Motor torque prediction method, device and equipment and vehicle

Abstract

The invention provides a motor torque prediction method, device and equipment and a vehicle, which are used for solving the problem that a battery pack is overcharged and overdischarged due to lagged response of a vehicle control unit caused by CAN network transmission delay. The motor torque prediction method comprises the following steps: sending a request torque to a motor controller; acquiring the actual rotating speed of the motor output by the motor controller after processing according to the request torque; according to the actual rotating speed of the motor and the request torque, predicting corresponding initial estimated torque of the motor after a plurality of preset delays; the specific durations of the plurality of preset delays are different; and according to the actual rotating speed of the motor and the plurality of initial estimated torques of the motor, selecting an optimal value from the plurality of initial estimated torques of the motor as an estimated value of the current execution torque of the motor.

Description

Technical Field

[0001] The present application relates to the field of vehicle control, and specifically to a motor torque prediction method, device, equipment and vehicle. Background Art

[0002] New energy vehicles have a battery pack. At normal temperature and low voltage level (State of Charge, SOC), the battery pack has charging power and discharging power limits; especially under extreme conditions (i.e. at low temperature and low SOC), the charging and discharging power limits of the battery pack will become more stringent, requiring more precise power control. If you are not careful, it is easy to cause battery overcharging and over-discharging problems. The overcharging problem refers to the charging power of the battery pack being greater than its maximum allowable charging power, while the over-discharging problem refers to the discharge power of the battery pack being greater than its maximum allowable discharge power. The root cause of the overcharging and over-discharging problems is that the battery pack is not able to charge and discharge under extreme conditions due to insufficient working capacity.

[0003] Under transient conditions, it is easy to cause unbalanced power calculation. Due to the CAN or CANFD transmission delay in the information interaction of multiple subsystems, the motor torque limit is not timely and the motor torque control scheme is unreasonable, which ultimately leads to inaccurate engine power control and easy to cause overcharging and over-discharging problems.

[0004] To solve the problem of overcharge and overdischarge, in addition to improving the overcharge and overdischarge capabilities of the battery pack from the perspective of material selection and design (i.e. optimizing the design from the hardware perspective), multi-subsystem optimization can also be carried out from the perspective of architecture design and control. For distributed domain control systems, transmission delay time is an important influencing factor, which mainly includes the following three components: after the ADC sampling and processing of the battery management system BMS, there is a certain delay in the transmission of the CAN bus to the vehicle controller VCU through analysis and calculation; the vehicle controller VCU analyzes the chassis torque requirements, battery pack torque limit requirements, and motor power limit requirements, and sends the control torque to the motor controller IPU. This process has a bus transmission delay; the motor controller IPU receives the control torque request issued by the vehicle controller and analyzes the actual required execution torque according to the motor state. The execution torque is usually not equal to the control torque sent by the VCU. The motor controller IPU will feed back the execution torque to the vehicle controller VCU. The vehicle controller VCU receiving process still has CAN transmission delay. Therefore, the information received by the vehicle controller VCU is generally data from a period of time ago, so the judgment of overcharge and overdischarge problems often lags behind the moment when the battery management system BMS issues a fault.

[0005] In response to this problem, previous solutions often limit the battery usage limit and prevent the charging and discharging power from exceeding the limit. However, this does not release the actual working capacity of the power battery and wastes resources. For extended-range vehicles, the situation is a little more complicated. The vehicle controller VCU will also analyze the power demand and send engine start and stop instructions. During the engine startup process, additional electricity will be consumed and there will be power generation delays. The vehicle controller VCU will issue a power generation request. After the engine is started, the vehicle controller VCU will also control the generator to execute, propose a power generation speed requirement, and let the generator participate in the engine speed regulation process. The generator adjusts the torque execution in real time in a closed loop according to the torsional vibration working conditions of the range extender, and feeds the torque back to the vehicle controller VCU. There is a 10-20ms transmission delay in the information sent by the motor controller IPU to the vehicle controller VCU. When the information sent by the motor controller IPU has a serious low-pass filtering effect, the delay received by the vehicle controller VCU can even reach 40-50ms. The precise torque information is lost, resulting in delayed judgment and response. The vehicle controller VCU cannot distinguish the actual power of each electrical component. Under extreme working conditions, it cannot make the best torque arbitration, which easily leads to overcharging and over-discharging problems. Summary of the invention

[0006] The present invention provides a motor torque prediction method, device, equipment and vehicle, which are used to solve the problem of delayed response of a vehicle controller VCU due to CAN network transmission delay, which ultimately causes overcharging and over-discharging of a battery pack.

[0007] The technical solution of the present invention is:

[0008] On the one hand, the present application also provides a motor torque prediction method, the motor torque prediction method comprising:

[0009] Sending a requested torque to the motor controller;

[0010] Acquire the actual speed of the motor output by the motor controller after processing the requested torque;

[0011] According to the actual speed of the motor and the requested torque, predicting the initial estimated torques of the motor respectively corresponding to a plurality of preset delays; the specific durations of the plurality of preset delays are different;

[0012] According to the actual rotation speed of the motor and the multiple initial estimated torques of the motor, an optimal value is selected from the multiple initial estimated torques of the motor as the estimated value of the current execution torque of the motor.

[0013] Preferably, according to the actual speed of the motor and the multiple initial estimated torques of the motor, the step of selecting an optimal value from the multiple initial estimated torques of the motor as the current execution torque of the motor includes:

[0014] Converting the plurality of motor initial estimated torques into a plurality of motor initial estimated rotation speeds;

[0015] Calculating the speed differences between the initial estimated speeds of the multiple motors and the actual speeds of the motors;

[0016] The initial estimated torque of the motor corresponding to the smallest absolute value of the plurality of speed difference values ​​is taken as the optimal value, and is used as the estimated value of the current execution torque of the motor.

[0017] Preferably, the plurality of preset delays are determined in advance by performing off-line simulation tests on internal quantities of the motor and data transmitted on a power domain CAN bus.

[0018] Preferably, the step of predicting the initial estimated torques of the motor respectively corresponding to the motor after a plurality of preset delays according to the actual motor speed and the requested torque comprises:

[0019] Calculating the product of the actual speed of the motor and the preset gain coefficient corresponding to each preset delay respectively;

[0020] Converting each of the products into torque compensation amounts respectively;

[0021] Each of the torque compensation amounts and the requested torque is added together to obtain an initial estimated torque of the motor corresponding to each preset delay.

[0022] Preferably, the method further comprises:

[0023] Combined with the current execution torque of the motor, optimal torque arbitration is performed for each electrical component on the vehicle.

[0024] On the other hand, the present application also provides a motor torque prediction device, the motor torque prediction device comprising:

[0025] A sending module, used for sending a requested torque to a motor controller;

[0026] A motor actual speed acquisition module, used to acquire the motor actual speed output by the motor controller after processing according to the requested torque;

[0027] A motor initial estimated torque prediction module, used to predict the motor initial estimated torques corresponding to each other after a plurality of preset delays according to the motor actual speed and the requested torque; the specific durations of the plurality of preset delays are different;

[0028] The current execution torque determination module is used to select an optimal value from the multiple initial estimated torques of the motor as the torque value of the current execution torque of the motor according to the actual speed of the motor and the multiple initial estimated torques of the motor.

[0029] Preferably, the currently executing torque determination module comprises:

[0030] a motor initial estimated speed conversion unit, used for converting a plurality of the motor initial estimated torques into a plurality of motor initial estimated speeds;

[0031] A difference calculation unit, used to calculate the speed differences between the initial estimated speeds of the multiple motors and the actual speeds of the motors;

[0032] The current execution torque determination unit is used to take the initial estimated torque of the motor corresponding to the smallest absolute value of the multiple speed difference values ​​as the optimal value and use it as the estimated value of the current execution torque of the motor.

[0033] Preferably, the plurality of preset delays are determined in advance by performing off-line simulation tests on internal quantities of the motor and data transmitted on the CAN bus.

[0034] On the other hand, the present application also provides a control device, including a processor, a memory, and a program or instruction stored in the memory and executable on the processor, wherein the program or instruction, when executed by the processor, implements the steps of the motor torque prediction method as described above.

[0035] On the other hand, the present application also provides a vehicle, comprising the above-mentioned motor torque prediction device.

[0036] The beneficial effects of the present invention are:

[0037] Due to the delay in CAN transmission, the actual execution torque of the motor output by the motor controller after processing the requested torque is not the real execution torque of the motor at the current collection time; the present application makes a delayed prediction of the actual execution torque of the motor collected at the current collection time, and can predict in advance the current execution torque corresponding to the motor at the current collection time; further, the vehicle controller can identify in advance that the execution torque of the motor exceeds the limit, and can perform the optimal torque arbitration according to the actual power of each power-consuming component in advance, thereby reducing the probability of overcharging and over-discharging of the battery pack. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 A schematic diagram of a flow chart of a motor torque prediction method in an embodiment of the present application;

[0039] Figure 2 This is a flow chart of step S3 in the embodiment of the present application;

[0040] Figure 3 This is a flow chart of step S4 in the embodiment of the present application;

[0041] Figure 4 A schematic diagram of the CAN bus and nodes in the power domain in an embodiment of the present application;

[0042] Figure 5 A schematic diagram of the principle of motor torque prediction in an embodiment of the present application;

[0043] Figure 6 A schematic diagram of a torque prediction function considering dynamic delay in an embodiment of the present application;

[0044] Figure 7 Schematic diagram of the flow of the motor torque prediction device in the embodiment of the present application. DETAILED DESCRIPTION

[0045] The method of the present invention is further described below in conjunction with the embodiments and accompanying drawings. This embodiment is implemented based on the technical solution of the present invention, and provides a detailed implementation method and specific operation process, but the protection scope of the present invention is not limited to the following embodiments.

[0046] It is known that for the vehicle distributed domain control system, its power balance equation can be expressed as follows (1):

[0047] P M (t k )+P GE (t k )+P Eng (t k )+P A (t k )=P B (t k ) (1)

[0048] P M (t k ) is the actual motor power at the kth moment, P GE (t k ) is the actual power of the generator at the Kth moment, P Eng (t k ) is the actual engine power at the Kth moment, P A (t k ) is the accessory and resistance power at the Kth moment, P B (t k ) is the actual power of the battery pack at the kth moment. Positive power indicates discharge, and negative power indicates charging. For pure electric vehicles, the engine (Eng) and generator (GE) are not included, that is, P in the above formula (1) Eng (t k ) and P GE (t k ) does not exist.

[0049] For the vehicle controller VCU, let the current time be t k , due to the transmission delay, we can only know the past time tk-N and the future k+M The actual power of each subsystem is as shown in the following formula (2):

[0050] P M (t k-N )+P GE (t k+1 )+P Eng (t k+M )+P A (t k )≠P B (t k-1 ) (2)

[0051] P M (t k-N ) is the actual motor power at the kNth moment, P GE (t k+1 ) is the actual power of the generator at the K+1th moment, P Eng (t k+M ) is the actual engine power at the K+Mth moment, P A (t A ) is the accessory and resistance power at the Kth moment, P B (t k-1 ) is the actual power of the battery pack at the k-1th moment. Since the times are not at the same moment, the power balance cannot satisfy the equation. Before the problem is optimized, the difference △0 is expressed as:

[0052] Δ0=P M (t k-N )+P GE (t k+1 )+P Eng (t k+M )+P A (t k )-P B (t k-1 ) (3)

[0053] In order to reduce the power difference and improve control robustness and accuracy, the partial torque strategy of the motor controller IPU is pre-placed in the vehicle controller VCU, so that the current execution torque of the motor can be known in advance, and the power balance relationship after optimization can be expressed as:

[0054] Δ1=P M (t k+1 )+P GE (t k+1 )+P Eng (t k+M )+P A (t k)-P B (t k-1 ) (4)

[0055] Regardless of whether it is a pure electric vehicle or an extended-range vehicle, as long as the inequality |Δ1|<|Δ0| is satisfied, it means that the power balance or torque capacity limitation has been improved; therefore, before the vehicle controller VCU sends the next request torque to the motor controller IPU, it can make the execution torque limit of the motor in advance, which can further reduce the probability of overcharging and over-discharging problems of the battery pack.

[0056] Based on the above ideas, an embodiment of the present application provides a motor torque prediction method for a distributed domain control system. The motor torque prediction method is applied to a vehicle controller. By identifying the current execution torque of the motor at the current acquisition moment in advance in the vehicle controller, the battery pack overcharging and over-discharging problems caused by motor torque changes and CAN transmission delays can be avoided.

[0057] Reference Figure 1 , the method comprising:

[0058] S1, sends a request torque to the motor controller;

[0059] S2, obtaining the actual speed of the motor output by the motor controller after processing according to the requested torque;

[0060] S3, predicting the initial estimated torques of the motors respectively corresponding to the respective preset delays according to the actual speed of the motor and the requested torque; the specific durations of the preset delays are different;

[0061] S4, selecting an optimal value from the multiple initial estimated torques of the motor as the estimated value of the current execution torque of the motor according to the actual rotation speed of the motor and the multiple initial estimated torques of the motor.

[0062] Combination Figure 4 For the aforementioned step S1, the vehicle controller VCU will determine the requested torque based on the vehicle gear position, chassis power requirements, torque limit required for battery management, motor working status, efficiency, NVH performance requirements, etc., and send the requested torque to the motor controller IPU.

[0063] Combination Figure 4 For the aforementioned step S2, the motor controller IPU will calculate the actual motor execution torque and the actual motor speed according to the requested torque, the vehicle torque arbitration result, the battery capacity limit, the motor working state and the transmission system torsional vibration demand.

[0064] In addition, the chassis controller calculates the driving force, yaw rate, and wheel slip rate required for the vehicle based on the braking status and motor working status. The battery manager BMS calculates the safe current and safe voltage thresholds based on the power requirements and ambient temperature of each power-consuming device (including vehicle accessories) to avoid problems such as overcharging and over-discharging. The vehicle controller VCU also calculates the required engine power and the target torque of the generator based on the energy management results. The engine and generator controllers perform start-stop control and speed control to work to the target power and target speed state, and the generator plays a role in torsional vibration suppression during the speed regulation process. Each controller sends its own working status to the CAN network and shares the working status information. The gateway plays the role of bidirectional transmission and sharing of information across the CAN network, and forwards the status and working information of other controllers across the network in real time.

[0065] In step S3 of the present application, a plurality of preset delays are determined in advance by performing off-line simulation tests on internal quantities of the motor and data transmitted on the power domain CAN bus.

[0066] When conducting offline simulation in advance, it is first assumed that the actual speed and actual execution torque of the motor are accurately known, and the motor controller IPU sends data to the CAN bus at a fixed period. The actual execution torque and actual speed of the motor read by the vehicle controller VCU are delayed. In order to consider this part of the delay, it is essentially necessary to solve the torque estimation problem caused by the delay in sending and receiving data. Secondly, it is also assumed that the transfer function H(s) of the active control of the motor torsional vibration is known, specifically the following system:

[0067]

[0068] Where s is the complex variable in the Laplace transform; b2, b1, b0 and a2, a1, a0 are the coefficients of the transfer function, which are constants that represent specific properties of the system.

[0069] The focus of offline simulation is to optimize and improve the control capability of the vehicle controller VCU. Therefore, adding a motor torque prediction module to the existing vehicle controller VCU can simulate the actual system operation state. The function of the motor torque prediction module is phase compensation. More specifically, using known transfer functions and measured data, open-loop analysis of the cause-effect relationship of the dynamic system is performed to capture the phase delay parameters, that is, simulating the CAN transmission delay and the difference in task cycles of different domain controllers in closed-loop simulation, and then removing this part of the identified and known delay in the actual closed-loop application, so as to achieve accurate estimation of the actual execution torque of the motor, improve the calculation accuracy of the actual power consumption of the drive motor, and further improve the control effect of battery overcharge and overdischarge, and reduce the frequency of problems.

[0070] During offline simulation, the input delay needs to be accurately identified and modeled. The method considered in this embodiment is to collect data on the internal quantity of the motor and the power domain CAN bus, which is usually the maximum value of the sender cycle and the receiver cycle. The strategy for considering decimal or non-integer cycle delays in modeling is to use the interpolation of two adjacent integer cycle delays. For example, the sender cycle is Tspan1, the receiver cycle is Tspan2, and Tspan1>Tspan2, then the actual input delay of the data should be Tspan1. If the total input and output delays are known to be Tspan1+Tspan2, the input delay can be estimated as 0.5*(Tspan1+Tspan2). When the input delay Tspan1 is 1.5T, and T is the VCU task cycle, the input delay calculation method is expressed in the Z domain as:

[0071]

[0072] During the offline parameter identification process, the above formula needs to be used as the input delay; after the offline parameter identification is completed, during closed-loop operation, the delay module needs to be removed because the actual hard-wired signal already contains the delay information.

[0073] For the sampling reception delay (also called output delay), the identification method of reception delay and input delay is the same. The calculation method of its average value is also to collect the internal quantity of the drive motor controller and compare it with the CAN signal. By using the input delay information, the average sampling reception delay can be obtained when the total delay is known.

[0074] During the offline simulation, the analysis was performed at equal time intervals. During the closed-loop operation, there was a situation where the transient delay information and the average delay were not completely consistent, and there was a small difference. This part of the difference mainly came from the CAN transceiver mechanism and the task cycle difference of the drive motor current loop. To solve this difference, the following more sophisticated technical solutions can be used. For the vehicle controller VCU, the input at the current moment is known, and the data collected from the CAN needs to be processed by the receiving delay correction before it can be simulated correctly. If the receiving delay is not processed and the data "containing delay information" is directly used, that is, the output signal channel with a causal relationship, there is no need to calculate the receiving delay. In other words, as the data sender, the vehicle controller VCU only cares about the input delay, and the goal is to estimate the torque with input delay.

[0075] After identifying the fixed phase delay, the main calculation module can be established. Usually, the fixed delay of the main calculation module can be directly tested and obtained. For example, if the minimum delay unit is known to be T, the average test results can be obtained to obtain Tspan = 1.5T = 0.015s; Figure 6To establish a trial calculation module, it is necessary to analyze the model and its stability with a certain multiple of the delay. If the fixed delay of the main calculation module is T, it is only necessary to analyze the stability of the trial calculation modules of 2T, 3T, ...N*T. Usually 1 to 5 trial calculation modules are sufficient for analysis. Stability analysis is to fine-tune the parameters of each trial calculation module so that it can meet both accuracy requirements and stability requirements during offline simulation, especially those error feedback gains can be different. The main difference between the main calculation module and the trial calculation module is the difference in feedback gain settings.

[0076] Through the above offline simulation, the number and specific duration of the preset delays in step S3 can be determined. For example, in the embodiment of the present application, the number of preset delays is set to 5, namely 10ms, 20ms, 30ms, 40ms and 50ms.

[0077] Reference Figure 2 In the embodiment of the present application, the step S3 of predicting the initial estimated torques of the motors corresponding to the respective motors after a plurality of preset delays according to the actual motor speed and the requested torque includes:

[0078] S31, respectively calculating the product of the actual speed of the motor and the preset gain coefficient corresponding to each preset delay;

[0079] S32, converting each of the products into a torque compensation amount respectively;

[0080] S33, respectively adding each of the torque compensation amounts to the requested torque to obtain an initial estimated torque of the motor corresponding to each preset delay.

[0081] Among them, the specific value of the preset gain coefficient corresponding to the above-mentioned preset delay can be set according to actual needs.

[0082] In this embodiment, the control principle and detailed scheme of torque prediction can be referred to Figure 5 , which shows the relationship between motor torque and time, and gives the principle of prediction analysis, where the solid line is the prediction result of the vehicle controller VCU, which is ahead in time phase, and the dotted line is the result actually received by the vehicle controller VCU, which is delayed in time phase. For example, at two moments T1 and T2, three different shapes are used to mark the torque information, where the triangle represents the current execution torque of the motor predicted by the vehicle controller VCU at T2, the rhombus represents the actual execution torque of the motor received by the vehicle controller VCU at T1, and the pentagon represents the actual execution torque of the motor controller IPU received by the vehicle controller VCU at T2.

[0083] After the motor initial estimated torques corresponding to the preset delays are predicted in step S3, the motor initial estimated torque with the smallest error is selected as the output in step S4. Figure 3 , step S4 comprises:

[0084] S41, converting the plurality of motor initial estimated torques into a plurality of motor initial estimated rotational speeds;

[0085] S42, calculating the speed differences between the initial estimated speeds of the multiple motors and the actual speeds of the motors;

[0086] S43, taking the initial estimated torque of the motor corresponding to the smallest absolute value of the plurality of speed difference values ​​as the optimal value, and using it as the estimated value of the current execution torque of the motor.

[0087] After obtaining the estimated value of the current execution torque of the motor, in the embodiment of the present application, the method further includes:

[0088] The vehicle controller VCU makes final driving smoothness demand corrections based on driver demand, chassis demand and the predicted estimated value of the motor's current execution torque, and issues engine operating power and generator speed commands, forming coordinated control of various subsystems.

[0089] Since CAN delay is compensated, the current execution torque of the motor can be predicted more quickly, and the torque difference of the motor can be known in advance, which is more conducive to controlling the overall power balance.

[0090] On the other hand, referring to Figure 7 The present application also provides a motor torque prediction device, the motor torque prediction device comprising:

[0091] A sending module 101, used for sending a requested torque to a motor controller;

[0092] The motor actual speed acquisition module 102 is used to acquire the motor actual speed output by the motor controller after processing the requested torque;

[0093] The motor initial estimated torque prediction module 103 is used to predict the motor initial estimated torques corresponding to the motors after a plurality of preset delays according to the motor actual speed and the requested torque; the specific durations of the plurality of preset delays are different;

[0094] The current execution torque determination module 104 is used to select an optimal value from the multiple initial estimated torques of the motor as the torque value of the current execution torque of the motor according to the actual speed of the motor and the multiple initial estimated torques of the motor.

[0095] Preferably, the current execution torque determination module 104 includes:

[0096] A motor initial estimated speed conversion unit 1041, used to convert the multiple motor initial estimated torques into multiple motor initial estimated speeds;

[0097] A difference calculation unit 1042 is used to calculate the speed difference between the initial estimated speeds of the multiple motors and the actual speeds of the motors;

[0098] The current execution torque determination unit 1043 is used to set the initial estimated torque of the motor corresponding to the smallest absolute value of the multiple speed difference values ​​as the optimal value, and use it as the estimated value of the current execution torque of the motor.

[0099] Preferably, the plurality of preset delays are determined in advance by performing off-line simulation tests on internal quantities of the motor and data transmitted on the CAN bus.

[0100] On the other hand, the present application also provides a control device, including a processor, a memory, and a program or instruction stored in the memory and executable on the processor, wherein the program or instruction, when executed by the processor, implements the steps of the motor torque prediction method as described above.

[0101] On the other hand, the present application also provides a vehicle, comprising the above-mentioned motor torque prediction device.

[0102] It should be noted that the various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0103] Although the preferred embodiments of the present invention have been described, those skilled in the art may make additional changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the embodiments of the present invention.

[0104] It should also be noted that, in this article, the orientation or position relationship indicated by the terms "center", "up", "down", "left", "right", "vertical", "horizontal", "inside", "outside", etc. is based on the orientation or position relationship shown in the drawings, which is for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or component referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation of the present invention. In addition, relational terms such as "first" and "second" are used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply that there is any such actual relationship or order between these entities or operations, nor can they be understood as indicating or implying relative importance. Moreover, the terms "include", "comprise" or any other variant thereof are intended to cover non-exclusive inclusion, so that the process, method, article or terminal device including a series of elements does not include those elements, but also includes other elements not explicitly listed, or also includes elements inherent to such process, method, article or terminal device. In the absence of more restrictions, the elements defined by the sentence "including one..." do not exclude the existence of other identical elements in the process, method, article or terminal device including the elements.

[0105] The technical solution provided by the present invention is described in detail above. The principle and implementation mode of the present invention are described in this article using specific examples. The description of the above embodiments is only used to help understand the present invention, and the content of this specification should not be understood as limiting the present invention. At the same time, for those skilled in the art, according to the present invention, there will be different forms of changes in the specific implementation mode and application scope. It is not necessary and impossible to list all the implementation modes here, and the obvious changes or modifications derived therefrom are still within the protection scope of the present invention.

Claims

1. A motor torque prediction method, characterized in that: The motor torque prediction method comprises: Sending a requested torque to the motor controller; Acquire the actual speed of the motor output by the motor controller after processing the requested torque; According to the actual speed of the motor and the requested torque, predicting the initial estimated torques of the motor respectively corresponding to a plurality of preset delays; the specific durations of the plurality of preset delays are different; According to the actual rotation speed of the motor and the multiple initial estimated torques of the motor, an optimal value is selected from the multiple initial estimated torques of the motor as the estimated value of the current execution torque of the motor.

2. The motor torque prediction method according to claim 1, characterized in that: The step of selecting an optimal value from the plurality of initial estimated torques of the motor as the current execution torque of the motor according to the actual speed of the motor and the plurality of initial estimated torques of the motor comprises: Converting the plurality of motor initial estimated torques into a plurality of motor initial estimated rotation speeds; Calculating the speed differences between the initial estimated speeds of the multiple motors and the actual speeds of the motors; The initial estimated torque of the motor corresponding to the smallest absolute value of the plurality of speed difference values ​​is taken as the optimal value, and is used as the estimated value of the current execution torque of the motor.

3. The motor torque prediction method according to claim 1, characterized in that: The multiple preset delays are determined in advance through offline simulation tests of the internal quantities of the motor and the data transmitted on the power domain CAN bus.

4. The motor torque prediction method according to claim 1, characterized in that: The step of predicting the initial estimated torques of the motor respectively corresponding to the motor after a plurality of preset delays according to the actual motor speed and the requested torque comprises: Calculating the product of the actual speed of the motor and the preset gain coefficient corresponding to each preset delay respectively; Converting each of the products into torque compensation amounts respectively; Each of the torque compensation amounts and the requested torque is added together to obtain an initial estimated torque of the motor corresponding to each preset delay.

5. The motor torque prediction method according to claim 1, characterized in that: The method further comprises: Combined with the current execution torque of the motor, optimal torque arbitration is performed for each electrical component on the vehicle.

6. A motor torque prediction device, characterized in that: The motor torque prediction device comprises: A sending module, used for sending a requested torque to a motor controller; A motor actual speed acquisition module, used to acquire the motor actual speed output by the motor controller after processing according to the requested torque; A motor initial estimated torque prediction module, used to predict the motor initial estimated torques corresponding to each other after a plurality of preset delays according to the motor actual speed and the requested torque; the specific durations of the plurality of preset delays are different; The current execution torque determination module is used to select an optimal value from the multiple initial estimated torques of the motor as the torque value of the current execution torque of the motor according to the actual speed of the motor and the multiple initial estimated torques of the motor.

7. The motor torque prediction device according to claim 6, characterized in that: The current implementation torque determination module includes: a motor initial estimated speed conversion unit, used for converting a plurality of the motor initial estimated torques into a plurality of motor initial estimated speeds; A difference calculation unit, used to calculate the speed differences between the initial estimated speeds of the multiple motors and the actual speeds of the motors; The current execution torque determination unit is used to take the initial estimated torque of the motor corresponding to the smallest absolute value of the multiple speed difference values ​​as the optimal value, and use it as the estimated value of the current execution torque of the motor.

8. The motor torque prediction device according to claim 6, characterized in that: The multiple preset delays are determined in advance by performing off-line simulation tests on the internal quantities of the motor and the data transmitted on the CAN bus.

9. A control device, characterized in that: It comprises a processor, a memory and a program or instruction stored in the memory and executable on the processor, wherein the program or instruction, when executed by the processor, implements the steps of the motor torque prediction method as described in any one of claims 1 to 5.

10. A vehicle, characterized in that: The motor torque prediction device comprises the motor torque prediction device as described in any one of claims 6 to 8.

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