Motor speed regulation method and device, rotating speed regulator, storage medium and program product

Abstract

The invention discloses a motor speed regulation method and device, a rotating speed regulator, a storage medium and a program product, and relates to the technical field of motor control, and the method comprises the steps: obtaining an actual rotating speed, a rotational inertia parameter and a target rotating speed change rate of a vehicle motor under a working condition of a vehicle, and a current target rotating speed of a current rotating speed sampling period; determining control parameters for adjusting the rotating speed of the vehicle motor according to the rotational inertia parameters; determining a correction amount corresponding to the target rotating speed change rate, and correcting the current target rotating speed according to the correction amount to obtain the latest target rotating speed of the current rotating speed sampling period; and determining a target torque value of the vehicle motor based on the actual rotating speed, the latest target rotating speed and the control parameters. The technical problems that an existing motor speed regulation method is poor in speed regulation effect and cannot meet speed regulation indexes under different working conditions, and consequently the whole vehicle performance is low can be solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of motor control, in particular to a motor speed regulation method, a motor speed regulation device, a rotational speed regulator, a storage medium and a program product. BACKGROUND

[0002] The motor speed control of a new energy hybrid vehicle needs to be switched under different working conditions, such as switching the speed between the gear shifting mode and the driving mode. The rotational inertia of the motor in the two modes differs by more than 10 times. The traditional method controls the motor speed by using artificial calibration of fixed PI (Proportional-Integral) parameters under the premise of meeting the constant speed command. The calibration workload is large, and the PI parameters calibrated under different working conditions are prone to coupling interference, that is, the PI parameters calibrated under a certain working condition will cause severe oscillation or slow response when used under another working condition. The PI parameters under different working conditions have strong mutual exclusivity, that is, the same PI parameters are difficult to adapt to working conditions with different rotational inertia. When the speed command changes rapidly, the response time, overshoot and steady-state error of the speed regulation indicators cannot be met. The large overshoot and steady-state error in the gear shifting condition cause gear impact and long gear shifting time, resulting in long power interruption time and low vehicle performance.

[0003] The above content is only used to assist in understanding the technical solutions of the present application and does not represent the acknowledgement of the above content as prior art. SUMMARY

[0004] The main purpose of the present application is to provide a motor speed regulation method, a motor speed regulation device, a rotational speed regulator, a storage medium and a program product, aiming to solve the technical problem of poor speed regulation effect of the existing motor speed regulation method, which cannot meet the speed regulation indicators under different working conditions, resulting in low vehicle performance.

[0005] To achieve the above purpose, the present application provides a motor speed regulation method, which comprises:

[0006] obtaining the actual speed, the rotational inertia parameter, the target speed change rate and the current target speed of the vehicle motor under the working condition of the vehicle;

[0007] determining the control parameter for speed regulation of the vehicle motor according to the rotational inertia parameter;

[0008] determining the correction amount corresponding to the target speed change rate, correcting the current target speed according to the correction amount to obtain the latest target speed of the current speed sampling period;

[0009] determining the target torque value of the vehicle motor based on the actual speed, the latest target speed and the control parameter.

[0010] In an embodiment, the step of obtaining the moment of inertia parameter of the vehicle motor in the working condition of the vehicle and the target speed change rate comprises:

[0011] When the vehicle is in the working condition of the gear shifting mode, the moment of inertia parameter of the vehicle motor in the working condition of the gear shifting mode is a first moment of inertia parameter, wherein the first moment of inertia parameter is the moment of inertia of the motor rotor and the gear of the reduction gearbox; and the first target speed change rate is obtained according to the first current target speed in the current speed sampling period and the first historical target speed in the last speed sampling period.

[0012] When the vehicle is in the working condition of the driving mode, the moment of inertia parameter of the vehicle motor in the working condition of the driving mode is a second moment of inertia parameter, wherein the second moment of inertia parameter is the sum of the moment of inertia of the drive train of the vehicle and the moment of inertia of the vehicle mass after conversion.

[0013] In an embodiment, before the step of determining the correction amount corresponding to the target speed change rate, the method comprises:

[0014] obtaining the correction amount of the target speed change rate based on the target speed change rate querying the correction amount table, wherein the correction amount table stores the mapping relationship between the target speed change rate and the correction amount, and the correction amount is zero when the target speed change rate exceeds the preset speed change rate range.

[0015] In an embodiment, the step of determining the target torque value of the vehicle motor based on the actual speed, the latest target speed and the control parameter comprises:

[0016] updating the original control parameter in the speed regulator to the control parameter;

[0017] filtering the latest target speed according to the speed regulator after updating the control parameter to obtain the filtered latest target speed;

[0018] determining the target torque value of the vehicle motor according to the speed regulator after updating the control parameter, the filtered latest target speed and the actual speed of the vehicle motor.

[0019] In an embodiment, the control parameter comprises a proportional coefficient, an integral time constant and a filtering coefficient, and the step of determining the control parameter for speed regulation of the vehicle motor according to the moment of inertia parameter comprises:

[0020] calculating the proportional coefficient according to the relationship satisfied by the proportional coefficient and the moment of inertia parameter, wherein the proportional coefficient satisfies the relationship: wherein K p is the proportional coefficient, Fac is used to adjust the proportional coefficient K pThe adjustment coefficient, J is the moment of inertia parameter;

[0021] The integral time constant is calculated based on the relationship satisfied by the integral time constant and the rotational inertia parameter, wherein the integral time constant satisfies the relationship: Ti=k*Tσ, where Ti is the integral time constant, k is the mid-frequency bandwidth coefficient, and Tσ is the time constant of the inner torque loop; and the integral time constant is used as the filter coefficient.

[0022] In one embodiment, the method further includes:

[0023] In a speed regulator for motor speed control, a PI controller and a filter connected in series are built in. The transfer function of the filter is used to cancel the zeros of the motor speed control closed-loop transfer function, thereby changing the zero-pole distribution of the speed regulator.

[0024] In addition, to achieve the above objectives, this application also proposes a motor speed control device, which includes: an acquisition module for acquiring the actual speed of the vehicle motor, rotational inertia parameters, target speed change rate, and current target speed of the current speed sampling period under the vehicle's operating conditions.

[0025] The calculation module is used to determine the control parameters for adjusting the speed of the vehicle motor based on the moment of inertia parameters;

[0026] The correction module is used to determine the correction amount corresponding to the target speed change rate, and correct the current target speed according to the correction amount to obtain the latest target speed for the current speed sampling period;

[0027] The speed control module is used to determine the target torque value of the vehicle motor based on the actual rotational speed, the latest target rotational speed, and the control parameters.

[0028] In addition, to achieve the above objectives, this application also proposes a speed regulator, the device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the motor speed regulation method described above.

[0029] In addition, to achieve the above objectives, this application also proposes a storage medium, which is a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the steps of the motor speed control method described above.

[0030] In addition, to achieve the above objectives, this application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the steps of the motor speed control method described above.

[0031] One or more technical solutions proposed in this application have at least the following technical effects:

[0032] Because existing motor speed control methods use manual calibration of fixed PI parameters, they cannot adapt to the huge differences in the moment of inertia of a vehicle under different operating conditions. This results in poor speed control performance, delayed response time, excessive overshoot, and significant steady-state error, which can lead to gear impact or power interruption, thereby reducing the overall vehicle performance.

[0033] This application acquires the actual speed, moment of inertia parameters, target speed change rate, and current target speed of the vehicle motor under the vehicle's operating conditions, enabling real-time capture of dynamic changes in operating conditions. Based on the moment of inertia parameters, it determines the control parameters for adjusting the vehicle motor's speed, achieving dynamic adaptation to differences in moment of inertia and eliminating the mutual exclusion of fixed PI parameters under different operating conditions. This also reduces the workload of manual calibration. For operating conditions with rapidly changing speed commands, by determining the correction amount corresponding to the target speed change rate and correcting the current target speed based on this correction amount, the latest target speed of the current speed sampling period is obtained. This effectively suppresses overshoot and response delay when speed commands change rapidly, optimizing the smoothness of the speed adjustment process. Determining the target torque value of the vehicle motor based on the actual speed, the latest target speed, and control parameters enables precise torque adjustment, thereby meeting the speed adjustment targets under different operating conditions. Ultimately, the technical solution of this application reduces the workload of manual calibration, avoids performance fluctuations during operating condition switching, improves stability during gear shifting and drive conditions, prevents gear impact and power interruption, and ultimately enhances overall vehicle performance. Attached Figure Description

[0034] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0035] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0036] Figure 1 This is a flowchart illustrating an embodiment of the motor speed control method of this application;

[0037] Figure 2 This is a schematic diagram illustrating the parameter acquisition of the motor speed control method under different operating conditions in this application;

[0038] Figure 3 A schematic diagram of the correction amount provided for the motor speed control method of this application;

[0039] Figure 4 This is an overall schematic diagram of the motor speed control method of this application;

[0040] Figure 5 This is a schematic diagram illustrating the cancellation effect of the motor speed regulation method in this application.

[0041] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0042] It should be understood that the specific embodiments described herein are only used to explain the technical solutions of this application and are not intended to limit this application.

[0043] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0044] It should be noted that the executing entity in this embodiment can be a speed regulator, or a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, or mobile phone, or an electronic device or processor capable of performing the above functions. The following description uses a speed regulator as an example to illustrate this embodiment and the subsequent embodiments.

[0045] Based on this, the embodiments of this application provide a method for regulating motor speed, referring to... Figure 1 , Figure 1 This is a flowchart illustrating an embodiment of the motor speed control method of this application.

[0046] In this embodiment, the motor speed regulation method includes steps S10 to S40:

[0047] Step S10: Obtain the actual speed of the vehicle motor, moment of inertia parameters, target speed change rate, and current target speed of the current speed sampling period under the vehicle's operating conditions.

[0048] It should be noted that this refers to obtaining the vehicle's current operating conditions (including shifting speed control mode where the motor speed is controlled when the motor shaft is disconnected from the wheel axle system, and drive speed control mode where the motor speed is controlled when the motor shaft is connected to the wheels, such as when the vehicle is using speed control to park on a slope).

[0049] The actual speed of the vehicle motor is measured by factors such as the real-time speed value fed back by sensors, the moment of inertia parameter (reflecting the magnitude of the vehicle's transmission system's inertia under different operating conditions), the target speed change rate (i.e., the speed command change rate), the target speed (hereafter, "target speed" indicates the existence of a speed command and its acquisition from the command), which characterizes the rate at which the target speed changes over time, and the target speed of the current speed sampling period (i.e., the expected speed). The moment of inertia parameter needs to be automatically switched according to the operating conditions. For example, in shift speed control mode, a smaller moment of inertia parameter (containing only the inertia of the motor rotor and gearbox gears) will be selected, while in drive speed control mode, a larger moment of inertia parameter that includes the equivalent inertia of the entire vehicle will be selected.

[0050] In one feasible implementation, obtaining the rotational inertia parameters and target speed change rate of the vehicle motor under the vehicle's operating conditions in step S10 includes steps S101 to S102:

[0051] Step S101: When the vehicle is in shift mode, the rotational inertia parameter of the vehicle motor under shift mode is obtained as the first rotational inertia parameter, wherein the first rotational inertia parameter is the rotational inertia of the motor rotor and the gearbox gear; the first target speed change rate is obtained according to the first current target speed of the current speed sampling period and the first historical target speed of the previous speed sampling period.

[0052] It should be noted that when the vehicle is in shift mode (i.e., shift speed control mode, hereinafter referred to as shift mode), the speed regulator identifies the current operating condition and obtains the rotational inertia parameters under the current operating condition. In a specific implementation, the transmission system is disconnected from the wheels at this time, so the rotational inertia parameters only include the inertia of the motor rotor and the gearbox gears (referred to as the first rotational inertia parameter). The inertia at this time is significantly smaller than that in drive mode (i.e., drive speed control mode, hereinafter referred to as drive mode). If the rotational inertia parameters in drive mode are used directly, it will affect the control stability of the PI regulator in the speed regulator. In addition, the speed regulator also obtains the first target speed change rate under this operating condition: based on the difference between the first current target speed in the current speed sampling period and the first historical target speed in the previous speed sampling period when the vehicle is in shift mode, the target speed change rate is quantified in real time. It can be understood that this change rate reflects the intensity of the sudden change in the target speed during rapid acceleration or deceleration (e.g., up to ±4000 rpm / s).

[0053] For example, the moment of inertia parameter in shift mode is low, for example, as low as 0.1 kg·m. 2When the target speed changes abruptly, and the vehicle is simultaneously undergoing rapid acceleration or deceleration while shifting gears, the target speed will first change by a step and then change rapidly. At this time, a short response time, such as less than 200ms, overshoot, and steady-state error of less than 50rpm are still required.

[0054] Step S102: When the vehicle is in driving mode, the rotational inertia parameter of the vehicle motor in driving mode is obtained as the second rotational inertia parameter, wherein the second rotational inertia parameter is the sum of the rotational inertia of the vehicle's transmission system and the rotational inertia after the vehicle's mass is converted.

[0055] It should be noted that when the vehicle switches to drive mode, the transmission system is rigidly connected to the wheels, and the moment of inertia parameter is the sum of the transmission system inertia and the equivalent inertia calculated based on the vehicle's mass (referred to as the second moment of inertia parameter). The equivalent inertia parameter considers factors such as vehicle mass, tire radius, and gear ratio, resulting in a larger overall inertia. Understandably, in drive mode, this second moment of inertia parameter value can be tens of times higher than in shift mode (e.g., 10 kg·m). 2 This will directly lead to a delay in the response of the motor speed regulator.

[0056] For example, Figure 2 This diagram illustrates the acquisition of rotational inertia parameters under different operating conditions. Specifically: In shift mode, the rotational inertia parameter of the vehicle motor in shift mode is obtained as the first rotational inertia parameter, which is the rotational inertia of the motor rotor and the gearbox gears; the first rotational inertia parameter determines the control parameters (proportional coefficient K) in shift mode. p The latest control parameters (including integral time constant Ti and filter coefficients) are used to update the original control parameters in the speed regulator, enabling the speed regulator to output the target torque value in shift mode.

[0057] In drive mode, the rotational inertia parameter of the vehicle motor in drive mode is obtained as the second rotational inertia parameter, which is the sum of the inertia of the entire vehicle transmission system and the equivalent inertia of the vehicle mass; the second rotational inertia parameter determines the control parameters (proportional coefficient K) in shift mode. p The latest control parameters (including the integral time constant Ti and the filter coefficients) are used to update the original control parameters in the speed regulator, enabling the speed regulator to output the target torque value in drive mode.

[0058] In one embodiment, the target speed change rate can be calculated as follows: if the current target speed in the current speed sampling period is 3000 rpm, the historical target speed in the previous speed sampling period was 2500 rpm, and the speed sampling period is 0.001 s, then the target speed change rate is (3000-2500) / 0.001 = 500000 rpm / s. It is understood that obtaining the target speed change rate can accurately capture step changes or abrupt changes in the target speed. Furthermore, it should be noted that the target speed can be filtered after acquisition to avoid abnormal fluctuations caused by jitter and ensure the reliability of subsequent corrections.

[0059] Step S20: Determine the control parameters for adjusting the speed of the vehicle motor based on the moment of inertia parameters;

[0060] It should be noted that, based on the acquired moment of inertia parameters, the speed regulator uses the moment of inertia J to calculate the proportional coefficient K in real time. p And the integral time constant Ti. For example, when the vehicle switches from drive mode to shift mode, the moment of inertia J decreases significantly, and the speed regulator will automatically switch Fac (used to adjust the proportional coefficient K). p The adjustment coefficients (Ti) and filtering coefficients are used to match the response requirements of different operating conditions, ensuring that the speed regulator always maintains critical damping characteristics, thereby avoiding overshoot and meeting the stringent requirements of 200ms response time and 50rpm steady-state error. This method of calculating control parameters based on real-time operating condition moment of inertia parameters ensures that the control parameters can automatically and optimally adapt to the current operating conditions, avoiding the overshoot or slow response problems caused by existing fixed PI parameters when switching operating conditions.

[0061] Step S30: Determine the correction amount corresponding to the target speed change rate, and correct the current target speed according to the correction amount to obtain the latest target speed of the current speed sampling period;

[0062] It should be noted that, for scenarios where the target speed changes rapidly (such as during gear shifting with simultaneous rapid acceleration or deceleration), the speed regulator identifies the target speed change rate and generates a corresponding correction amount. This correction amount is then used to adjust the current target speed to obtain the latest target speed for the current speed sampling period. In essence, when the detected target speed change rate is within a preset range (e.g., ±4000 rpm / s), the speed regulator dynamically adjusts the current target speed according to a preset correction table: positive compensation is added when the speed change rate is positive, and negative compensation is added otherwise; if the target speed change rate is zero or exceeds the range, the correction amount is zero. In a specific implementation, setting the speed change range ensures that even if the target speed changes rapidly at 4000 rpm / s, the corrected latest target speed maintains the speed regulator's performance indicators, ensuring the actual speed response meets the requirement of overshoot less than 50 rpm, without changing the original control parameters. Changing the control parameters inevitably affects the output target torque, thus impacting overall vehicle performance.

[0063] In one possible implementation, prior to step S30, the following is included:

[0064] The correction amount is obtained by querying the correction table based on the target speed change rate. The correction table stores the mapping relationship between the target speed change rate and the correction amount. When the target speed change rate exceeds the preset speed change rate range, the correction amount is zero.

[0065] For example, such as Figure 3 , Figure 3 This is a schematic diagram of the correction amount. Specifically, the horizontal axis represents the rate of change of the target rotational speed, in units of 10. 2 The vertical axis represents the correction amount in rpm / s; the horizontal axis represents the correction amount in rpm / min. As shown in the graph, a correction amount exists when the target speed change rate is within ±4000 rpm / s; outside this range, the correction amount is zero. Specifically, the correction amount is also zero when the target speed change rate is zero.

[0066] It should be noted that, in a specific implementation, the speed regulator dynamically optimizes the target speed through a preset correction table. This correction table stores the mapping relationship between the target speed change rate and the correction amount. For example, the mapping relationship includes: when the speed regulator obtains the target speed change rate under the current operating condition, it queries the correction table to obtain the corresponding correction amount: if the target speed change rate is positive (e.g., rapid acceleration), the correction amount is positive; if the target speed change rate is negative (e.g., rapid deceleration), the correction amount is negative; when the target speed change rate is zero, the correction amount is also zero. It can be understood that the correction table uses a pre-compensation mechanism to offset errors caused by sudden changes in the target speed, ensuring that the speed regulator can maintain its original performance indicators even when the target speed fluctuates drastically.

[0067] When the target speed change rate exceeds the preset speed change rate range, the speed regulator automatically sets the correction to zero. For example, this range can be set to ±4000 rpm / s, covering extreme conditions of rapid acceleration or deceleration of the vehicle; it can also be set according to actual conditions. If the target speed change rate exceeds this range, the speed regulator will determine it as an abnormal condition, meaning the vehicle will not actually reach such acceleration, and the correction will be zero to avoid interference. Furthermore, for the target speed change rate within the range, the correction can be calculated using linear interpolation: for example, if the target speed change rate under the current condition is between two adjacent calibration points on the correction scale, the intermediate value is calculated proportionally; if it is exactly equal to the calibration point, the corresponding correction is directly output. This allows even small target speed changes (such as 100 rpm / s) to be smoothly compensated, eliminating the output abrupt changes caused by piecewise function compensation in traditional methods.

[0068] For example, the mapping relationship of the correction scale can be obtained through actual vehicle or bench calibration. In a specific implementation, the calibration process tests the speed regulation error under different target speed change rates, and then reverse-engineers the optimal compensation value that can offset the error. It can be understood that the correction amount is essentially compensation for the filter hysteresis effect: when the target speed changes rapidly, the filter output cannot keep up with the input, causing a deviation between the actual speed and the target speed. By superimposing the correction amount, the speed regulator makes the final input speed regulator's correction target speed closer to the actual requirement. It should also be noted that this implementation only corrects the target speed and does not adjust control parameters (such as K). p and K i , where K i According to K p And Ti, This fundamentally preserves the stability advantages of the critical damping speed regulator.

[0069] Step S40: Determine the target torque value of the vehicle motor based on the actual rotational speed, the latest target rotational speed, and control parameters.

[0070] It should be noted that the speed regulator outputs the target torque value through a PI controller based on the actual speed, the corrected latest target speed, and the calculated control parameters. In a specific implementation, the entire speed regulation process can be as follows: the corrected target speed is smoothed by a filter to eliminate abrupt changes; then the PI controller converts the deviation between the filtered latest target speed and the actual speed into a torque command, which includes the target torque value. Finally, the output target torque value acts on the motor through the inner torque loop, thereby changing the motor speed and achieving the purpose of speed regulation.

[0071] In this embodiment, the motor speed control method acquires the actual speed, moment of inertia parameters, target speed change rate, and current target speed of the vehicle motor under the vehicle's operating conditions, enabling real-time capture of dynamic changes in operating conditions. Then, based on the moment of inertia parameters, it determines the control parameters for adjusting the vehicle motor speed, achieving dynamic adaptation to differences in moment of inertia and eliminating coupling interference of fixed PI parameters under different operating conditions. Simultaneously, it reduces the workload of manual calibration. By determining the correction amount corresponding to the target speed change rate and correcting the current target speed based on this correction amount, the latest target speed of the current speed sampling period is obtained, effectively suppressing overshoot and response delay when the speed command changes rapidly, and optimizing the smoothness of the speed control process. Based on the actual speed, the latest target speed, and the control parameters, the target torque value of the vehicle motor is determined, enabling precise torque adjustment to meet speed control targets under different operating conditions. Ultimately, the technical solution of this application reduces the workload of manual calibration, avoids performance fluctuations during operating condition switching, improves stability during gear shifting and driving conditions, prevents gear impact and shortens power interruption, thereby enhancing overall vehicle performance.

[0072] In one feasible implementation, step S40 includes steps S401 to S403:

[0073] Step S401: Update the original control parameters in the speed regulator to the control parameters;

[0074] It should be noted that the control parameters (proportional coefficient, integral time constant, and filter coefficient) calculated in real time based on the moment of inertia parameters under different operating conditions update the original control parameters in the speed regulator. Specifically, this involves updating the filter coefficient of the filter in the speed regulator and updating the proportional coefficient and integral time constant of the PI regulator in the speed regulator. In a specific implementation, when the vehicle operating condition changes (e.g., from shift mode to drive mode), the speed regulator recalculates the control parameters based on the moment of inertia parameters under the current operating condition. For example, in drive mode, due to the increase in vehicle inertia, K... p The adjustment of Ti optimizes stability while maintaining the responsiveness of the speed regulator. It should also be noted that this process is fully automated, avoiding the heavy workload of manual calibration of traditional PI parameters.

[0075] Step S402: Based on the updated control parameters of the speed regulator, the latest target speed is filtered to obtain the filtered latest target speed;

[0076] It should be noted that, in a specific implementation, the speed regulator filters the latest target speed (i.e., the corrected target speed) using a filter. For example, a transfer function of... A first-order low-pass filter, where Ti is the integration time constant and s is a variable in the complex plane; its function is to cancel the zero point of the transfer function of the speed regulator.

[0077] Understandably, when a vehicle accelerates or decelerates rapidly, causing drastic fluctuations in the target speed, the filter smooths the signal using a time constant Ti, transforming the original step signal into a gradual ramp signal. In this embodiment, the introduction of the filter not only suppresses the risk of overshoot but also, through its coordination with the subsequent PI controller, eliminates the zeros of the closed-loop transfer function of the speed regulator, altering the zero-pole distribution of the speed regulator and constructing critical damping characteristics for it, ensuring that the speed change process is both rapid and smooth.

[0078] Step S403: Determine the target torque value of the vehicle motor based on the updated speed regulator, the latest target speed after filtering, and the actual speed of the vehicle motor.

[0079] It should be noted that the PI controller receives the latest target speed and the actual speed after filtering, obtains the difference between the latest target speed and the actual speed, and outputs the target torque value. In a specific implementation, the proportional parameter (P) in the PI controller responds to the deviation amplitude in real time, while the integral parameter (I) accumulates historical errors to eliminate steady-state offset. It can be understood that the control parameters (proportional parameter, integral parameter, and filter coefficient) determined using the moment of inertia parameters under different operating conditions can quickly suppress abrupt changes, accurately eliminate residuals, and ensure that the speed error converges to within ±50 rpm within 200 ms specified by the vehicle manufacturer. For example, when the actual speed is lower than the target speed due to disturbance, the PI controller generates a positive torque command (containing the torque value corresponding to the positive torque command) to drive the vehicle motor to accelerate; conversely, it outputs a negative torque command (containing the torque value corresponding to the negative torque command) to brake the vehicle motor. Finally, the torque command is executed by the speed controller, realizing the conversion from the input as the target speed to the target torque value.

[0080] For example, such as Figure 4 As shown, Figure 4 This is a schematic diagram of the overall motor speed regulation; specifically: the input is the target speed, and the target speed change rate is calculated based on the target speed in the current speed sampling period and the historical target speed in the previous speed sampling period; then the correction table is consulted to obtain the correction amount corresponding to the target speed change rate; the target speed is corrected by the correction amount to obtain the latest target speed.

[0081] The latest target speed is then input to the speed regulator, whose control parameters are calculated based on the moment of inertia parameters under the current operating conditions. The speed is then filtered by the filter in the speed regulator to obtain the latest target speed. The PI regulator in the speed regulator obtains the target torque value based on the latest target speed after filtering and the actual speed under the current operating conditions, and applies it to the vehicle motor to achieve motor speed regulation.

[0082] Based on the above embodiments of this application, in another embodiment of this application, the same or similar content as the above embodiments can be referred to the above description, and will not be repeated hereafter. Based on this, step S20 includes steps S201 to S202:

[0083] Step S201: Calculate the proportionality coefficient based on the relationship satisfied by the proportionality coefficient and the moment of inertia parameter, where the proportionality coefficient satisfies the following relationship: Among them, K p Fac is the scaling factor, and K is the scaling factor used to adjust the scaling factor. p The adjustment coefficient, J is the moment of inertia parameter;

[0084] It should be noted that, in the specific implementation, the speed regulator calculates the proportional coefficient (K) in real time based on the moment of inertia parameter (J). p For example, when a vehicle switches from a shift mode (low inertia) to a drive mode (high inertia), the moment of inertia J increases significantly, and the speed regulator automatically increases the proportional coefficient (K) according to this formula. p To maintain control strength. Understandably, It is an angular velocity unit conversion factor (converting units of rpm / min to rad / s) to ensure consistency of physical dimensions. In specific implementations, Fac needs to be obtained through actual vehicle calibration and is used to balance the response speed and overshoot of the speed regulator. Increasing Fac can accelerate the response but may cause overshoot, while decreasing it will reduce the response speed.

[0085] Step S202: Calculate the integral time constant based on the relationship satisfied by the integral time constant and the moment of inertia parameter. The integral time constant satisfies the relationship: Ti=k*Tσ, where Ti is the integral time constant, k is the mid-frequency bandwidth coefficient, and Tσ is the time constant of the inner torque loop. Use the integral time constant as the filter coefficient.

[0086] It should be noted that the integral time constant (Ti) is calculated using the formula Ti = k * Tσ. Here, k is the mid-frequency bandwidth coefficient (exemplarily, it can be 10), and Tσ represents the time constant of the torque inner loop. In a specific implementation, Tσ can be determined by the transfer function of the torque inner loop or current inner loop regulator and stored as a fixed parameter in the speed regulator; while k can be dynamically adjusted during operating condition switching. For example, increasing k will prolong the integral action time, enhancing anti-interference capability but slowing down the response time; decreasing k will result in a faster response. In this implementation, calculating the time integral constant using this formula ensures that the integral element is always decoupled from the moment of inertia, maintaining a designed mid-frequency bandwidth and avoiding the coupling interference of PI parameters under different operating conditions in existing calibration methods.

[0087] The filter coefficients, i.e. the time constants of the filter, are integral time constants, satisfying Ti-filter=Ti, where Ti-filter is the filter coefficient and Ti is the integral time constant.

[0088] In one feasible implementation, the motor speed regulation method further includes: in the speed regulator for motor speed regulation, a PI regulator and a filter connected in series are built in, and the transfer function of the filter is used to cancel the zero point of the motor speed regulation closed-loop transfer function, so as to change the zero-pole distribution of the speed regulator.

[0089] It should be noted that, in the specific implementation, the filter and the integral term of the PI controller work together to transform the speed regulator into a critically damped second-order speed regulator. This ensures that the speed step response has neither overshoot nor rapid convergence. For example, when the drive mode is adjusted due to increased inertia, the filter coefficients are updated synchronously, maintaining damping consistency across all operating conditions, significantly improving smoothness during speed regulation and reducing power interruptions.

[0090] For example, the transfer function of a filter can be used to eliminate the numerator term of the zero point of the motor speed control closed-loop transfer function, thereby changing the zero-pole distribution of the speed regulator. Specifically, this can be done in the following way: the transfer function of the filter is... The closed-loop transfer function of the speed regulator is Multiplying the two transfer functions yields the final closed-loop transfer function. Even if the transfer function of the filter cancels out the numerator of the closed-loop transfer function and changes the zero-pole distribution, the speed regulator can respond in a shorter time and with smaller overshoot and steady-state error when adjusting speed under different operating conditions.

[0091] For example, please refer to Figure 5 , Figure 5A schematic diagram illustrating the cancellation effect of a motor speed control method is provided. Specifically, the horizontal axis represents time in seconds; the vertical axis represents amplitude, i.e., the relative amplitude between the actual speed and the target speed, which can be achieved through... get. Figure 5 Without pre-filtering, if Amplitude = 1.2 at 0.5 seconds, it means that the speed deviation is 120% of the target speed. It should be noted that pre-filtering is the process of filtering the corrected target speed through a filter.

[0092] from Figure 5 As can be seen, without pre-filtering, the response rises rapidly but with significant oscillations, resulting in large overshoot and a long response time. With pre-filtering, the response rises smoothly without oscillations, with virtually no overshoot, and converges within a shorter response time. That is, this application introduces a filter for pre-filtering, which, together with the PI controller, can eliminate the closed-loop zero, constructing an oscillating-free critically damped system, temporarily sacrificing response speed (from... with pre-filtering...). Figure 5 As can be seen from the initial slow rise, stability is achieved by eliminating overshoot and achieving rapid convergence, thereby improving the overall vehicle performance.

[0093] It should be noted that the above examples are only for understanding this application and do not constitute a limitation on the motor speed regulation method of this application. Many simple variations based on this technical concept, such as the interaction and combination of various embodiments, are all within the protection scope of this application.

[0094] This application also provides a motor speed regulating device, the motor speed regulating device comprising:

[0095] The acquisition module is used to acquire the actual speed of the vehicle motor, the moment of inertia parameter, the target speed change rate, and the current target speed of the current speed sampling period under the vehicle's operating conditions.

[0096] The calculation module is used to determine the control parameters for adjusting the speed of the vehicle motor based on the moment of inertia parameters;

[0097] The correction module is used to determine the correction amount corresponding to the target speed change rate, and correct the current target speed according to the correction amount to obtain the latest target speed for the current speed sampling period;

[0098] The speed control module is used to determine the target torque value of the vehicle motor based on the actual rotational speed, the latest target rotational speed, and the control parameters.

[0099] Optionally, the acquisition module is further configured to, when the vehicle is in shift mode, acquire the rotational inertia parameter of the vehicle motor as a first rotational inertia parameter, wherein the first rotational inertia parameter is the rotational inertia of the motor rotor and the gearbox gear; and obtain the first target speed change rate based on the first current target speed of the current speed sampling period and the first historical target speed of the previous speed sampling period.

[0100] When the vehicle is in drive mode, the rotational inertia parameter of the vehicle motor under drive mode is obtained as the second rotational inertia parameter, wherein the second rotational inertia parameter is the sum of the rotational inertia of the vehicle's transmission system and the rotational inertia after the vehicle's mass is converted.

[0101] Optionally, the correction module is further configured to query a correction table based on the target speed change rate to obtain the correction amount of the target speed change rate, wherein the correction table stores the mapping relationship between the target speed change rate and the correction amount, and the correction amount is zero when the target speed change rate exceeds a preset speed change rate range.

[0102] Optionally, the speed control module is also used to update the original control parameters in the speed regulator to the control parameters;

[0103] Based on the updated control parameters of the speed regulator, the latest target speed is filtered to obtain the filtered latest target speed.

[0104] The target torque value of the vehicle motor is determined based on the updated control parameters of the speed regulator, the latest target speed after filtering, and the actual speed of the vehicle motor.

[0105] Optionally, the calculation module is further configured to calculate the proportionality coefficient based on the relationship satisfied by the proportionality coefficient and the moment of inertia parameter, wherein the proportionality coefficient satisfies the following relationship: Among them, K p Fac is the scaling factor, and K is the scaling factor used to adjust the scaling factor. p The adjustment coefficient, J is the moment of inertia parameter;

[0106] The integral time constant is calculated based on the relationship satisfied by the integral time constant and the rotational inertia parameter, wherein the integral time constant satisfies the relationship: Ti=k*Tσ, where Ti is the integral time constant, k is the mid-frequency bandwidth coefficient, and Tσ is the time constant of the inner torque loop; and the integral time constant is used as the filter coefficient.

[0107] Optionally, the motor speed control device includes a cancellation module, which is used to integrate a PI regulator and a filter connected in series in the speed regulator for motor speed control. The filter's transfer function is used to cancel the zeros of the motor speed control closed-loop transfer function, thereby changing the zero-pole distribution of the speed regulator.

[0108] The motor speed control device provided in this application, employing the motor speed control method described in the above embodiments, can solve the technical problem that existing motor speed control methods have poor speed control effects, cannot meet speed control targets under different operating conditions, and result in low overall vehicle performance. Compared with the prior art, the beneficial effects of the motor speed control device provided in this application are the same as those of the motor speed control method provided in the above embodiments, and other technical features in the motor speed control device are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0109] This application provides a speed regulator, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, which are executed by the at least one processor to enable the at least one processor to perform the motor speed regulation method in the first embodiment described above.

[0110] The speed regulator provided in this application employs the motor speed control method described in the above embodiments, which solves the technical problem that existing motor speed control methods have poor speed control effects, cannot meet speed control targets under different operating conditions, and result in low overall vehicle performance. Compared with the prior art, the beneficial effects of the speed regulator provided in this application are the same as those of the motor speed control method provided in the above embodiments, and other technical features of this speed regulator are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0111] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0112] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0113] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the motor speed control method in the above embodiments.

[0114] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor speed regulator or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be executed by instructions for use by or in conjunction with the speed regulator or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0115] The aforementioned computer-readable storage medium may be included in the speed regulator; or it may exist independently and not assembled into the speed regulator.

[0116] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a Local Area Network (LAN) or a Wide Area Network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0117] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of speed regulators, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based speed regulator that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0118] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0119] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described motor speed control method. This solves the technical problem that existing motor speed control methods have poor speed control effects, cannot meet speed control targets under different operating conditions, and result in low overall vehicle performance. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the motor speed control method provided in the above embodiments, and will not be repeated here.

[0120] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the motor speed control method described above.

[0121] The computer program product provided in this application can solve the technical problem that existing motor speed control methods have poor speed control effects, cannot meet speed control indicators under different operating conditions, and result in low overall vehicle performance. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as those of the motor speed control method provided in the above embodiments, and will not be repeated here.

[0122] The above description is only a part of the embodiments of this application and does not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. A method for regulating the speed of a motor, characterized in that, The motor speed regulation method includes: The system acquires the actual speed of the vehicle motor, its moment of inertia parameters, the rate of change of the target speed, and the current target speed during the current speed sampling period, under the vehicle's operating conditions. The control parameters for adjusting the speed of the vehicle motor are determined based on the rotational inertia parameters. Determine the correction amount corresponding to the target speed change rate, and correct the current target speed according to the correction amount to obtain the latest target speed for the current speed sampling period; The target torque value of the vehicle motor is determined based on the actual rotational speed, the latest target rotational speed, and the control parameters.

2. The method as described in claim 1, characterized in that, The steps for obtaining the vehicle motor's moment of inertia parameters and target speed change rate under the vehicle's operating conditions include: When the vehicle is in shift mode, the rotational inertia parameter of the vehicle motor under shift mode is obtained as the first rotational inertia parameter, wherein the first rotational inertia parameter is the rotational inertia of the motor rotor and the gearbox gear; the first target speed change rate is obtained based on the first current target speed of the current speed sampling period and the first historical target speed of the previous speed sampling period. When the vehicle is in drive mode, the rotational inertia parameter of the vehicle motor under drive mode is obtained as the second rotational inertia parameter, wherein the second rotational inertia parameter is the sum of the rotational inertia of the vehicle's transmission system and the rotational inertia after the vehicle's mass is converted.

3. The method as described in claim 1, characterized in that, Before the step of determining the correction amount corresponding to the target speed change rate, the following steps are included: Based on the target speed change rate, a correction table is queried to obtain the correction amount for the target speed change rate. The correction table stores the mapping relationship between the target speed change rate and the correction amount. When the target speed change rate exceeds a preset speed change rate range, the correction amount is zero.

4. The method as described in claim 1, characterized in that, The step of determining the target torque value of the vehicle motor based on the actual rotational speed, the latest target rotational speed, and the control parameters includes: Update the original control parameters in the speed regulator to the control parameters described above; Based on the updated control parameters of the speed regulator, the latest target speed is filtered to obtain the filtered latest target speed. The target torque value of the vehicle motor is determined based on the updated control parameters of the speed regulator, the latest target speed after filtering, and the actual speed of the vehicle motor.

5. The method as described in claim 1, characterized in that, The control parameters include a proportional coefficient, an integral time constant, and a filter coefficient. The step of determining the control parameters for adjusting the speed of the vehicle motor based on the moment of inertia parameters includes: The proportionality coefficient is calculated based on the relationship satisfied by the proportionality coefficient and the moment of inertia parameter, wherein the proportionality coefficient satisfies the following relationship: Among them, K p Fac is the scaling factor, and K is the scaling factor used to adjust the scaling factor. p The adjustment coefficient, J is the moment of inertia parameter; The integral time constant is calculated based on the relationship satisfied by the integral time constant and the rotational inertia parameter, wherein the integral time constant satisfies the relationship: Ti=k*Tσ, where Ti is the integral time constant, k is the mid-frequency bandwidth coefficient, and Tσ is the time constant of the inner torque loop; and the integral time constant is used as the filter coefficient.

6. The method as described in claim 1, characterized in that, The method further includes: In a speed regulator for motor speed control, a PI controller and a filter connected in series are built in. The transfer function of the filter is used to cancel the zeros of the motor speed control closed-loop transfer function, thereby changing the zero-pole distribution of the speed regulator.

7. A motor speed regulating device, characterized in that, The motor speed regulating device includes: The acquisition module is used to acquire the actual speed of the vehicle motor, the moment of inertia parameter, the target speed change rate, and the current target speed of the current speed sampling period under the vehicle's operating conditions. The calculation module is used to determine the control parameters for adjusting the speed of the vehicle motor based on the moment of inertia parameters; The correction module is used to determine the correction amount corresponding to the target speed change rate, and correct the current target speed according to the correction amount to obtain the latest target speed for the current speed sampling period; The speed control module is used to determine the target torque value of the vehicle motor based on the actual rotational speed, the latest target rotational speed, and the control parameters.

8. A speed regulator, characterized in that, The speed regulator includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the motor speed regulation method as described in any one of claims 1 to 6.

9. A storage medium, characterized in that, The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, it implements the steps of the motor speed control method as described in any one of claims 1 to 6.

10. A computer program product, characterized in that, The computer program product includes a computer program that, when executed by a processor, implements the steps of the motor speed control method as described in any one of claims 1 to 6.

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