Motor controller pre-torque control method and system

Abstract

The invention discloses a motor controller pre-torque control method which comprises the following steps: outputting a pre-torque target instruction based on a pre-torque loading curve according to the current running mode of a vehicle and the opening degree of an accelerator pedal; executing torque output according to the pre-torque target instruction, and monitoring a torque loading process; and comparing the output actual torque value with a torque target value in the pre-torque target instruction, and adjusting the pre-torque target instruction according to a comparison result. The invention discloses a pre-torque control system of a motor controller. The pre-torque control system comprises a torque instruction pre-judgment module, a pre-torque starting execution module and an output torque monitoring module. The torque output process is actively and smoothly intervened through the pre-torque loading curve based on the vehicle operation mode and the intention of a driver, and dynamic fine adjustment is performed by using a real-time monitoring and feedback mechanism, so that predictable and smooth output of the torque is realized under various complex working conditions, and the driving quality and the riding comfort of the whole vehicle are greatly improved.

Description

Technical Field

[0001] This invention relates to the field of new energy vehicle technology, and in particular to a pre-torque control method and system for a motor controller. Background Technology

[0002] The motor controller is the control unit of an electric vehicle. Its basic task is to receive the command torque from the vehicle controller (VCU) and drive the motor to output the torque precisely.

[0003] However, in traditional control strategies, motor controllers are often designed to output torque exactly as instructed. While this approach performs well under ideal conditions, in the complex real-world driving environment, when the driver rapidly depresses or releases the accelerator pedal, or when the vehicle's driving conditions change abruptly, the abrupt change in torque command is directly transmitted to the powertrain. Due to the inherent elasticity and inertia of the transmission system, this sudden torque input easily triggers torsional vibrations in the transmission system, which are ultimately transmitted through the vehicle body to the occupants, causing them to experience noticeable jerking, shaking, and other discomfort.

[0004] To address the aforementioned technical problems, those skilled in the art have proposed a method, device, and electric vehicle for correcting motor pre-torque. During vehicle start-up, this method collects signals such as motor speed and analyzes the relationships between specific sampling points to identify or predict jitter information. Based on this, it dynamically adjusts the motor's pre-torque to actively suppress jitter during start-up. However, its control is essentially a "reactive" or "compensatory" control, meaning it only corrects after detecting jitter information or its symptoms, resulting in weak predictive control capabilities. Furthermore, its applicable operating conditions are limited, primarily designed for the single state of vehicle start-up. It does not provide an effective solution for the jerking and jitter problems that frequently occur during vehicle acceleration and deceleration in complex dynamic conditions. Summary of the Invention

[0005] To address the aforementioned technical problems, this invention provides a method and system for pre-torque control of a motor controller.

[0006] To provide a basic understanding of some aspects of the disclosed embodiments, a brief summary is given below. This summary is not intended as a general commentary, nor is it intended to identify key / important components or to describe the scope of protection of these embodiments. Its sole purpose is to present some concepts in a simple form as a prelude to the detailed description that follows.

[0007] The present invention adopts the following technical solution: This invention provides a pre-torque control method for a motor controller, comprising: Based on the vehicle's current operating mode and accelerator pedal opening, and using the pre-torque loading curve, a pre-torque target command is output, wherein the pre-torque loading curve is a curve of pre-torque changing over time. Execute torque output according to the pre-torque target command, and monitor the torque loading process; The actual output torque value is compared with the torque target value in the pre-torque target command, and the pre-torque target command is adjusted according to the comparison result.

[0008] Furthermore, the pre-torque loading curve includes: the pre-torque loading curve for the driving and coasting process and the pre-torque loading curve for the driving and power generation switching process.

[0009] Furthermore, the process of outputting the pre-torque target command based on the pre-torque loading curve of the driving and coasting process, and the process of outputting the pre-torque target command based on the pre-torque loading curve of the driving and power generation switching process, both include the following steps: During the pre-torque loading process from time 0 to t1, the target pre-torque command is for the torque to jump from 0 to Tr1, and then increase linearly to Tr2. Tr1 is the initial value of the pre-torque, Tr2 is the final value of the pre-torque, and t1 is the preset value. During the normal torque loading process after time t1, after the pre-torque loading process is completed, the pre-torque target command is for the motor to increase by step size Step until it reaches Tr3. The step size time interval is 2ms, Step is a preset value, and Tr3 is the target torque. During the torque reduction process at times t2 to t3, i.e., the process of detecting the accelerator pedal being released, the pre-torque target command is to use a proportional reduction method during the torque reduction process. The proportional reduction method means that the torque of the next beat is the torque of the current beat × the reduction ratio coefficient, and each beat is 2ms. During the medium-speed zero-torque or low-torque coasting process at times t3 to t4, when the motor coasting speed is detected to be greater than the medium-speed threshold, if the VCU requested torque is greater than Tr4, the pre-torque target command is to execute the VCU requested torque; if the VCU requested torque is less than Tr4, the pre-torque target command is to execute the Tr4 torque. When the motor coasting speed is detected to be less than the low-speed threshold, the process enters the low-speed zero-torque or low-torque coasting process. The low-speed threshold is the speed threshold when holding torque switching × the speed hysteresis coefficient when holding torque switching, and Tr4 is the medium-speed holding torque.

[0010] Furthermore, the process of outputting the pre-torque target command based on the pre-torque loading curve of the driving and coasting process also includes: During the low-speed zero-torque or small-torque coasting process at times t4~t5, when the motor coasting speed is detected to be less than the low-speed threshold, if the VCU requested torque is greater than Tr1, the pre-torque target instruction is to execute the VCU requested torque; if the VCU requested torque is less than Tr1, the pre-torque target instruction is to execute the Tr1 torque.

[0011] Furthermore, the process of outputting the pre-torque target command based on the pre-torque loading curve of the driving and coasting process also includes: t5 is the time to clear the pre-torque. The target command for clearing the pre-torque is to clear the pre-torque when the following three conditions are met simultaneously: Condition 1: VCU issues 0 torque; Condition 2: The current rotational speed is detected to be less than the pre-torque exit speed threshold; Condition 3: During the process of switching from drive mode to generator / braking mode, the difference between the minimum torque output by the motor and the starting torque shall not exceed 5% of the starting torque.

[0012] Furthermore, based on the pre-torque loading curve of the drive and power generation switching process, the process of outputting the pre-torque target command also includes: during the low-speed zero torque or small torque coasting process at time t4~t5, when the motor coasting speed is detected to be less than the low-speed threshold, if the VCU requested torque is greater than Tr1, the pre-torque target command is to execute the VCU requested torque; if the VCU requested torque is less than Tr1, the pre-torque target command is to execute the Tr1 torque. And when the VCU requested torque is braking, when the real-time torque is detected to be less than Trmin, the process directly switches to Tr1. Trmin is the minimum torque during the switching from electric motor to generator.

[0013] Furthermore, when it is detected that the vehicle is in D gear and the accelerator pedal opening is at the first opening threshold, the pre-torque loading process is executed; When it is detected that the vehicle is in D gear and the accelerator pedal opening is at the second opening threshold, the normal torque loading process is executed; When it is detected that the vehicle is in D gear and the accelerator pedal opening changes from the second opening threshold to the first opening threshold, the torque reduction process / low torque coasting process is executed. When it is detected that the vehicle is in D gear and the accelerator pedal is released, the medium-high speed zero torque process / low speed zero torque process is executed. Furthermore, the first opening threshold is when the accelerator pedal reaches 20% opening, and the second opening threshold is when the accelerator pedal reaches 70% opening.

[0014] A motor controller pre-torque control system is provided, comprising: The torque command prediction module is used to output a pre-torque target command based on the vehicle's current operating mode and accelerator pedal opening, and the pre-torque loading curve is a curve of pre-torque changing over time. The pre-torque start-up execution module is used to execute torque output according to the pre-torque target command; The output torque monitoring module is used to monitor the torque loading process, compare the output actual torque value with the torque target value in the pre-torque target command, and adjust the pre-torque target command according to the comparison result.

[0015] Furthermore, the pre-torque loading curve includes: the pre-torque loading curve for the driving and coasting process and the pre-torque loading curve for the driving and power generation switching process.

[0016] The beneficial effects of this invention are as follows: This invention actively and smoothly intervenes in the torque output process by using a predefined pre-torque loading curve based on the vehicle's operating mode and the driver's intention, and dynamically fine-tunes it using a real-time monitoring and feedback mechanism. This enables predictable and smooth torque output under various complex operating conditions, such as starting, acceleration, coasting, and energy recovery switching, greatly improving the overall driving quality and ride comfort of the vehicle. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the pre-torque loading curve during the driving and coasting process of the present invention; Figure 2 This is a schematic diagram of the pre-torque loading curve of the drive and power generation switching process of the present invention; Figure 3 This is a schematic diagram of a motor controller pre-torque control system according to the present invention. Detailed Implementation

[0019] The embodiments of the present invention will now be described in detail with reference to the accompanying drawings. It should be understood that the described embodiments are merely some, not all, of the embodiments of the present invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0020] Existing compensatory control methods, such as those for correcting jitter during start-up, can only respond after jitter occurs and are applicable to a single operating condition, failing to cover complex scenarios involving frequent acceleration and deceleration during driving. Therefore, this invention provides a pre-torque control method for a motor controller, comprising the following steps: Based on the vehicle's current operating mode and accelerator pedal opening, and using the pre-torque loading curve, a pre-torque target command is output.

[0021] Operating modes, such as driving, coasting, and braking, as well as accelerator pedal opening, are direct input factors for determining the driver's intentions and the upcoming operating condition of the vehicle. Based on these inputs, this invention invokes a preset pre-torque loading curve. Wherein, for example... Figure 1-2 As shown, the pre-torque loading curve is a curve showing the change of pre-torque over time. The pre-torque loading curve includes: the pre-torque loading curve for the driving and coasting processes, and the pre-torque loading curve for the driving and power generation switching processes.

[0022] like Figure 1 As shown, the pre-torque loading curves during the driving and coasting processes cover the complete positive power process of the vehicle from a standstill, through acceleration, to coasting after releasing the accelerator, avoiding abrupt changes through multi-stage torque gradual change. Figure 2 As shown, the pre-torque loading curve for the drive and power generation switching process is based on the pre-torque loading curve for the drive and coasting processes. In response to the critical condition where the vehicle switches from drive mode (motor outputs positive torque) to power generation / braking mode (motor outputs negative torque), which is prone to jerking, a torque threshold Trmin is introduced to ensure a smooth transition and prevent switching shock.

[0023] Unlike existing technologies that passively respond only after detecting vibrations, this invention selects a smooth torque output path in real time based on the operating condition, which is an active planning approach that can prevent excitation sources that cause vibrations from the outset.

[0024] Then, the torque output is executed according to the pre-torque target command, and the torque loading process is monitored. Specifically, upon receiving the pre-torque target command, the drive motor outputs torque according to the command, while simultaneously monitoring the torque loading process in real time to obtain the actual torque value output by the motor.

[0025] The actual output torque value is compared with the torque target value in the pre-torque target command, and the pre-torque target command is adjusted according to the comparison result.

[0026] The actual torque output of the motor is acquired in real time, either directly measured by sensors or estimated based on a motor model and observer. Simultaneously, the target torque value from the pre-torque target command is obtained, calculated based on the vehicle's operating mode and accelerator pedal opening, combined with the pre-torque loading curve. The actual output torque value is compared with the target torque value to calculate the instantaneous error.

[0027] The calculated instantaneous error is input into the PID controller. Based on the magnitude, trend, and duration of the instantaneous error, the PID controller calculates a real-time correction command. This correction command is then sent to the actuator (such as an inverter). The actuator adjusts the motor voltage vector according to the correction command, thereby controlling the motor's output torque. Through continuous instantaneous error calculation and PID control, the system can sense the deviation between the actual output torque value and the target torque value in real time and perform dynamic corrections to ensure that the motor's output torque always remains close to the target torque value.

[0028] This invention proactively and smoothly intervenes in the torque output process through a predefined pre-torque loading curve based on the vehicle's operating mode and the driver's intentions, and uses a real-time monitoring and feedback mechanism for dynamic fine-tuning. This enables predictable and smooth torque output under various complex operating conditions, such as starting, acceleration, coasting, and energy recovery switching, greatly improving the overall driving quality and ride comfort of the vehicle.

[0029] like Figure 1 As shown, the process of outputting the pre-torque target command based on the pre-torque loading curves during the driving and coasting processes includes the following steps: Pre-torque loading process: During the pre-torque loading process from time 0 to t1, the target pre-torque command is for the torque to jump from 0 to Tr1, and then increase linearly to Tr2. Tr1 is the initial value of the pre-torque, Tr2 is the final value of the pre-torque, and t1 is the preset value.

[0030] Tr1, Tr2, and t1 are all preset values. The specific values ​​are related to the vehicle's drive type and power requirements. Among them, Tr2 should be kept between 1.8 and 2.5 times that of Tr1, and the setting time range of t1 is between 0.1s and 0.4s.

[0031] Setting the initial pre-torque value Tr1 can quickly eliminate backlash in the transmission system, such as in the half-shafts and reducers, providing a shock-free mechanical basis for subsequent linear loading and directly solving the gear impact problem. After eliminating backlash, the torque increases linearly with a fixed slope, avoiding the impact caused by the torque jumping directly from zero to a large value, thus making the vehicle start or accelerate more smoothly and suppressing the generation of vibration.

[0032] Normal torque loading process: During the normal torque loading process after time t1, after the pre-torque loading process is completed, the pre-torque target command is for the motor to increase by a step size Step until it reaches Tr3, with a step time interval of 2ms. Step is a preset value, and Tr3 is the target torque. Tr3 is the actual target torque, and Step is the torque loading step size, both of which are derived from the calibration results.

[0033] After the pre-torque phase is completed, the system executes the step loading phase. Compared with continuous linear loading, the step loading method with a step every 2ms is more in line with the discrete characteristics of the digital control system, which facilitates accurate calculation and execution by the MCU, and can ensure the smoothness of torque increase until the driver's final target torque Tr3 is reached.

[0034] Torque reduction process: During the torque reduction process from t2 to t3, i.e., the process of detecting the accelerator pedal being released, the pre-torque target command is to use a proportional reduction method during the torque reduction process. The proportional reduction method means that the torque of the next beat is the torque of the current beat multiplied by the reduction ratio coefficient, and each beat is 2ms.

[0035] When the driver releases the accelerator, if the torque drops to zero instantaneously, it will cause a strong jerk. This invention uses a proportional reduction method, that is, at the beginning of the reduction, Trq1 = Tr3 × reduction ratio coefficient, then in the next step Trq2 = Trq1 × reduction ratio coefficient, and so on. The torque decays smoothly according to an exponential law, greatly improving driving comfort and predictability.

[0036] Medium- and high-speed zero-torque / low-torque coasting process: During the medium-to-high speed zero-torque or low-torque coasting process at times t3 to t4, if the motor coasting speed is detected to be greater than the medium-to-high speed threshold, and the VCU requested torque is greater than Tr4, then the pre-torque target instruction is to execute the VCU requested torque; if the VCU requested torque is less than Tr4, then the pre-torque target instruction is to execute the Tr4 torque. When the motor coasting speed is detected to be less than or equal to the medium-to-high speed threshold, the t4 to t5 running process is executed; when the motor coasting speed is detected to be less than the low speed threshold, the low-speed zero-torque or low-torque coasting process is entered. Among them, the medium-high speed threshold is the speed threshold when torque is maintained, the low speed threshold is the speed threshold when torque is maintained and switched, and the low speed threshold is the speed threshold when maintaining torque switching × the speed hysteresis coefficient when maintaining torque switching.

[0037] Tr4 is the medium-speed holding torque. Both Tr4 and the low-speed threshold are preset values. They are set based on the holding torque when vibration occurs and the current speed. The Tr4 setting must be greater than or equal to the vibration holding torque, and the value is fixed based on the actual calibration.

[0038] During medium-to-high speed coasting / low torque coasting, the transmission system still has a certain amount of friction and wind resistance. Maintaining the medium speed holding torque Tr4 can maintain a slight preload on the transmission system, avoiding the feeling of gaps or shocks caused by the system going from a completely relaxed state to a tense state when the driver lightly presses the accelerator again.

[0039] Low-speed zero-torque / low-torque coasting process: During the low-speed zero-torque or small-torque coasting process at times t4~t5, when the motor coasting speed is detected to be less than the low-speed threshold, if the VCU requested torque is greater than Tr1, the pre-torque target instruction is to execute the VCU requested torque; if the VCU requested torque is less than Tr1, the pre-torque target instruction is to execute the Tr1 torque.

[0040] When coasting at low speeds with zero torque or low torque, the impact of transmission system clearance is more significant. Maintaining Tr1 can prepare for the next possible acceleration or braking momentarily and without impact.

[0041] Pre-torque reset to zero: t5 is the time to clear the pre-torque. The target command for clearing the pre-torque is to clear the pre-torque when the following three conditions are met simultaneously: Condition 1: VCU issues 0 torque; Condition 2: The current rotational speed is detected to be less than the pre-torque exit speed threshold; Condition 3: During the process of switching from drive mode to generator / braking mode, the difference between the minimum torque output by the motor and the starting torque shall not exceed 5% of the starting torque.

[0042] When the VCU requests zero torque, extremely low speed, and extremely low output torque, the pre-torque is cleared to zero, ensuring that the pre-torque is only canceled in a stable state where the vehicle is completely stationary and has no power demand. When switching from drive mode to generator / braking mode, if the torque change is too rapid or too large, it can easily cause severe mechanical shock to the transmission system, resulting in vehicle jerking or vibration. Condition three, by limiting the difference between the minimum torque and the starting torque to no more than 5%, ensures the smoothness of torque changes during the switching process, thus avoiding the discomfort caused by sudden torque changes. This avoids the discomfort caused by the sudden disappearance of pre-torque just before the vehicle stops, while also ensuring that the motor does not continuously output unnecessary micro-torque after the vehicle has come to a complete stop, balancing comfort, safety, and energy efficiency.

[0043] like Figure 2 As shown, the process of outputting the pre-torque target command based on the pre-torque loading curve during the drive and generation switching process includes: Pre-torque loading process: During the pre-torque loading process from time 0 to t1, the target pre-torque command is for the torque to jump from 0 to Tr1, and then increase linearly to Tr2. Tr1 is the initial value of the pre-torque, Tr2 is the final value of the pre-torque, and t1 is the preset value.

[0044] Setting the initial pre-torque value Tr1 can quickly eliminate backlash in the transmission system, such as in the half-shafts and reducers, providing a shock-free mechanical basis for subsequent linear loading and directly solving the gear impact problem. After eliminating backlash, the torque increases linearly with a fixed slope, avoiding the impact caused by the torque jumping directly from zero to a large value, thus making the vehicle start or accelerate more smoothly and suppressing the generation of vibration.

[0045] Normal torque loading process: During the normal torque loading process after time t1, after the pre-torque loading process is completed, the pre-torque target command is for the motor to increase by step size Step until it reaches Tr3. The step size interval is 2ms, Step is a preset value, and Tr3 is the target torque.

[0046] After the pre-torque phase is completed, the system executes the step loading phase. Compared with continuous linear loading, the step loading method with a step every 2ms is more in line with the discrete characteristics of the digital control system, which facilitates accurate calculation and execution by the MCU, and can ensure the smoothness of torque increase until the driver's final target torque Tr3 is reached.

[0047] Torque reduction process: During the torque reduction process from t2 to t3, i.e., the process of detecting the accelerator pedal being released, the pre-torque target command is to use a proportional reduction method during the torque reduction process. The proportional reduction method means that the torque of the next beat is the torque of the current beat multiplied by the reduction ratio coefficient, and each beat is 2ms.

[0048] When the driver releases the accelerator, if the torque drops to zero instantaneously, it will cause a strong jerk. This invention uses a proportional reduction method, that is, at the beginning of the reduction, Trq1 = Tr3 × reduction ratio coefficient, then in the next step Trq2 = Trq1 × reduction ratio coefficient, and so on. The torque decays smoothly according to an exponential law, greatly improving driving comfort and predictability.

[0049] Medium- and high-speed zero-torque / low-torque coasting process: During the medium-speed zero-torque or low-torque coasting process at times t3 to t4, when the motor coasting speed is detected to be greater than the medium-speed threshold, if the VCU requested torque is greater than Tr4, the pre-torque target command is to execute the VCU requested torque; if the VCU requested torque is less than Tr4, the pre-torque target command is to execute the Tr4 torque. When the motor coasting speed is detected to be less than the low-speed threshold, the process enters the low-speed zero-torque or low-torque coasting process. The low-speed threshold is the speed threshold when holding torque switching × the speed hysteresis coefficient when holding torque switching, and Tr4 is the medium-speed holding torque.

[0050] During medium-to-high speed coasting / low torque coasting, the transmission system still has a certain amount of friction and wind resistance. Maintaining the medium speed holding torque Tr4 can maintain a slight preload on the transmission system, avoiding the feeling of gaps or shocks caused by the system going from a completely relaxed state to a tense state when the driver lightly presses the accelerator again.

[0051] Low-speed zero-torque / low-torque coasting process: During the low-speed zero-torque or small-torque coasting process at times t4~t5, when the motor coasting speed is detected to be less than the low-speed threshold, if the VCU requested torque is greater than Tr1, the pre-torque target instruction is to execute the VCU requested torque; if the VCU requested torque is less than Tr1, the pre-torque target instruction is to execute the Tr1 torque.

[0052] When coasting at low speeds with zero torque or low torque, the impact of transmission system clearance is more significant. Maintaining Tr1 can prepare for the next possible acceleration or braking momentarily and without impact.

[0053] Furthermore, when the VCU requests braking torque, it will directly switch to Tr1 when the real-time torque is detected to be less than Trmin; Trmin is the minimum torque when switching from electric to generator.

[0054] The switching from driving (positive torque) to generating (negative torque) requires the torque to cross the zero point of the curve. If the switch is made directly to negative torque while the positive torque is high, the torque step will cause severe vehicle pitch and jerkiness. This invention is designed so that the torque first decays to a near-zero Trmin, and then to Tr1. Tr1 in generating mode can be understood as a small pre-braking torque. This design ensures the continuity and smoothness of the torque at the zero point, eliminating the jarring sensation during the switch between driving and braking.

[0055] Specifically, when the vehicle is detected to be in Drive (D) and the accelerator pedal opening is at the first opening threshold, a pre-torque loading process is executed; when the vehicle is detected to be in Drive (D) and the accelerator pedal opening is at the second opening threshold, a normal torque loading process is executed; when the vehicle is detected to be in Drive (D) and the accelerator pedal opening changes from the second opening threshold to the first opening threshold, a torque reduction process / low-torque coasting process is executed; when the vehicle is detected to be in Drive (D) and the accelerator pedal is released, a medium-high speed zero torque process / low speed zero torque process is executed.

[0056] The first opening threshold is when the accelerator pedal reaches 20% opening, and the second opening threshold is when the accelerator pedal reaches 70% opening.

[0057] Pre-torque loading at 20% throttle opening quickly eliminates transmission system backlash, preparing for subsequent power output. Normal torque loading at 70% throttle opening indicates a strong acceleration demand from the driver, at which point the system rapidly increases torque to meet power requirements. When the throttle opening decreases from 70% to 20%, the system enters a torque reduction or low-torque coasting process, achieving a smooth torque decay. This segmented control not only improves the flexibility of power response but also optimizes energy utilization efficiency, especially during coasting and energy recovery, allowing for a more precise match between driver intent and system status.

[0058] By combining throttle opening thresholds with the D gear status, the system recognizes the driver's intentions and switches to the corresponding torque control mode. For example, releasing the throttle enters a medium-high / low-speed zero-torque process, suitable for coasting or imminent stopping scenarios; while maintaining around 20% throttle, the system maintains low torque output to handle potential acceleration demands. This switching mechanism enhances the system's adaptability to complex driving scenarios, ensuring good vehicle control under different driving habits and road conditions.

[0059] like Figure 3 As shown, the present invention provides a motor controller pre-torque control system, comprising: The torque command prediction module is used to output the pre-torque target command based on the vehicle's current operating mode and accelerator pedal opening and the pre-torque loading curve. The pre-torque loading curve is the curve of pre-torque changing over time. The pre-torque loading curve includes: the pre-torque loading curve for the driving and coasting process and the pre-torque loading curve for the driving and power generation switching process. The pre-torque start-up execution module is used to execute torque output according to the pre-torque target command; The output torque monitoring module is used to monitor the torque loading process and compare the actual output torque value with the torque target value in the pre-torque target command. Based on the comparison result, the pre-torque target command is adjusted.

[0060] The torque command prediction module takes the vehicle operating mode and throttle opening as input and outputs a pre-torque target command. It selects a loading curve based on the operating conditions; for example, a linear growth curve is used in drive mode, while a proportional decrease rule is enabled in braking mode. The pre-torque start-up execution module converts the target command into a PWM control signal, which adjusts the motor voltage vector via the inverter. The output torque monitoring module compares the actual torque with the target value in real time and dynamically adjusts the pre-loading parameters. For example, if the actual value is consistently lower than the target, the step size is adaptively increased; if there is overshoot, a filtering stage is introduced to smooth the output.

[0061] Compared with existing technologies, the motor controller pre-torque control method and system proposed in this invention have the following significant advantages: This invention, through a pre-torque loading curve, proactively plans and executes a smooth output path before changes in torque demand, fundamentally avoiding sudden torque changes that could cause vibration, and achieving proactive adaptation. This solution not only optimizes the starting condition, but also covers the pre-torque strategy for daily driving conditions such as driving, coasting, deceleration, and drive / power generation switching; By designing various stages such as torque loading, holding, reduction, and zeroing, including jump, linear loading, step increase, proportional decrease, and multi-stage holding, the torque change process is controlled, ensuring that the torque change rate is within a controllable range at any instant, thereby improving the driving experience.

[0062] By introducing a closed-loop feedback mechanism that involves monitoring, comparison, and adjustment, the system can perceive the deviation between the actual output and the target instruction in real time and make dynamic corrections.

[0063] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A pre-torque control method for a motor controller, characterized in that, include: Based on the vehicle's current operating mode and accelerator pedal opening, and using the pre-torque loading curve, a pre-torque target command is output, wherein the pre-torque loading curve is a curve of pre-torque changing over time. Execute torque output according to the pre-torque target command, and monitor the torque loading process; The actual output torque value is compared with the torque target value in the pre-torque target command, and the pre-torque target command is adjusted according to the comparison result.

2. The pre-torque control method for a motor controller according to claim 1, characterized in that, The pre-torque loading curves include: the pre-torque loading curves for the driving and coasting processes and the pre-torque loading curves for the driving and power generation switching processes.

3. The pre-torque control method for a motor controller according to claim 2, characterized in that, The process of outputting the pre-torque target command based on the pre-torque loading curve of the driving and coasting process, and the process of outputting the pre-torque target command based on the pre-torque loading curve of the driving and power generation switching process, both include the following steps: During the pre-torque loading process from time 0 to t1, the target pre-torque command is for the torque to jump from 0 to Tr1, and then increase linearly to Tr2. Tr1 is the initial value of the pre-torque, Tr2 is the final value of the pre-torque, and t1 is the preset value. During the normal torque loading process after time t1, after the pre-torque loading process is completed, the pre-torque target command is for the motor to increase by step size Step until it reaches Tr3. The step size time interval is 2ms, Step is a preset value, and Tr3 is the target torque. During the torque reduction process at times t2 to t3, i.e., the process of detecting the accelerator pedal being released, the pre-torque target command is to use a proportional reduction method during the torque reduction process. The proportional reduction method means that the torque of the next beat is the torque of the current beat × the reduction ratio coefficient, and each beat is 2ms. During the medium-speed zero-torque or low-torque coasting process at times t3 to t4, when the motor coasting speed is detected to be greater than the medium-speed threshold, if the VCU requested torque is greater than Tr4, the pre-torque target command is to execute the VCU requested torque; if the VCU requested torque is less than Tr4, the pre-torque target command is to execute the Tr4 torque. When the motor coasting speed is detected to be less than the low-speed threshold, the process enters the low-speed zero-torque or low-torque coasting process. The low-speed threshold is the speed threshold when holding torque switching × the speed hysteresis coefficient when holding torque switching, and Tr4 is the medium-speed holding torque.

4. The pre-torque control method for a motor controller according to claim 3, characterized in that, The process of outputting the pre-torque target command based on the pre-torque loading curve of the driving and coasting process further includes: During the low-speed zero-torque or small-torque coasting process at times t4~t5, when the motor coasting speed is detected to be less than the low-speed threshold, if the VCU requested torque is greater than Tr1, the pre-torque target instruction is to execute the VCU requested torque; if the VCU requested torque is less than Tr1, the pre-torque target instruction is to execute the Tr1 torque.

5. The pre-torque control method for a motor controller according to claim 4, characterized in that, The process of outputting the pre-torque target command based on the pre-torque loading curve of the driving and coasting process further includes: t5 is the time to clear the pre-torque. The target command for clearing the pre-torque is to clear the pre-torque when the following three conditions are met simultaneously: Condition 1: VCU issues 0 torque; Condition 2: The current rotational speed is detected to be less than the pre-torque exit speed threshold; Condition 3: During the process of switching from drive mode to generator / braking mode, the difference between the minimum torque output by the motor and the starting torque shall not exceed 5% of the starting torque.

6. The pre-torque control method for a motor controller according to claim 5, characterized in that, Based on the pre-torque loading curve of the drive and power generation switching process, the process of outputting the pre-torque target command also includes: during the low-speed zero torque or small torque coasting process at time t4~t5, when the motor coasting speed is detected to be less than the low-speed threshold, if the VCU requested torque is greater than Tr1, the pre-torque target command is to execute the VCU requested torque; if the VCU requested torque is less than Tr1, the pre-torque target command is to execute the Tr1 torque. When the VCU requested torque is braking, when the real-time torque is detected to be less than Trmin, the process directly switches to Tr1. Trmin is the minimum torque during the switching from electric motor to generator.

7. The pre-torque control method for a motor controller according to claim 6, characterized in that, When it is detected that the vehicle is in D gear and the accelerator pedal opening is at the first opening threshold, the pre-torque loading process is executed; When it is detected that the vehicle is in D gear and the accelerator pedal opening is at the second opening threshold, the normal torque loading process is executed; When it is detected that the vehicle is in D gear and the accelerator pedal opening changes from the second opening threshold to the first opening threshold, the torque reduction process / low torque coasting process is executed. When the vehicle is detected to be in D gear and the accelerator pedal is released, the medium-high speed zero torque process / low speed zero torque process is executed.

8. The pre-torque control method for a motor controller according to claim 7, characterized in that, The first opening threshold is when the accelerator pedal reaches 20% opening, and the second opening threshold is when the accelerator pedal reaches 70% opening.

9. A motor controller pre-torque control system, characterized in that, include: The torque command prediction module is used to output a pre-torque target command based on the vehicle's current operating mode and accelerator pedal opening, and the pre-torque loading curve is a curve of pre-torque changing over time. The pre-torque start-up execution module is used to execute torque output according to the pre-torque target command; The output torque monitoring module is used to monitor the torque loading process, compare the output actual torque value with the torque target value in the pre-torque target command, and adjust the pre-torque target command according to the comparison result.

10. A motor controller pre-torque control system according to claim 9, characterized in that, The pre-torque loading curves include: the pre-torque loading curves for the driving and coasting processes and the pre-torque loading curves for the driving and power generation switching processes.

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