A method and device for controlling the working state of a wheel drive motor

Abstract

The present invention relates to the field of vehicle drive motor control, and specifically discloses a method and device for controlling the working state of a wheel-side drive motor. The method obtains the instantaneous vehicle demand torque based on the real-time accelerator pedal opening and the real-time vehicle speed; predicts the vehicle demand torque based on the road slope and the real-time vehicle speed; takes the minimum value of the instantaneous vehicle demand torque and the predicted vehicle demand torque as the actual vehicle demand torque; and controls the working state of the drive motor based on the actual vehicle demand torque. The present invention restrains the driver's unreasonable driving, predicts the vehicle demand torque by calculation, and determines the actual vehicle demand torque in combination with the instantaneous vehicle demand torque, matches the vehicle's power requirements under different road conditions and loads, avoids insufficient or excessive power, makes the vehicle run more smoothly, improves the safety of vehicle driving, avoids overloading of vehicle mechanical components, and increases the life of vehicle mechanical components, thereby reasonably controlling the working state of the drive motor and reducing energy consumption and vehicle operating costs.

Description

Technical Field

[0001] The present invention relates to the field of vehicle drive motor control, and specifically to a method and device for controlling the working state of a wheel-side drive motor. Background Art

[0002] Mining area roads are harsh, with frequent and dramatic gradient changes. Vehicles often have to climb steep slopes with heavy loads and rapidly descend them when empty. Furthermore, the roads are riddled with potholes and muddy sections, resulting in constantly changing vehicle resistance. Furthermore, the load profiles of mining vehicles are complex, with significant variations in mass from fully loaded with ore to empty when returning, further complicating power requirements.

[0003] Traditional mining vehicles utilize a relatively simple drive control system, typically determining power output solely based on the driver's accelerator pedal input. However, drivers can over-depress the accelerator pedal, causing the vehicle's torque demand to far exceed actual requirements. In this situation, directly outputting power based on this torque can lead to safety issues in complex road conditions. For example, on slippery roads, excessive torque can cause wheel slip, potentially leading to loss of control. On steep slopes, excessive power output can also overload the vehicle's mechanical components, accelerating wear and even damaging them. Summary of the Invention

[0004] To solve the above problems, the present invention provides a method and device for controlling the working state of a wheel-side drive motor, which improves vehicle safety, protects vehicle components, and reduces vehicle operating costs.

[0005] In a first aspect, the technical solution of the present invention provides a method for controlling the working state of a wheel-side drive motor, comprising the following steps:

[0006] Obtain the instantaneous vehicle torque requirement based on the real-time accelerator pedal opening and real-time vehicle speed;

[0007] Predict the vehicle's required torque based on the road slope and real-time vehicle speed;

[0008] The minimum value of the instantaneous vehicle demand torque and the predicted vehicle demand torque is taken as the actual vehicle demand torque;

[0009] The working state of the drive motor is controlled according to the actual torque required by the vehicle.

[0010] In an optional embodiment, predicting the required vehicle torque based on the road gradient and the real-time vehicle speed specifically includes:

[0011] Obtaining the accelerator pedal opening and vehicle speed at the end of the vehicle startup phase, and obtaining the instantaneous vehicle demand torque at that moment based on the accelerator pedal opening and vehicle speed, and marking it as the first valid instantaneous vehicle demand torque;

[0012] After the vehicle starts, the accelerator pedal opening and vehicle speed are periodically collected, and the instantaneous vehicle torque requirement at the corresponding collection moment is calculated based on the accelerator pedal opening and vehicle speed at each collection moment;

[0013] Detect whether the change between the accelerator pedal opening at the current collection moment and the accelerator pedal opening corresponding to the previous valid instantaneous vehicle demand torque meets the change requirements. If so, mark the instantaneous vehicle demand torque at the current collection moment as the valid instantaneous vehicle demand torque; otherwise, mark the instantaneous vehicle demand torque at the current collection moment as the invalid instantaneous vehicle demand torque;

[0014] The average value of several valid instantaneous vehicle demand torques before the current acquisition moment is taken as the corrected instantaneous vehicle demand torque;

[0015] The vehicle demand torque is predicted based on the corrected instantaneous vehicle demand torque, the vehicle speed at the previous acquisition moment, and the vehicle speed at the current acquisition moment.

[0016] In an optional embodiment, predicting the vehicle required torque based on the corrected instantaneous vehicle required torque, the vehicle speed at the previous acquisition moment, and the vehicle speed at the current acquisition moment includes:

[0017] According to the corrected instantaneous vehicle demand torque and the vehicle speed at the previous acquisition moment, a corrected road slope is obtained by calculation using a pre-built torque-slope correlation mathematical model;

[0018] According to the corrected road slope and the vehicle speed at the current acquisition moment, the torque slope correlation mathematical model is used to calculate and obtain the predicted vehicle demand torque, wherein the torque slope correlation mathematical model is constructed through the relationship between the vehicle demand torque, road slope and vehicle speed.

[0019] In an optional embodiment, the torque gradient correlation mathematical model is expressed as follows:

[0020]

[0021] in, for The vehicle's required torque at any given moment, is the vehicle mass, is the acceleration due to gravity, for The road slope at any moment, is the rolling resistance coefficient, is the drag coefficient, is the frontal area of ​​the vehicle, for Wheel speed at the moment, is the wheel radius.

[0022] In an optional embodiment, the method further comprises calculating the vehicle mass during the vehicle startup phase. The steps include:

[0023] The instantaneous vehicle demand torque and speed corresponding to each acquisition moment are taken as one data item;

[0024] Based on the data items at any three consecutive acquisition moments, the corresponding vehicle mass calculation value is calculated according to the second-order difference of acceleration;

[0025] The final vehicle mass is obtained by taking the weighted average of all vehicle mass calculation values .

[0026] In an optional embodiment, the vehicle mass calculation value corresponding to the data items at any three consecutive acquisition moments is calculated according to the second-order difference of acceleration, specifically by the following formula:

[0027]

[0028] in, For the The vehicle speed at the time of collection, is the sampling time interval, For the The instantaneous vehicle torque requirement at each acquisition moment, For the The calculated value of vehicle mass, is the vehicle radius.

[0029] In an optional embodiment, when detecting whether the change between the currently collected accelerator pedal opening and the accelerator pedal opening corresponding to the previous valid instantaneous vehicle demand torque meets the change requirement, the change requirement means that the accelerator pedal opening change does not exceed a first preset threshold and the currently collected accelerator pedal opening is greater than a second preset threshold.

[0030] In an optional embodiment, the operating state of the drive motor is controlled according to the actual torque required by the vehicle, specifically including:

[0031] Based on the motor efficiency MAP of the drive motor, calculate the total electric power of the motor system corresponding to the actual vehicle required torque under each drive motor intervention mode;

[0032] Sort the total electric power of the motor system corresponding to the actual vehicle required torque under each drive motor intervention mode;

[0033] The drive motor intervention quantity pattern corresponding to the minimum total electric power of the motor system is used as the target drive motor intervention quantity pattern, and the intervention mode of each drive motor is controlled according to the target drive motor intervention quantity pattern.

[0034] In an optional embodiment, the calculation of the total electric power of the motor system corresponding to the actual vehicle required torque in each drive motor intervention quantity mode based on the motor efficiency MAP of the drive motor includes:

[0035] The number of drive motors involved in the current drive motor intervention mode is ;

[0036] Detect actual vehicle torque requirement Is it satisfied ,in is the maximum allowable output torque of the drive motor;

[0037] If not, detect the next drive motor intervention quantity mode until a mode that satisfies The number of drive motor intervention modes;

[0038] According to the number of drive motors involved in the current drive motor intervention mode, the actual vehicle torque required The output torque of each driving motor is evenly distributed;

[0039] According to the motor efficiency MAP diagram of the drive motor, the efficiency corresponding to the output torque of the drive motor is obtained;

[0040] Calculate the electric power of the drive motor according to the speed, output torque and efficiency of the drive motor;

[0041] The electric power of all drive motors is summed to obtain the total electric power of the motor system corresponding to the actual required torque of the vehicle.

[0042] In a second aspect, the technical solution of the present invention provides a wheel-side drive motor working state control device, comprising:

[0043] The instantaneous vehicle demand torque acquisition module is used to obtain the instantaneous vehicle demand torque based on the real-time accelerator pedal opening and the real-time vehicle speed;

[0044] The module for predicting the required vehicle torque is used to predict the required vehicle torque based on the road slope and real-time vehicle speed;

[0045] The actual vehicle demand torque acquisition module is used to obtain the minimum value of the instantaneous vehicle demand torque and the predicted vehicle demand torque as the actual vehicle demand torque;

[0046] The motor working state control module is used to control the working state of the drive motor according to the actual torque required by the vehicle.

[0047] As can be seen from the above technical solution, the present application has the following advantages: first, the instantaneous vehicle torque demand is obtained based on the real-time accelerator pedal opening and the real-time vehicle speed; second, the vehicle torque demand is predicted based on the road slope and the real-time vehicle speed; the minimum of the instantaneous and predicted vehicle torque demand is then taken as the actual vehicle torque demand; and finally, the drive motor operating state is controlled based on the actual vehicle torque demand. This invention constrains the driver's irrational driving. By calculating the predicted vehicle torque demand and combining it with the instantaneous vehicle torque demand to determine the actual vehicle torque demand, the present invention can better match the vehicle's power requirements under different road conditions (such as climbing, descending, and navigating potholes) and loads (fully loaded, unloaded), avoiding insufficient or excessive power, ensuring smoother vehicle operation, improving driving safety, preventing overload of vehicle mechanical components, and extending the life of vehicle mechanical components. Furthermore, the present invention rationally controls the drive motor operating state, reducing energy consumption and vehicle operating costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] In order to more clearly illustrate the technical solution of the present application, the following is a brief introduction to the drawings required for the description. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0049] Figure 1 A schematic flow chart of a method for controlling the working state of a wheel-side drive motor provided in an embodiment of the present invention.

[0050] Figure 2 Schematic diagram of the total electric power calculation process of the motor system.

[0051] Figure 3 A schematic block diagram of the structure of a wheel-side drive motor working state control device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0052] In order to make the application objectives, features, and advantages of this application more obvious and easy to understand, the technical solutions protected by this application will be clearly and completely described below using specific embodiments and drawings. Obviously, the embodiments described below are only part of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0053] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art of the present invention. The terms used in this specification of the present invention are only for the purpose of describing specific embodiments and are not intended to limit the present invention.

[0054] Figure 1 A schematic flow chart of a method for controlling the working state of a wheel-side drive motor provided by an embodiment of the present invention. Figure 1 The execution entity may be a wheel-drive motor operating state control device. The wheel-drive motor operating state control method provided in the embodiments of the present invention is executed by a computer device. Accordingly, the wheel-drive motor operating state control device runs on the computer device. The order of the steps in this flowchart may be changed, and some steps may be omitted, depending on different needs.

[0055] like Figure 1 As shown, the method includes the following steps.

[0056] S1, obtains the instantaneous vehicle required torque based on the real-time accelerator pedal opening and real-time vehicle speed.

[0057] This step collects the accelerator pedal opening signal in real time through the sensor, and directly calculates the driver's instantaneous torque demand by combining it with the pre-stored "accelerator pedal opening-vehicle speed-required torque" mapping relationship.

[0058] S2 predicts the required torque of the vehicle based on the road slope and real-time vehicle speed.

[0059] This step calculates the predicted vehicle torque requirement based on actual working conditions according to the road slope and real-time vehicle speed, objectively reflects road conditions and avoids errors caused by relying on subjective operations.

[0060] S3: Take the minimum value of the instantaneous vehicle demand torque and the predicted vehicle demand torque as the actual vehicle demand torque.

[0061] This step compares the driver's intention (instantaneous required torque) with the road condition requirement (predicted torque), selecting the smaller of the two as the final actual required torque. This suppresses torque redundancy caused by driver misoperation, reduces ineffective energy consumption (such as limiting output during rapid acceleration on flat roads), prevents motor overload or mechanical component damage (such as limiting torque output on steep slopes), and balances power and stability to avoid tire slippage or excessive power (such as taking the minimum control output on slippery roads).

[0062] S4, controls the working state of the drive motor according to the actual torque required by the vehicle.

[0063] This step dynamically adjusts the working state of the drive motor based on the actual required torque, which may include the number of motor interventions and load distribution. In some optional implementations, the load is evenly distributed to the working motors. Combined with the motor efficiency MAP diagram, the total electric power under different motor quantity modes is calculated, and the intervention mode with the best energy efficiency is selected to reduce overall energy consumption and thus reduce operating costs.

[0064] The wheel-side drive motor working state control method provided in this embodiment restrains the driver's unreasonable driving. By calculating and predicting the vehicle's required torque, and combining the instantaneous vehicle's required torque to determine the actual vehicle's required torque, it can better match the vehicle's power requirements under different road conditions (such as climbing, downhill, passing through potholes, etc.) and loads (full load, no-load), avoid insufficient or excessive power, make the vehicle run smoother, improve vehicle driving safety, avoid overload of vehicle mechanical parts, and increase the life of vehicle mechanical parts, thereby reasonably controlling the working state of the drive motor and reducing energy consumption and vehicle operating costs.

[0065] Furthermore, as a refinement and extension of the specific implementation of the above embodiment, in order to fully illustrate the specific implementation process in this embodiment, another wheel-side drive motor working state control method is provided, which includes the following steps.

[0066] SS1 obtains the instantaneous vehicle torque requirement based on the real-time accelerator pedal opening and real-time vehicle speed.

[0067] It should be noted that a pre-stored mapping relationship between "accelerator pedal opening, vehicle speed, and required torque" is used. During vehicle operation, the vehicle's electronic control unit (ECU) collects the analog or digital signal output by the accelerator pedal position sensor (such as a potentiometer or Hall effect sensor) in real time, converts it into a percentage of accelerator pedal opening, obtains the current vehicle speed via the wheel speed sensor or the vehicle's CAN bus, and then queries the pre-stored "accelerator pedal opening, vehicle speed, and required torque" mapping table to obtain the instantaneous vehicle torque required at that moment. In some optional embodiments, if the current accelerator opening or vehicle speed does not precisely match a node in the mapping table, bilinear interpolation is used to calculate the instantaneous vehicle torque required.

[0068] SS2 predicts the vehicle's required torque based on the road slope and real-time vehicle speed.

[0069] In some optional implementations, a mathematical model is constructed between the vehicle's required torque, road gradient, and vehicle speed to predict the vehicle's required torque based on road conditions. The mathematical model is referred to as a torque-gradient correlation mathematical model, and its expression is as follows:

[0070] (1)

[0071] in, for The vehicle's required torque at any given moment, is the vehicle mass, is the acceleration due to gravity, for The road slope at any moment, is the rolling resistance coefficient, is the drag coefficient, is the frontal area of ​​the vehicle, for Wheel speed at the moment, is the wheel radius.

[0072] The first term in the brackets on the right side of formula (1) The second term represents the gravity component of the vehicle on the slope, that is, the slope resistance. represents rolling resistance, the third term represents air resistance. Each term corresponds to the resistance a vehicle must overcome when driving on a slope. The sum of slope resistance, rolling resistance, and air resistance is the total vehicle resistance, or the total driving force required. The torque-slope mathematical model of formula (1) is constructed based on the relationship: driving force = required torque / wheel radius.

[0073] Based on the torque slope correlation mathematical model of the above formula (1), according to the road slope and vehicle speed The predicted vehicle required torque based on road conditions can be calculated.

[0074] In some optional embodiments, the vehicle mass in the torque gradient correlation mathematical model of formula (1) is The calculation is performed according to the vehicle state during the vehicle startup phase, and specifically includes the following steps.

[0075] Step 1: The instantaneous vehicle required torque and speed corresponding to each collection moment are both taken as a data item.

[0076] Specifically, the accelerator pedal opening and vehicle speed are periodically collected during the vehicle startup phase. After each collection, the instantaneous vehicle demand torque at the corresponding collection moment is obtained based on the pre-stored mapping relationship between the accelerator pedal opening, vehicle speed, and vehicle demand torque. The instantaneous vehicle demand torque and vehicle speed at each collection moment are both regarded as a data item.

[0077] In some optional embodiments, the vehicle startup phase refers to the phase from the vehicle speed being 0 to the instantaneous vehicle torque reaching a preset torque threshold. When the vehicle starts from a stationary state (vehicle speed being 0), the driver presses the accelerator pedal, and the vehicle VCU (Vehicle Control Unit) outputs the vehicle required torque according to the preset "accelerator pedal opening - vehicle speed - required torque" mapping relationship. , after a period of time (At this time, the accelerator pedal opening does not change by more than 5%), the vehicle speed reaches , at the end of the time period .

[0078] During the vehicle startup phase, the accelerator pedal opening and vehicle speed are periodically collected, and then the instantaneous vehicle demand torque at the corresponding collection moment is obtained according to the mapping relationship of "accelerator pedal opening-vehicle speed-demand torque". You can get a data item combination , all data items in the vehicle startup phase are combined to form a set A.

[0079] Step 2: Based on the data items at any three consecutive acquisition moments, the corresponding vehicle mass calculation value is calculated according to the second-order difference of acceleration.

[0080] In some optional implementations, based on the data items in set A, a vehicle mass calculation value is calculated according to the second-order difference of acceleration using data items at any three consecutive acquisition moments.

[0081] According to vehicle driving force With vehicle acceleration relationship , where The vehicle's required torque, is the wheel radius, and the acceleration can be derived .

[0082] Based on the above acceleration calculation formula, the second-order difference expression of acceleration can be calculated as:

[0083] (2)

[0084] in, For the The instantaneous vehicle torque requirement at each acquisition moment, For the The calculated value of vehicle mass, For the The acceleration at the acquisition moment.

[0085] Calculated based on the relationship between acceleration and velocity , respectively:

[0086] (3)

[0087] (4)

[0088] (5)

[0089] in, For the The vehicle speed at the time of collection, is the collection time interval.

[0090] Substituting formulas (3), (4), and (5) into formula (2), we can obtain the calculation formula for the vehicle mass value, which is expressed as:

[0091] (6)

[0092] It should be noted that in formula (6) Starting from 2, hour, .

[0093] Step 3: Take the weighted average of all vehicle mass calculation values ​​to obtain the final vehicle mass .

[0094] Finally, all vehicle mass calculation values ​​are weighted averaged to obtain the final vehicle mass .

[0095] In these optional embodiments, mass is dynamically calculated using real-time data (throttle position, speed, and torque) during the vehicle's startup phase. This eliminates the need for pre-calibration or manual input, automatically adapting to varying load conditions (e.g., empty or fully loaded mining vehicles), improving the system's adaptability to diverse operating conditions. Acceleration is calculated using a second-order difference method based on Newton's second law and a vehicle dynamics model, mitigating the impact of velocity signal noise and improving the accuracy of mass estimation. Second-order differences of multi-point speed and torque data are used to effectively smooth transient measurement errors. Furthermore, second-order differences of acceleration suppress random errors caused by sensor noise and road disturbances (e.g., bumps), improving data stability. Furthermore, a weighted average of multiple mass calculations (e.g., data with lower variance is given a higher weight) further reduces interference from single-point outliers and ensures the reliability of the final mass value.

[0096] In some optional embodiments, the road slope can be obtained by calculating the vehicle's required torque based on the torque-slope correlation mathematical model of formula (1), and then calculating and predicting the vehicle's required torque based on the road slope and the real-time vehicle speed specifically includes the following steps.

[0097] Step 1: Obtain the accelerator pedal opening and vehicle speed at the end of the vehicle startup phase, and obtain the instantaneous vehicle demand torque at that moment based on the accelerator pedal opening and vehicle speed, and mark it as the first valid instantaneous vehicle demand torque.

[0098] This step obtains the instantaneous vehicle torque requirement at the end of the vehicle startup phase, that is, the vehicle torque requirement at the end of the above time period. , at this time the vehicle speed reaches , and then by 、 Substituting into formula (1) we can get the road slope at this time . The vehicle's required torque As the initial instantaneous vehicle demand torque , road slope As the initial road slope .

[0099] In some optional embodiments, a mapping relationship between accelerator pedal opening, vehicle speed, and vehicle torque requirement is pre-stored. After obtaining the accelerator pedal opening and vehicle speed, the corresponding instantaneous vehicle torque requirement is obtained based on the pre-stored mapping relationship. That is, at the end of the vehicle startup phase, the accelerator pedal opening and vehicle speed at that moment are obtained, and then the instantaneous vehicle torque requirement at that moment is obtained based on the pre-stored mapping relationship.

[0100] Step 2: After the vehicle starts, the accelerator pedal opening and vehicle speed are periodically collected, and the instantaneous vehicle required torque at the corresponding collection moment is calculated based on the accelerator pedal opening and vehicle speed at each collection moment.

[0101] Similar to the periodic collection of accelerator pedal opening and vehicle speed during the vehicle startup phase, the accelerator pedal opening and vehicle speed are also periodically collected during the continuous operation after the vehicle startup phase. After each collection, the instantaneous vehicle demand torque at the corresponding collection moment is obtained based on the pre-stored mapping relationship between the accelerator pedal opening, vehicle speed, and vehicle demand torque. Similarly, the instantaneous vehicle demand torque and vehicle speed at each collection moment can be used as a data item. For example, the data item combination is obtained by sampling 、 、 、…、 ,…in, Respectively represent The instantaneous vehicle demand torque and speed at each sampling moment. The sampling periods during vehicle startup and continuous operation can be the same or different.

[0102] Step 3: Detect whether the change between the accelerator pedal opening at the current collection moment and the accelerator pedal opening corresponding to the previous valid instantaneous vehicle demand torque meets the change requirements. If so, mark the instantaneous vehicle demand torque at the current collection moment as the valid instantaneous vehicle demand torque; otherwise, mark the instantaneous vehicle demand torque at the current collection moment as the invalid instantaneous vehicle demand torque.

[0103] In some optional implementations, the change requirement means that the change in the accelerator pedal opening does not exceed a first preset threshold and the currently collected accelerator pedal opening is greater than a second preset threshold.

[0104] For example, , detection The corresponding accelerator pedal opening is relative to Does the corresponding accelerator pedal opening meet the change requirements? If so, is the effective instantaneous vehicle demand torque, otherwise is the invalid instantaneous vehicle required torque. ,if is the effective instantaneous vehicle demand torque, then the detection Corresponding accelerator pedal opening relative to Whether the corresponding accelerator pedal opening meets the change requirements, if is the invalid instantaneous vehicle demand torque, because is the previous effective vehicle demand torque, then the detection Corresponding accelerator pedal opening relative to Whether the corresponding accelerator pedal opening meets the change requirements.

[0105] Step 4: Take the average of several valid instantaneous vehicle demand torques before the current collection moment as the corrected instantaneous vehicle demand torque.

[0106] It should be noted that the appropriate window length can be set according to the needs, for example, Collection time , calculate the average value of the 5 valid instantaneous vehicle demand torques before this acquisition moment as the corrected instantaneous vehicle demand torque It should be noted that if the current sampling number has not reached the window length, the average value of all valid instantaneous vehicle demand torques before the current sampling moment is used as the corrected instantaneous vehicle demand torque.

[0107] Step 5: predicting the vehicle demand torque based on the corrected instantaneous vehicle demand torque, the vehicle speed at the previous acquisition moment, and the vehicle speed at the current acquisition moment.

[0108] Step 51 : According to the corrected instantaneous vehicle required torque and the vehicle speed at the previous acquisition moment, a torque-slope correlation mathematical model is used to calculate and obtain a corrected road slope.

[0109] For the Collection time , will correct the instantaneous vehicle demand torque , the vehicle speed at the previous collection time Substitute the torque slope correlation mathematical model of formula (1) to obtain the corrected road slope .

[0110] Step 52 : Based on the corrected road slope and the vehicle speed at the current acquisition moment, a torque slope correlation mathematical model is used to calculate and obtain the predicted vehicle required torque.

[0111] For the Collection time , the road slope will be corrected , vehicle speed at the current collection time Substitute the torque gradient correlation mathematical model of formula (1) to obtain the predicted vehicle demand torque at the current time of adoption: After that, take the instantaneous vehicle required torque and predict vehicle required torque The minimum value of The actual vehicle required torque at each collection moment.

[0112] The following Take this as an example to further illustrate.

[0113] In the first case, if Relative to If the accelerator pedal opening does not change by more than 2%, Correct the torque value and take , and then and Substitute into formula (1) and obtain (equivalent to correcting the slope), and Substituting into formula (1), we can predict , and then the predicted The instantaneous torque value obtained by grabbing Compare the two and take the smaller one as the final .

[0114] In the second case, if Relative to If the accelerator pedal opening does not change by more than 2%, the torque weighting correction cannot be performed and the last moment's and Substitute into formula (1) and obtain (equivalent to correcting the slope), and Substituting into formula (1), we can predict , and then the predicted The instantaneous torque value obtained by grabbing Compare the two and take the smaller one as the final .

[0115] In the third case, if Relative to The accelerator pedal opening angle does not change by more than 2%, but If the opening is smaller than the preset value, the calculation method of the second case is still used.

[0116] In these optional embodiments, calculating the road slope by a formula has the following advantages over using sensors to collect the road slope: the mining environment is dusty, humid and vibrates frequently, and physical sensors are easily contaminated or mechanically damaged, while the formula calculation is not affected by the physical environment. Zero point drift or signal failure of the slope sensor may cause data distortion. The formula calculation is corrected through a dynamic model to reduce the impact of single-point failures; combined with the dynamically calculated vehicle mass (such as empty and fully loaded), the formula can reflect the actual vehicle force, while the sensor only measures the static geographical slope and cannot reflect the impact of load changes. The slope is calculated comprehensively through torque, vehicle speed, acceleration and other data, which is more in line with the actual power requirements of the vehicle (for example, the coupling relationship between increased torque and reduced vehicle speed when climbing).

[0117] SS3, take the minimum value of the instantaneous vehicle demand torque and the predicted vehicle demand torque as the actual vehicle demand torque.

[0118] By comparing the driver's intended torque (instantaneous torque demand) with the road conditions (predicted torque), the system prioritizes the smaller of the two, avoiding torque redundancy caused by driver error (such as sudden accelerator application). For example, on flat roads or under low load conditions, if the instantaneous torque demand is too high, the system will limit output based on the predicted value, reducing inefficient energy consumption. In hilly conditions or under heavy loads, the predicted torque may be higher than the instantaneous demand. In these cases, selecting the latter prevents excessive output and further optimizes energy efficiency.

[0119] When the predicted torque increases significantly due to complex road conditions (such as steep slopes or muddy terrain), if the driver suddenly reduces the throttle position, using the minimum value can prevent motor overheating or damage from continued high-load operation. Driver operation may experience short-term, drastic changes (such as frequent acceleration and deceleration). Using the minimum value can smooth out torque fluctuations, resulting in smoother power output and reducing mechanical shock and wear on transmission components.

[0120] Furthermore, in the ever-changing operating environment of mining areas, predicted torque is calculated based on objective parameters such as slope and vehicle speed, making it more adaptable to the environment; whereas instantaneous torque reflects the driver's subjective operation. Combining the two and taking the minimum value balances environmental requirements with human control, improving system reliability under extreme operating conditions. For example, when a vehicle skids, the predicted torque may increase abnormally due to vehicle speed. In this case, selecting a lower instantaneous demand torque prevents excessive power output and tire spin, enhancing escape capability. Furthermore, by limiting the demand torque to the necessary minimum, the average load rate of components such as the motor and gearbox is reduced, reducing heat accumulation and mechanical fatigue, thereby extending equipment life.

[0121] SS4 controls the working state of the drive motor according to the actual torque required by the vehicle.

[0122] In some optional embodiments, the control of the working state of the drive motor includes controlling the number of motors involved in the drive, evenly distributing the actual torque required by the entire vehicle to all motors involved in the drive, and determining the number of motors that need to be involved in the drive with the goal of minimizing the total electric power of the motor system, which specifically includes the following steps.

[0123] Step 1: Based on the motor efficiency MAP of the drive motor, calculate the total electric power of the motor system corresponding to the actual vehicle required torque in each drive motor intervention mode.

[0124] Step 2: Sort the total electric power of the motor system corresponding to the actual required torque of the vehicle under each driving motor intervention mode.

[0125] Step 3: Taking the drive motor intervention quantity pattern corresponding to the minimum total electric power of the motor system as the target drive motor intervention quantity pattern, and controlling the intervention mode of each drive motor according to the target drive motor intervention quantity pattern.

[0126] It should be noted that the number of drive motor intervention modes is determined in advance based on the actual motor system structure. For example, if the motor system consists of 4 motors, 2 on each side of the vehicle, then there are two drive motor intervention modes, namely the 4 drive motor intervention mode and the 2 drive motor intervention mode. In the 2 drive motor intervention mode, the specific two motors involved can be determined based on specific needs. For example, if the motor system consists of 8 motors, 4 on each side of the vehicle, and two motors are connected in parallel on one side, then there are four drive motor intervention modes, namely the 8 drive motor intervention mode, the 6 drive motor intervention mode, the 4 drive motor intervention mode, and the 2 drive motor intervention mode. When not all motors are involved, the specific motors involved can be determined based on specific needs.

[0127] Figure 2 The figure is a flow chart of calculating the total electric power of the motor system, which specifically includes the following steps.

[0128] Step 101: record the number of driving motors involved in the current driving motor intervention mode as .

[0129] Step 102: Detect the actual vehicle torque requirement Is it satisfied ,in The maximum allowable output torque of the drive motor.

[0130] The motor is constrained by its physical properties (such as material strength, heat dissipation capacity, controller limitations, etc.) and cannot output unlimited torque. It is the maximum torque value that a single motor can provide within the safety or design range. The output torque of each motor must be less than or equal to , to prevent overload or damage. Actual vehicle torque requirement Evenly distributed to each motor involved, so the actual torque required by the vehicle Needs to be satisfied .

[0131] Step 103: If not, detect the next driving motor intervention quantity mode until a mode that satisfies The number of drive motor intervention modes.

[0132] The drive motor intervention quantity pattern that does not meet the conditions in step 102 is discarded, and then the next drive motor intervention quantity pattern is detected to see if it meets the conditions in step 102. For the drive motor intervention quantity pattern that meets the conditions, the next operation is performed.

[0133] Step 104: According to the number of drive motors in the current drive motor intervention mode, the actual vehicle torque requirement is The output torque of each drive motor is evenly distributed.

[0134] Assume that the current drive motor intervention mode intervention drive motor number is , then the output torque of each drive motor is .

[0135] Step 105 : Obtain the efficiency corresponding to the output torque of the drive motor according to the motor efficiency MAP of the drive motor.

[0136] The motor efficiency MAP diagram shows the change in motor efficiency at different speed and torque operating points. The motor speed can be obtained according to the vehicle speed, the motor output torque can be obtained according to step 104, and the motor efficiency can be obtained according to the motor efficiency MAP diagram.

[0137] Step 106 : Calculate the electric power of the drive motor according to the speed, output torque, and efficiency of the drive motor.

[0138] The formula for calculating the electric power of the drive motor is as follows:

[0139] (7)

[0140] in, is the electric power of the driving motor, is the driving motor speed, To drive the motor to output torque, is the drive motor efficiency.

[0141] Step 107 : summing the electric powers of all driving motors to obtain the total electric power of the motor system corresponding to the actual required torque of the entire vehicle.

[0142] Multiply the electric power calculated by the above formula (7) by the number of drive motors Obtain the total electrical power of the motor system.

[0143] For each condition that satisfies The total electric power of a motor system is calculated using the drive motor intervention quantity mode. The drive motor intervention quantity mode corresponding to the minimum total electric power of the motor system is the target drive motor intervention quantity mode. If the intervention quantity of the target drive motor intervention quantity mode is 4, the 4 drive motors are selected according to the pre-configured selection rules, and the output torque of each drive motor is the actual vehicle required torque / 4.

[0144] An embodiment of a method for controlling the working state of a wheel-side drive motor is described in detail above. Based on the method for controlling the working state of a wheel-side drive motor described in the above embodiment, an embodiment of the present invention also provides a wheel-side drive motor working state control device corresponding to the method.

[0145] Figure 3 This is a schematic block diagram of the structure of a wheel-drive motor operating state control device provided in an embodiment of the present invention. In this embodiment, the wheel-drive motor operating state control device 300 can be divided into multiple functional modules according to the functions they perform. A module, as referred to in this invention, is a series of computer program segments that can be executed by at least one processor and can perform fixed functions, and is stored in a memory.

[0146] The instantaneous vehicle required torque acquisition module 310 is used to acquire the instantaneous vehicle required torque according to the real-time accelerator pedal opening and the real-time vehicle speed.

[0147] The vehicle demand torque prediction module 320 is used to predict the vehicle demand torque according to the road gradient and the real-time vehicle speed.

[0148] The actual vehicle required torque acquisition module 330 is configured to take the minimum value of the instantaneous vehicle required torque and the predicted vehicle required torque as the actual vehicle required torque.

[0149] The motor working state control module 340 is used to control the working state of the drive motor according to the actual required torque of the vehicle.

[0150] The wheel-side drive motor working state control device of this embodiment is used to implement the aforementioned wheel-side drive motor working state control method. Therefore, the specific implementation method of the device can be seen in the embodiment part of the wheel-side drive motor working state control method in the previous text. Therefore, its specific implementation method can refer to the description of the corresponding embodiments of each part and will not be elaborated here.

[0151] In addition, since the wheel-side drive motor working state control device of this embodiment is used to implement the aforementioned wheel-side drive motor working state control method, its function corresponds to that of the aforementioned method and will not be described in detail here.

[0152] The above description of the disclosed embodiments is intended to enable one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be readily apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not limited to the embodiments shown herein but is intended to conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for controlling the working state of a wheel-side drive motor, characterized in that: The following steps are involved: Obtain the instantaneous vehicle torque requirement based on the real-time accelerator pedal opening and real-time vehicle speed; Predicting the vehicle's required torque based on the road slope and real-time vehicle speed includes: obtaining the accelerator pedal opening and vehicle speed at the end of the vehicle's startup phase, and obtaining the instantaneous vehicle's required torque at that moment based on the accelerator pedal opening and vehicle speed, and marking it as the first valid instantaneous vehicle's required torque; periodically collecting the accelerator pedal opening and vehicle speed after the vehicle startup phase, and calculating the instantaneous vehicle's required torque at the corresponding acquisition moment based on the accelerator pedal opening and vehicle speed at each acquisition moment; detecting whether a change between the accelerator pedal opening at the current acquisition moment and the accelerator pedal opening corresponding to the previous valid instantaneous vehicle's required torque meets the change requirement, and if so, marking the instantaneous vehicle's required torque at the current acquisition moment as the valid instantaneous vehicle's required torque, otherwise, marking the instantaneous vehicle's required torque at the current acquisition moment as the invalid instantaneous vehicle's required torque; taking the average of several valid instantaneous vehicle's required torques before the current acquisition moment as the corrected instantaneous vehicle's required torque; and predicting the vehicle's required torque based on the corrected instantaneous vehicle's required torque, the vehicle speed at the previous acquisition moment, and the vehicle speed at the current acquisition moment; The minimum value of the instantaneous vehicle demand torque and the predicted vehicle demand torque is taken as the actual vehicle demand torque; The working state of the drive motor is controlled according to the actual torque required by the vehicle.

2. The wheel-side drive motor working state control method according to claim 1, characterized in that: The predicting of the vehicle demand torque according to the corrected instantaneous vehicle demand torque, the vehicle speed at the previous acquisition moment, and the vehicle speed at the current acquisition moment includes: According to the corrected instantaneous vehicle demand torque and the vehicle speed at the previous acquisition moment, a corrected road slope is obtained by calculation using a pre-built torque-slope correlation mathematical model; According to the corrected road slope and the vehicle speed at the current acquisition moment, the torque slope correlation mathematical model is used to calculate and obtain the predicted vehicle demand torque, wherein the torque slope correlation mathematical model is constructed through the relationship between the vehicle demand torque, road slope and vehicle speed.

3. The wheel-side drive motor working state control method according to claim 2, characterized in that: The expression of the torque slope correlation mathematical model is: in, for The vehicle's required torque at any given moment, is the vehicle mass, is the acceleration due to gravity, for The road slope at any moment, is the rolling resistance coefficient, is the drag coefficient, is the frontal area of ​​the vehicle, for Wheel speed at the moment, is the wheel radius.

4. The wheel-side drive motor working state control method according to claim 3, characterized in that: The method also includes calculating the vehicle mass during the vehicle startup phase The steps include: The instantaneous vehicle demand torque and speed corresponding to each acquisition moment are taken as one data item; Based on the data items at any three consecutive acquisition moments, the corresponding vehicle mass calculation value is calculated according to the second-order difference of acceleration; The final vehicle mass is obtained by taking the weighted average of all vehicle mass calculation values .

5. The wheel-side drive motor working state control method according to claim 4, characterized in that: The vehicle mass calculation value corresponding to the data items at any three consecutive acquisition moments is calculated according to the second-order difference of acceleration, specifically by the following formula: in, For the The vehicle speed at the time of collection, is the sampling time interval, For the The instantaneous vehicle torque requirement at each acquisition moment, For the The calculated value of vehicle mass, is the vehicle radius.

6. The wheel-side drive motor working state control method according to claim 1, characterized in that: When detecting whether the change between the currently collected accelerator pedal opening and the accelerator pedal opening corresponding to the previous valid instantaneous vehicle demand torque meets the change requirements, the change requirements mean that the accelerator pedal opening change does not exceed the first preset threshold and the currently collected accelerator pedal opening is greater than the second preset threshold.

7. The wheel-side drive motor working state control method according to claim 1, characterized in that: Control the working state of the drive motor according to the actual torque required by the vehicle, including: Based on the motor efficiency MAP of the drive motor, calculate the total electric power of the motor system corresponding to the actual vehicle required torque under each drive motor intervention mode; Sort the total electric power of the motor system corresponding to the actual vehicle required torque under each drive motor intervention mode; The drive motor intervention quantity pattern corresponding to the minimum total electric power of the motor system is used as the target drive motor intervention quantity pattern, and the intervention mode of each drive motor is controlled according to the target drive motor intervention quantity pattern.

8. The method for controlling the working state of the wheel-side drive motor according to claim 7, characterized in that: The calculation of the total electric power of the motor system corresponding to the actual vehicle required torque in each drive motor intervention quantity mode based on the motor efficiency MAP diagram of the drive motor includes: The number of drive motors involved in the current drive motor intervention mode is ; Detect actual vehicle torque requirement Is it satisfied ,in is the maximum allowable output torque of the drive motor; If not, detect the next drive motor intervention quantity mode until a mode that satisfies The number of drive motor intervention modes; According to the number of drive motors involved in the current drive motor intervention mode, the actual vehicle torque required The output torque of each driving motor is evenly distributed; According to the motor efficiency MAP diagram of the drive motor, the efficiency corresponding to the output torque of the drive motor is obtained; Calculate the electric power of the drive motor according to the speed, output torque and efficiency of the drive motor; The electric power of all drive motors is summed to obtain the total electric power of the motor system corresponding to the actual required torque of the vehicle.

9. A wheel-side drive motor working state control device, characterized in that: include: The instantaneous vehicle demand torque acquisition module is used to obtain the instantaneous vehicle demand torque based on the real-time accelerator pedal opening and the real-time vehicle speed; The vehicle demand torque acquisition module is used to predict the vehicle demand torque according to the road slope and real-time vehicle speed, including: obtaining the accelerator pedal opening and vehicle speed at the end of the vehicle startup phase, and obtaining the instantaneous vehicle demand torque at that moment based on the accelerator pedal opening and vehicle speed, and marking it as the first valid instantaneous vehicle demand torque; periodically collecting the accelerator pedal opening and vehicle speed after the vehicle startup phase, and calculating the instantaneous vehicle demand torque at the corresponding collection moment based on the accelerator pedal opening and vehicle speed at each collection moment; detecting the accelerator pedal opening at the current collection moment relative to the vehicle speed. Whether the change between the accelerator pedal opening corresponding to the previous valid instantaneous vehicle demand torque meets the change requirements; if so, mark the instantaneous vehicle demand torque at the current collection moment as the valid instantaneous vehicle demand torque; otherwise, mark the instantaneous vehicle demand torque at the current collection moment as the invalid instantaneous vehicle demand torque; take the average of several valid instantaneous vehicle demand torques before the current collection moment as the corrected instantaneous vehicle demand torque; and predict the vehicle demand torque based on the corrected instantaneous vehicle demand torque, the vehicle speed at the previous collection moment, and the vehicle speed at the current collection moment; The actual vehicle demand torque acquisition module is used to obtain the minimum value of the instantaneous vehicle demand torque and the predicted vehicle demand torque as the actual vehicle demand torque; The motor working state control module is used to control the working state of the drive motor according to the actual torque required by the vehicle.

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