according to the regulating assist torque, and the torque of the motor is completely generated by the quadrature-axis current (Iq), so the quadrature-axis regulating current will be set according to the required regulating assist torque. The MTPA control strategy is: under a given current amplitude, the regulating assist torque output is achieved by optimizing the distribution of the direct-axis regulating current and the quadrature-axis regulating current.

[0039] In another embodiment, the feedback current of the motor includes a direct-axis feedback current (Id_fdk) and a quadrature-axis feedback current (Iq_fdk), and the three-phase current is transformed by Clark transformation and Park transformation to obtain a direct-axis feedback current and a quadrature-axis feedback current, wherein the Clark transformation is to convert the three-phase current in a three-phase coordinate system into a current in a two-phase stationary coordinate system; the Park transformation is to convert the current in a two-phase stationary coordinate system into a current in a two-phase rotating coordinate system, i.e., a direct-axis feedback current and a quadrature-axis feedback current.

[0040] S140, input the error between the regulated current and the feedback current into the current loop, and output the initial AC-axis and DC-axis control voltage.

[0041] In one embodiment, the present application converts the control of the AC-DC control voltage into a single-loop control system with two independent control channels through a current loop, including a direct-axis current loop and a quadrature-axis current loop, which can accurately handle the independent control of the two-axis current to achieve precise torque control. The current loop achieves precise control of the motor system output by adjusting the two parameters of proportion and integration. The proportional control function is to adjust the AC-DC control voltage according to the difference between the direct-axis adjustment current and the direct-axis feedback current, and the integral control function is to adjust the AC-DC control voltage by the integral deviation, which can eliminate steady-state errors.

[0042] In one embodiment, the error between the direct-axis regulation current and the direct-axis feedback current is used as the first input quantity of the current loop, and the first input quantity is converged through the direct-axis current loop to obtain an initial direct-axis control voltage. The direct-axis current loop forms a control deviation based on the direct-axis regulation current and the direct-axis feedback current, and the proportion and integral of the deviation are linearly combined to form an initial direct-axis control voltage to control the motor speed. The transfer function of the direct-axis current loop is: ,in, is the proportional gain of the direct-axis current loop, is the integral gain of the direct axis current loop, is a complex variable.

[0043] In another embodiment, the error between the quadrature-axis regulation current and the quadrature-axis feedback current is used as the second input quantity of the current loop, and the second input quantity is converged through the quadrature-axis current loop to obtain the initial quadrature-axis control voltage. The quadrature-axis current loop forms a control deviation based on the quadrature-axis regulation current and the quadrature-axis feedback current, and the proportion and integral of the deviation are linearly combined to form the initial direct-axis control voltage to control the motor speed. The transfer function of the quadrature-axis current loop is: ,in, is the proportional gain of the quadrature-axis current loop, is the integral gain of the quadrature-axis current loop.

[0044] S150, calculating the corresponding electrical angular velocity according to the electrical angle, and determining a voltage coupling term based on the feedback current and the electrical angular velocity.

[0045] In the embodiment of the present application, a decoupling module is added after the assist torque is actively damped. This is because if the decoupling module is added before the resonance problem is solved, the speed fluctuation will cause the compensated voltage fluctuation, and the speed fluctuation will be further amplified. Therefore, the decoupling function can only be turned on when the speed fluctuation is small. The motor voltage equation is: (1) In formula (1), Indicates the motor direct axis (d-axis) voltage, represents the motor quadrature axis (q-axis) voltage, represents the d-axis current value, The value is the current q-axis current value, is the motor electrical angular velocity, is the d-axis inductance, is the q-axis inductance, is the phase resistance, is the permanent magnet flux. From the motor voltage equation, we know that there is a voltage coupling term in the d / q axis voltage, and the d axis voltage equation is coupled into the q axis parameter ( ), the q-axis voltage equation is coupled into the d-axis parameters . And when the electrical angular velocity increases, the voltage proportion of the coupling term will increase, and the current loop will be difficult to converge quickly at this time, so the current loop bandwidth will be affected. In order to solve the problem of slow response speed of the motor system during acceleration and deceleration and high-speed operation, this application adds a decoupling module to the current loop.

[0046] In one embodiment, the present application calculates the direct-axis voltage coupling term according to the electrical angular velocity, the quadrature-axis inductance, and the quadrature-axis feedback current, wherein the calculation formula of the direct-axis voltage coupling term is: The quadrature-axis voltage coupling term is calculated based on the electrical angular velocity, the direct-axis inductance, the flux linkage, and the direct-axis feedback current. The calculation formula of the quadrature-axis voltage coupling term is: .

[0047] S160, using the voltage coupling term to perform feedback compensation on the initial AC- and DC-axis control voltage to obtain a target AC- and DC-axis control voltage.

[0048] In one embodiment, the present application performs feedback compensation on the initial direct-axis control voltage by the direct-axis voltage coupling term to obtain a target direct-axis control voltage; and performs feedback compensation on the initial quadrature-axis control voltage by the quadrature-axis voltage coupling term to obtain a target quadrature-axis control voltage. Among them, the present application adopts positive feedback compensation, and by adding the direct-axis voltage coupling term to the initial direct-axis control voltage input by the motor, and adding the quadrature-axis voltage coupling term to the initial quadrature-axis control voltage, the influence of the AC loop not being able to converge the voltage coupling term in time can be eliminated, and the motor can be decoupled.

[0049] S170, obtaining a three-phase voltage control signal for inputting into the motor according to the target AC and DC axis control voltage to drive the motor to rotate.

[0050] In one embodiment, if Figure 6As shown in FIG. 1 , the target direct-axis control voltage and the target quadrature-axis control voltage are converted back to voltage values ​​in the three-phase stationary coordinate system through Park inverse transformation, and then output as duty cycle values ​​(Va / Vb / Vc) of three-phase PWM (Pulse Width Modulation) signals through a two-level space vector modulation algorithm (SpaceVector Pulse Width Modulation, SVPWM). The calculated duty cycle values ​​are sent to the inverter to generate a three-phase voltage control signal to control the operation of the motor.

[0051] Figure 7 A schematic diagram of the structure of a motor control system 200 according to an embodiment of the present application is shown. Exemplarily, the motor control system 200 includes: The vehicle main control module 210 is used to obtain sensor signals in the vehicle and the three-phase current of the motor, wherein the sensor signals include the input voltage of the motor's built-in torque sensor and the real-time sampled motor electrical angle when the user acts on the vehicle, and the initial assist torque acting on the motor based on the input voltage of the motor's built-in torque sensor.

[0052] The active damping module 220 is used to actively damp the initial assist torque to obtain an adjusted assist torque.

[0053] The current distribution module 230 is used to determine the regulating current of the motor according to the regulating assist torque.

[0054] The calculation module 240 is used to calculate the feedback current of the motor according to the three-phase current, and calculate the corresponding electrical angular velocity according to the electrical angle.

[0055] The current loop module 250 is used to input the error between the regulating current and the feedback current into the current loop, and output the initial AC and DC axis control voltage of the motor.

[0056] The decoupling module 260 is used to determine a voltage coupling term based on the feedback current and the electrical angular velocity, and use the voltage coupling term to perform feedback compensation on the initial AC- and DC-axis control voltage to obtain a target AC- and DC-axis control voltage.

[0057] The motor driving module 270 is used to obtain a three-phase voltage control signal for inputting into the motor according to the target AC- and DC-axis control voltages, so as to drive the motor to rotate.

[0058] It can be understood that the motor control system 200 of this embodiment corresponds to the motor control method of the above embodiment, and the options in the above embodiment are also applicable to this embodiment, so they will not be described repeatedly here.

[0059] In several embodiments provided in the present application, it should be understood that the disclosed devices and methods can also be implemented in other ways. The device embodiments described above are merely schematic. For example, the flowcharts and structure diagrams in the accompanying drawings show the possible architecture, functions and operations of the devices, methods and computer program products according to multiple embodiments of the present application. In this regard, each box in the flowchart or block diagram can represent a module, a program segment or a part of a code, and the module, a program segment or a part of a code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in an alternative implementation, the functions marked in the box can also occur in a different order from the order marked in the accompanying drawings. For example, two consecutive boxes can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the structure diagram and / or the flow diagram, and the combination of boxes in the structure diagram and / or the flow diagram, can be implemented with a dedicated hardware-based system that performs a specified function or action, or can be implemented with a combination of dedicated hardware and computer instructions.

[0060] In addition, the functional modules or units in the various embodiments of the present application may be integrated together to form an independent part, or each module may exist separately, or two or more modules may be integrated to form an independent part.

[0061] If the functions are implemented in the form of software function modules and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for enabling a computer device (which can be a smart phone, a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present application.

[0062] The above description is only a specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application.

Claims

1. A motor control method, characterized in that: include: Acquire sensor signals in the vehicle and the three-phase current of the motor, wherein the sensor signals include the input voltage of the motor's built-in torque sensor and the real-time sampled motor electrical angle when the user acts on the vehicle; Based on the input voltage of the built-in torque sensor of the motor, an initial assist torque acting on the motor is obtained, and the initial assist torque is actively damped to obtain an adjusted assist torque; determining a regulating current of the motor according to the regulating assist torque, and calculating a feedback current of the motor according to the three-phase current; Inputting the error between the regulating current and the feedback current into the current loop, and outputting the initial AC-axis and DC-axis control voltage of the motor; Calculate the corresponding electrical angular velocity according to the electrical angle, and determine a voltage coupling term based on the feedback current and the electrical angular velocity; Performing feedback compensation on the initial AC- and DC-axis control voltage using the voltage coupling term to obtain a target AC- and DC-axis control voltage; A three-phase voltage control signal for inputting into the motor is obtained according to the target AC- and DC-axis control voltages to drive the motor to rotate.

2. The motor control method according to claim 1, characterized in that: The regulating current includes a direct-axis regulating current and a quadrature-axis regulating current, the feedback current includes a direct-axis feedback current and a quadrature-axis feedback current, and the error between the regulating current and the feedback current is input into a current loop, and the initial quadrature-direct-axis control voltage of the motor is output, including: Taking the error between the direct-axis regulation current and the direct-axis feedback current as the first input quantity of the current loop; The error between the quadrature-axis regulation current and the quadrature-axis feedback current is used as a second input quantity of the current loop.

3. The motor control method according to claim 2, characterized in that: The step of inputting the error between the regulating current and the feedback current into the current loop and outputting the initial AC-axis and DC-axis control voltage of the motor further comprises: Converging the first input quantity through a direct-axis current loop to obtain an initial direct-axis control voltage; The second input quantity is converged through the quadrature-axis current loop to obtain an initial quadrature-axis control voltage.

4. The motor control method according to claim 2, characterized in that: The determining of a voltage coupling term based on the feedback current and the electrical angular velocity comprises: Calculating a direct-axis voltage coupling term according to the electrical angular velocity, the quadrature-axis inductance, and the quadrature-axis feedback current; The quadrature-axis voltage coupling term is calculated according to the electrical angular velocity, the direct-axis inductance, the flux linkage and the direct-axis feedback current.

5. The motor control method according to claim 4, characterized in that: The calculation formula of the direct axis voltage coupling term is: （1） In formula (1), represents the direct-axis voltage coupling term, represents the electrical angular velocity, represents the quadrature-axis inductance, Represents the quadrature-axis feedback current; The calculation formula of the quadrature axis voltage coupling term is: （2） In formula (2), represents the quadrature-axis voltage coupling term, represents the direct-axis inductance, represents the magnetic linkage, represents the direct-axis feedback current.

6. The motor control method according to claim 1, characterized in that: Before actively damping the initial assist torque to obtain the adjusted assist torque, the method further includes: The initial assist torque is filtered by a first filter to obtain an optimized assist torque.

7. The motor control method according to claim 6, characterized in that: The step of actively damping the initial assist torque to obtain an adjusted assist torque includes: The electrical angular velocity is input into the active damper for processing and outputting a corresponding damping torque, and the optimized assist torque is adjusted using the damping torque to obtain an adjusted assist torque.

8. The motor control method according to claim 7, characterized in that: The step of inputting the electrical angular velocity into the active damper for processing and outputting a corresponding damping torque comprises: filtering the electrical angular velocity through a second filter to obtain electrical angular velocity fluctuation; The damping torque is calculated according to the electrical angular velocity fluctuation and a preset damping coefficient.

9. A motor control system, characterized in that: include: The vehicle main control module is used to obtain sensor signals in the vehicle and the three-phase current of the motor, wherein the sensor signals include the input voltage of the motor's built-in torque sensor and the real-time sampled motor electrical angle when the user acts on the vehicle, and the initial assist torque acting on the motor based on the input voltage of the motor's built-in torque sensor; An active damping module, used for actively damping the initial assist torque to obtain an adjusted assist torque; A current distribution module, used for determining a regulating current of the motor according to the regulating assist torque; A calculation module, used to calculate the feedback current of the motor according to the three-phase current, and calculate the corresponding electrical angular velocity according to the electrical angle; A current loop module, used for inputting the error between the regulating current and the feedback current into the current loop, and outputting the initial AC-axis and DC-axis control voltage of the motor; a decoupling module, configured to determine a voltage coupling term based on the feedback current and the electrical angular velocity, and perform feedback compensation on the initial AC- and DC-axis control voltage using the voltage coupling term to obtain a target AC- and DC-axis control voltage; The motor driving module is used to obtain a three-phase voltage control signal for inputting into the motor according to the target AC and DC axis control voltage, so as to drive the motor to rotate.

10. An electric power-assisted vehicle, characterized in that: It comprises a motor control system, and the motor control system is used to execute the motor control method according to any one of claims 1 to 8.

Images