Motor torque request generation method and apparatus

Abstract

A motor torque request generation method and an apparatus. The method comprises: acquiring active return gain and a damping coefficient corresponding to a vehicle operating point at a target moment; using the sum of the active return gain and the damping coefficient as an equivalent damping coefficient; and then generating a motor torque request on the basis of the equivalent damping coefficient, so that a motor controller controls an output torque of a motor on the basis of the motor torque request. In the process, when the vehicle operating point changes, the magnitude of the equivalent damping coefficient also changes accordingly, and the equivalent damping coefficient can reflect a characteristic change of a corresponding operating point; and then a hand torque closed-loop control strategy is used to adjust a control parameter on the basis of the magnitude of the equivalent damping coefficient, thereby ensuring that a hand torque control system exhibits good stability at each operating point.

Description

A method and apparatus for generating motor torque request

[0001] Cross-references to related applications

[0002] This disclosure is based on and claims priority to Chinese Patent Application No. 202510117265.8, filed on January 23, 2025, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure relates to the field of vehicle technology, and in particular to a method and apparatus for generating motor torque requests. Background Technology

[0004] The hand-feel simulation function, as a crucial foundational feature of the Steer-by-Wire (SBW) system, provides the driver with appropriate and flexibly adjustable hand torque feedback. Implementing this function in the software typically requires first designing a suitable reference hand torque generation strategy to calculate the reference hand torque in real time based on the current steering angle, engine speed, rack force, and steering mode; then, designing a suitable closed-loop hand torque control strategy to ensure that the actual hand torque accurately, quickly, and stably tracks the reference hand torque.

[0005] However, due to the changing characteristics of the controlled object in a steer-by-wire system, a single hand force controller cannot guarantee the global stability of the hand force closed loop. That is, some operating points are stable, but other operating points exhibit hand force jitter at a frequency of approximately 30–50 Hz. This uncertainty in the controlled object's characteristics stems from variations in operating points, such as the reference hand torque design and calibration parameters for different vehicle speeds, steering angles, and steering modes. To address this issue, a reasonable hand force closed-loop control strategy needs to be designed. Most existing hand force closed-loop control strategies are based on Proportional-Integral-Derivative (PID) control, and then calibrate the PID parameters at different operating points through extensive bench and real-vehicle testing to ensure global hand force control stability. While this achieves global stability, unreasonable control parameters generated during the control process can easily lead to instability at some operating points. Summary of the Invention

[0006] In view of the above problems, this disclosure provides a method and related apparatus for generating motor torque requests to achieve stability in manual force control. The specific solution is as follows:

[0007] A method for generating motor torque requests includes:

[0008] The active return-to-center gain and damping coefficient of the vehicle at the target time are obtained, where the vehicle's operating point refers to the state of the vehicle's steer-by-wire system and the vehicle's motion.

[0009] The sum of the active homing gain and the damping coefficient is taken as the equivalent damping coefficient;

[0010] A motor torque request is generated based on the equivalent damping coefficient, so that the motor controller controls the output torque of the motor based on the motor torque request.

[0011] Optionally, in the motor torque request generation method, obtaining the vehicle's active homing gain corresponding to the vehicle's operating point at the target time includes:

[0012] The active homing gain that matches the vehicle's operating point at the target time is found based on the first mapping table, which marks the mapping relationship between the vehicle's operating point at the target time and the active homing gain.

[0013] Optionally, in the motor torque request generation method, obtaining the vehicle's damping coefficient corresponding to the vehicle's operating point at the target time includes:

[0014] The damping coefficient that matches the vehicle's operating point at the target time and the vehicle's operating point at the previous time is obtained based on the second mapping table. The second mapping table marks the mapping relationship between any two adjacent operating points and the damping coefficient.

[0015] Optionally, in the motor torque request generation method, obtaining the vehicle's damping coefficient corresponding to the vehicle's operating point at the target time includes:

[0016] Obtain the vehicle's active damping torque and actual rotational speed at the target time corresponding to the vehicle's operating point;

[0017] Based on formula The damping coefficient c of the vehicle was calculated. damp ;

[0018] Among them, T damp For active damping torque, the This represents the vehicle's actual rotational speed.

[0019] Optionally, in the motor torque request generation method, generating the motor torque request based on the equivalent damping coefficient includes:

[0020] Obtain control parameters that match the equivalent damping coefficient;

[0021] A hysteresis compensator is used to compensate for the torque tracking error based on the control parameters;

[0022] The basic controller generates a motor torque request based on the compensated torque tracking error.

[0023] Optionally, in the motor torque request generation method, obtaining control parameters that match the equivalent damping coefficient includes:

[0024] Obtain a first compensation coefficient and a second compensation coefficient that match the equivalent damping coefficient. The first compensation coefficient decreases as the equivalent damping coefficient increases, and the second compensation coefficient increases as the equivalent damping coefficient increases.

[0025] Based on formula The control parameter G that matches the equivalent damping coefficient is calculated. lag (s);

[0026] Where s is the Laplace operator, f1 is the first compensation coefficient, and f2 is the second compensation coefficient.

[0027] Optionally, in the motor torque request generation method, generating the motor torque request based on the equivalent damping coefficient includes:

[0028] Obtain the processing results of torque tracking error from N basic controllers, where N is a positive integer not less than 2, and different basic controllers are used to control the characteristics of the controlled system at different operating points;

[0029] Obtain the weight coefficient configuration strategy for N basic controllers that match the equivalent damping coefficient;

[0030] The weight coefficients for each basic controller are determined based on the weight coefficient configuration strategy described above.

[0031] The processing results of the corresponding basic controller are corrected based on the weighting coefficients;

[0032] The motor torque request is generated based on the sum of the processing results of the N modified basic controllers.

[0033] A motor torque request generation device, comprising:

[0034] The acquisition unit is used to acquire the vehicle's active homing gain and damping coefficient corresponding to the vehicle's operating point at the target time. The vehicle's operating point refers to the state of the vehicle's steer-by-wire system and the vehicle's motion.

[0035] The equivalent damping coefficient calculation unit is used to take the sum of the active synchrotron gain and the damping coefficient as the equivalent damping coefficient.

[0036] A manual force closed-loop control unit is used to generate a motor torque request based on the equivalent damping coefficient, so that the motor controller controls the output torque of the motor based on the motor torque request.

[0037] An electronic device includes at least one processing device and a storage device connected to the processing device, wherein:

[0038] The storage device is used to store computer programs;

[0039] The processing device is used to execute the computer program so that the electronic device can implement the motor torque request generation method described in any one of the above descriptions.

[0040] A vehicle that uses the electronic equipment described above.

[0041] A computer-readable storage medium carrying one or more computer programs that, when executed by an electronic device, enable the electronic device to implement the motor torque request generation method described above.

[0042] A computer program product includes computer-readable instructions that, when executed on an electronic device, cause the electronic device to implement the motor torque request generation method described in any one of the preceding claims.

[0043] By employing the above technical solution, the solution provided in this disclosure obtains the active homing gain and damping coefficient corresponding to the vehicle's operating point at the target time, uses the sum of the active homing gain and damping coefficient as the equivalent damping coefficient, and then generates a motor torque request based on the equivalent damping coefficient. This allows the motor controller to control the motor's output torque based on the motor torque request. In this process, when the vehicle's operating point changes, the magnitude of the equivalent damping coefficient also changes accordingly. The equivalent damping coefficient can reflect the characteristic changes of the corresponding operating point. Then, the manual force closed-loop control strategy adjusts the control parameters according to the magnitude of the equivalent damping coefficient, thereby ensuring that the manual force control system has good stability at each operating point. Attached Figure Description

[0044] The above and other features, advantages, and aspects of the embodiments of this disclosure will become more apparent from the accompanying drawings and the following detailed description. Throughout the drawings, the same or similar reference numerals denote the same or similar elements. It should be understood that the drawings are schematic, and the originals and elements are not necessarily drawn to scale.

[0045] Figure 1 is a schematic diagram of the structure of a terminal for implementing a motor torque request generation method provided in this disclosure;

[0046] Figure 2 is a flowchart of a method for generating motor torque requests provided in this disclosure;

[0047] Figure 3 shows the active return torque T. ar A schematic diagram illustrating the calculation principle;

[0048] Figure 4 shows the damping coefficient c. damp A schematic diagram illustrating the calculation principle;

[0049] Figure 5 is a schematic diagram illustrating the implementation principle of a motor torque request generation method provided in another embodiment of this disclosure;

[0050] Figure 6 is a flowchart illustrating the motor torque request generation method shown in Figure 5;

[0051] Figure 7 is a schematic diagram illustrating the implementation principle of a motor torque request generation method provided in another embodiment of this disclosure;

[0052] Figure 8 is a flowchart illustrating the motor torque request generation method shown in Figure 7;

[0053] Figure 9 shows a simulation effect diagram of the existing control strategy;

[0054] Figure 10 is a schematic diagram of the test results of the bench test of the existing control strategy;

[0055] Figure 11 is a simulation effect diagram of the scheme corresponding to Figure 5 of this disclosure;

[0056] Figure 12 is a schematic diagram of the test results of the bench test of the scheme corresponding to Figure 5 of this disclosure;

[0057] Figure 13 is a schematic diagram of the motor torque request generation device provided in this disclosure;

[0058] Figure 14 is a schematic diagram of the structure of an electronic device for implementing a motor torque request generation method provided in this disclosure. Detailed Implementation

[0059] The embodiments of this disclosure are described below with reference to the accompanying drawings. The terminology used in the Description of Embodiments section of this disclosure is for illustrative purposes only and is not intended to limit the scope of this disclosure.

[0060] The embodiments of this disclosure will now be described with reference to the accompanying drawings. Those skilled in the art will recognize that, with technological advancements and the emergence of new scenarios, the technical solutions provided in the embodiments of this disclosure are equally applicable to similar technical problems.

[0061] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this disclosure are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms are interchangeable where appropriate; this is merely a way of distinguishing objects with the same properties in the description of embodiments of this disclosure. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion, so that a process, method, system, product, or apparatus that comprises a series of elements is not necessarily limited to those elements but may include other elements not expressly listed or inherent to those processes, methods, products, or apparatuses.

[0062] This disclosure can be applied to the field of vehicle control technology, and is not limited to application in vehicle terminals with data processing functions. The vehicle terminal 100 can be equipped with an application program for implementing the motor torque request generation method. The vehicle terminal 100 can be an ECU (engine control unit), VCU (vehicle control unit), TCU (vehicle terminal / vehicle dispatch and monitoring terminal), vehicle video terminal, vehicle networking vehicle terminal, V2X vehicle terminal, or others. In the embodiments of this disclosure, the vehicle terminal 100 preferably refers to a VCU.

[0063] Figure 1 shows a schematic diagram of an optional hardware structure for the vehicle terminal 100.

[0064] Referring to Figure 1, the vehicle terminal 100 includes at least a memory 110, an input unit 120, and a processor 130. Those skilled in the art will understand that Figure 1 is merely an example of a vehicle terminal or multi-functional device and does not constitute a limitation on the vehicle terminal or multi-functional device. It may include more or fewer components than shown, or combine certain components, or use different components.

[0065] The input unit 120 can receive input data, which may include vehicle operating point data at the target time, as well as the vehicle's active homing gain, damping coefficient, torque tracking error, etc., corresponding to the vehicle's operating point at the target time.

[0066] The memory 110 can be used to store instructions and data. The memory 110 mainly includes an instruction storage area and a data storage area. The data storage area can store various types of data, such as multimedia files and text. The instruction storage area can store software units such as operating systems, applications, and instructions required for at least one function, or subsets or extended sets thereof. Furthermore, the memory 110 may also include non-volatile random access memory. The memory 110 can provide instructions and data to the processor 130 to support its management of hardware, software, and data resources in the computing device, and to ensure the normal operation of control software and applications. The memory 110 is also used for storing multimedia files, as well as running programs and applications.

[0067] The processor 130 is the control center of the vehicle terminal 100. It connects various parts of the vehicle terminal 100 via various interfaces and lines. By running or executing instructions stored in the memory 110 and calling data stored in the memory 110 for implementing the motor torque request generation method, it performs various functions and processes data of the vehicle terminal 100, thereby providing overall control of the vehicle terminal 100. Optionally, the processor 130 may include one or more processing units; preferably, the processor 130 may integrate an application processor and a modem processor.

[0068] The memory 110 can be used to store software code that implements the motor torque request generation method, and the processor 130 can execute the steps of the motor torque request generation method to achieve the corresponding functions.

[0069] This disclosure provides a method for generating motor torque requests. The method for generating motor torque requests according to this disclosure will be described in detail below with reference to the accompanying drawings.

[0070] Referring to Figure 2, which is a flowchart illustrating a method for generating a motor torque request according to an embodiment of this disclosure, the method for generating a motor torque request according to an embodiment of this disclosure may include steps S201 to S203. These steps will be described in detail below.

[0071] Step S201: Obtain the vehicle's active homing gain and damping coefficient corresponding to the vehicle's operating point at the target time.

[0072] The vehicle's operating point refers to the state of the SBW system and vehicle motion at a corresponding moment. Specifically, it refers to the set of different values ​​of the vehicle's steering angle, speed, rack force, steering mode, and vehicle speed. After determining the vehicle's operating point at the target moment, the operating point of the vehicle at the target moment is used as the input of the existing reference hand torque generation strategy to calculate the reference hand torque corresponding to the vehicle's operating point at the target moment. The reference hand torque is composed of the superposition of various torques such as the base torque, active damping torque, active self-centering torque, end limit torque, and simulated friction torque.

[0073] In addition to calculating the reference hand torque corresponding to the working point, the reference hand torque generation strategy can also calculate the active return torque T. ar Relative desired speed and actual speed The gain of the difference is denoted as the active homing gain G. ar Among them, the active restoring torque T ar The calculation principle can be seen in Figure 3. Figure 3 shows the vehicle's steering angle and actual rotational speed. (In Figure 3, it is simply referred to as rotational speed) Based on the rotation angle θ m By referring to the table, the desired rotational speed can be obtained. Then calculate the desired rotational speed. and actual speed The difference is calculated using the active homing gain G. ar For the desired rotational speed and actual speed The difference is processed by gain adjustment, and the active self-correcting torque T can be calculated. ar Among them, the active homing gain G ar The value of is a dynamically changing parameter that varies with the vehicle's operating point. The active homing gain G corresponds to different operating points of the vehicle. ar The specific values ​​differ, but after determining the vehicle's operating point at the target time, the corresponding active homing gain G can be determined based on that operating point. ar .

[0074] Regarding the damping coefficient c damp Damping coefficient c damp For active damping torque T damp relative to actual speed The local gain, at a given target time, the vehicle's active damping torque T damp and actual speed Subsequently, based on the aforementioned active damping torque T damp and actual speed The damping coefficient c can then be calculated.damp .

[0075] Step S202: The sum of the active synchrotron gain and the damping coefficient is taken as the equivalent damping coefficient.

[0076] After calculating the active synchrotron gain and damping coefficient, the equivalent damping coefficient c is calculated based on Formula 1. eq c eq =G ar +c damp (1);

[0077] Step S203: Generate a motor torque request based on the equivalent damping coefficient, so that the motor controller controls the output torque of the motor based on the motor torque request.

[0078] After calculating the equivalent damping coefficient, the equivalent damping coefficient is used as the input to the manual force closed-loop controller. The manual force closed-loop controller can then calculate the control parameters in the manual force closed-loop control strategy based on the magnitude of the equivalent damping coefficient, and then use the adjusted manual force closed-loop control strategy to process the torque tracking error, obtain the adjustment value of the motor torque, and then obtain the motor torque request corresponding to the adjustment value of the motor torque. The motor torque request is sent to the motor controller so that the motor controller controls the output torque of the motor based on the motor torque request; wherein, the torque tracking error is the difference between the reference torque and the detected torsion bar torque.

[0079] The technical solution provided in the above embodiments of this disclosure obtains the active homing gain and damping coefficient corresponding to the vehicle's operating point at the target time, uses the sum of the active homing gain and damping coefficient as the equivalent damping coefficient, and then generates a motor torque request based on the equivalent damping coefficient, so that the motor controller controls the motor's output torque based on the motor torque request. In this process, when the vehicle's operating point changes, the magnitude of the equivalent damping coefficient also changes accordingly. The equivalent damping coefficient can reflect the characteristic changes at the corresponding operating point. Then, the manual force closed-loop control strategy adjusts the control parameters according to the magnitude of the equivalent damping coefficient, thereby ensuring that the manual force control system has good stability at each operating point.

[0080] In this embodiment of the disclosure, before implementing this solution, the designer can calibrate the active homing gain G corresponding to each operating point based on the values ​​obtained through design and calibration using the feel and homing effect at different operating points. ar The value of will determine the active homing gain G corresponding to each calibrated operating point. arThe value is stored in the first mapping table. After determining the vehicle's operating point at the target time, the active homing gain G corresponding to that operating point can be obtained by looking up the first mapping table. ar .

[0081] That is, in this embodiment of the disclosure, obtaining the active homing gain of the vehicle corresponding to the vehicle's operating point at the target time may include: finding the active homing gain that matches the vehicle's operating point at the target time based on a first mapping table, wherein the first mapping table marks the mapping relationship between the vehicle's operating point at the target time and the active homing gain. The active homing gain that matches the vehicle's operating point at the target time is the active homing gain of the vehicle corresponding to the vehicle's operating point at the target time.

[0082] In this embodiment of the disclosure, the damping coefficient c damp The value of can be obtained through the local linearization method shown in Figure 4. Specifically, the damping coefficient c at each operating point... damp The solution can be expressed by the following formula:

[0083] As can be seen from Equation 2, the active damping torque T at adjacent moments is calculated. damp and the actual rotational speed at adjacent times (In Figure 4, it is simply referred to as rotational speed) After that, the change in active damping torque ΔT between adjacent time points can be calculated. damp and actual speed change The change in active damping torque ΔT damp and actual speed change The ratio of these values ​​is used as the damping coefficient c at that operating point (the operating point corresponding to the second of two adjacent time points). damp .

[0084] Accordingly, in this embodiment of the disclosure, obtaining the vehicle's damping coefficient corresponding to the vehicle's operating point at the target time may include: obtaining the vehicle's active damping torque and actual rotational speed corresponding to the vehicle's operating point at the target time; and calculating the vehicle's damping coefficient c based on Formula 2. damp .

[0085] Specifically, the active damping torque and actual speed of the vehicle at the target time's operating point, as well as the active damping torque and actual speed of the vehicle at the previous time's operating point, can be obtained. This allows for the calculation of the change in active damping torque ΔT between the target time and the previous time. damp and actual speed change Based on Formula 2, the change in active damping torque ΔT is... damp and actual speed change The ratio of these values ​​is used as the damping coefficient c of the vehicle at the target time's operating point. damp .

[0086] In the technical solution provided in the embodiments of this disclosure, the damping coefficient c damp It can be calculated in real time based on Formula 2, or a second mapping table can be pre-configured based on Formula 2. The second mapping table is used to store the change in active damping torque ΔT. damp Actual speed change With damping coefficient c damp The correspondence between them is determined when the change in active damping torque ΔT is determined. damp Actual speed change Then, the corresponding damping coefficient c can be determined by looking up the second mapping table. damp Of course, due to the change in the active damping torque ΔT damp Actual speed change This corresponds to two adjacent operating points. Therefore, in this scheme, the second mapping table can also be used to construct the relationship between two adjacent operating points and the damping coefficient c. damp The correspondence between them, that is, the damping coefficient c corresponding to the vehicle's operating point at a given target time. damp To achieve this, the operating point of the vehicle at the previous time step can be obtained first. After determining the operating point of the previous time step and the operating point of the vehicle at the target time, the damping coefficient c corresponding to the operating point of the vehicle at the target time can be obtained by looking up a table based on the operating point of the previous time step and the operating point of the vehicle at the target time. damp .

[0087] Accordingly, in this embodiment of the disclosure, obtaining the damping coefficient of the vehicle corresponding to the vehicle's operating point at the target time may include: finding the damping coefficient that matches the vehicle's operating point at the target time and the vehicle's operating point at the previous time based on a second mapping table, wherein the second mapping table marks the mapping relationship between any two adjacent operating points and the damping coefficient. The damping coefficient that matches the vehicle's operating point at the target time and the vehicle's operating point at the previous time is the damping coefficient of the vehicle corresponding to the vehicle's operating point at the target time.

[0088] In one embodiment of this disclosure, the hand force closed-loop controller is used to execute a hand force closed-loop control strategy. This strategy consists of two transfer functions connected in series, as shown in Figure 5. One transfer function is implemented by a base controller, and the other by a lag filter. The base controller's function is to construct the hand force closed-loop control system, ensuring that the actual hand torque quickly, stably, and accurately tracks the reference hand torque at most operating points. The lag filter's function is to ensure stability at all operating points, especially the equivalent damping coefficient c. eq The operating point has a larger value. Based on the structure shown in Figure 5, a motor torque request can be generated, and then the vehicle's steering angle, speed, and torsion bar torque can be obtained through HWA (Hand Wheel Actuator). Referring to Figure 6, the specific steps of generating the motor torque request based on the equivalent damping coefficient include:

[0089] Step S601: Obtain control parameters that match the equivalent damping coefficient.

[0090] The control parameter is the control parameter of the hysteresis compensator (Lag Filter). The hysteresis compensator can be a high-order transfer function or a low-order transfer function. A preferred continuous-form Lag transform frequency domain expression for the hysteresis compensator provided in this embodiment is as follows:

[0091] In formula 3, G lag (s) can be considered as control parameters matching the equivalent damping coefficient, where s is the Laplace operator; f1 and f2 are two parameters of the hysteresis compensator, denoted as the first compensation coefficient and the second compensation coefficient, respectively. The first compensation coefficient f1 is the pole of the first-order transfer function, and the second compensation coefficient f2 is the zero of the first-order transfer function. Both parameters can be based on the equivalent damping coefficient c. eq Configure it specifically: f1 = f1(c eq (4) f2=f2(c eq (5)

[0092] The first compensation coefficient f1 decreases as the equivalent damping coefficient increases, and the second compensation coefficient f2 increases as the equivalent damping coefficient increases. When the equivalent damping coefficient c eq When the value of is small, f1 and f2 can be equal; when they are equal, G lag (s)=1, at this time, the hysteresis compensator G lag (s) does not provide filtering compensation. With the equivalent damping coefficient c eqAs the value of G increases further, the second compensation coefficient f2 increases, the first compensation coefficient f1 decreases, and G... lag When the value of (s) changes, the hysteresis compensator G... lag (s) The low-pass filtering effect increases, ensuring that the manual force closed-loop control system adapts to the equivalent damping coefficient c. eq The changes still exhibit good stability margin. In the technical solutions provided in the embodiments of this disclosure, different equivalent damping coefficients c eq The corresponding values ​​of the first compensation coefficient f1 and the second compensation coefficient f2 can be determined in advance through simulation analysis, stability margin analysis, and bench calibration, and their correspondence can be stored in a third mapping table. This is done when determining the equivalent damping coefficient c. eq Then, by looking up the third mapping table, the equivalent damping coefficient c can be determined. eq The corresponding first compensation coefficient f1 and second compensation coefficient f2, after obtaining the first compensation coefficient f1 and second compensation coefficient f2 that match the equivalent damping coefficient, can be substituted into formula 3 to calculate the control parameter G that matches the equivalent damping coefficient. lag (s).

[0093] Step S602: Use a hysteresis compensator to compensate for the torque tracking error based on the control parameters.

[0094] In determining the control parameter G lag (s) After that, the hysteresis compensator can be based on the control parameter G lag (s) Compensate for the torque tracking error, and the compensated torque tracking error can be the control parameter G. lag (s) is the product of the uncompensated torque tracking error.

[0095] In this embodiment of the disclosure, the hysteresis compensator (Lag Filter) can adjust the equivalent damping coefficient c at different operating points. eq The ability to adjust control parameters ensures that the manual force closed-loop control strategy maintains good stability at all operating points.

[0096] Step S603: The basic controller generates a motor torque request based on the compensated torque tracking error.

[0097] The base controller can be considered as the controller in an existing manual force closed-loop controller. The calibration of the base controller does not need to excessively consider the stability margin changes caused by variations in the operating point. The calibration of the base controller's control parameters is more convenient, and the entire manual force closed-loop control system exhibits better overall performance in terms of tracking, stability, and disturbance rejection. Through the combination of the hysteresis compensator and the base controller, the solution can achieve good compensation effects without consuming excessive computing resources from the electronic control unit.

[0098] In this embodiment, another method for generating motor torque requests is also provided. Referring to Figure 7, in this embodiment, torque tracking errors are processed through N base controllers and a gainer g. Specifically, referring to Figure 8, generating motor torque requests based on the equivalent damping coefficient includes:

[0099] Step S801: Obtain motor torque requests calculated by N basic controllers based on torque tracking error, where N is a positive integer not less than 2, and different basic controllers are used to control the characteristics of the controlled system at different operating points.

[0100] In this embodiment of the disclosure, N basic controllers can be pre-configured in the manual force closed-loop controller. Different basic controllers have different control parameters or use different limiting algorithms. Each basic controller corresponds to a set of equivalent damping coefficients c. eq The basic controller has a corresponding equivalent damping coefficient c eq It exhibits high stability; for example, if the equivalent damping coefficient c corresponding to the vehicle's operating point at the target time... eq Let A be the equivalent damping coefficient c corresponding to the basic controller a. eq Including A, if the basic controller a is used to handle the torque tracking error, the motor torque control process can have high stability.

[0101] Step S802: Obtain the weight coefficient configuration strategy of N basic controllers that match the equivalent damping coefficient.

[0102] In this embodiment of the disclosure, a weighting coefficient can be pre-configured for each basic controller, with different equivalent damping coefficients c. eq The weighting coefficients corresponding to the basic controllers are different, and the equivalent damping coefficient c can be pre-set. eq The mapping relationship between the weight coefficients of the N basic controllers is stored in the fourth mapping table, when determining the equivalent damping coefficient c. eqThen, by looking up the fourth mapping table, the weight coefficient configuration strategy for the N basic controllers can be quickly determined. The weight coefficient configuration strategy is the configuration of different equivalent damping coefficients c. eq Below are the weighting coefficient values ​​for each basic controller. During the design phase, the equivalent damping coefficient c can be set according to actual needs. eq The weighting coefficients corresponding to each basic controller are given below, for example, at a certain equivalent damping coefficient c. eq Below, the weight coefficient corresponding to basic controller a is configured to 1, and the weight coefficients of other basic controllers are configured to 0. Of course, this weight coefficient configuration method is just a specific example. How to configure each equivalent damping coefficient c in detail is another matter. eq The weight coefficients of each basic controller can be calibrated based on actual experimental results.

[0103] Step S803: Determine the weight coefficient corresponding to each basic controller based on the weight coefficient configuration strategy.

[0104] Step S804: Correct the output of the corresponding basic controller based on the weighting coefficient.

[0105] In this embodiment, the weight coefficient of each basic controller is determined by the gain value of the gain unit g. After determining the weight coefficient corresponding to each basic controller based on the weight coefficient configuration strategy, the weight coefficient corresponding to each basic controller is assigned to its corresponding gain unit g, thereby configuring the weight coefficient of each basic controller. Then, the assigned gain unit g can be used to amplify (correct) the output of its corresponding basic controller.

[0106] Step S805: The sum of the corrected outputs of the N basic controllers is used as the motor torque request.

[0107] After amplifying the output of the corresponding basic controller using all the gainers g, N sets of results are obtained. Then, the corresponding motor torque request is generated based on the sum of the N sets of results.

[0108] That is, T req =g1·T req1 +g2·T req2 +…+g n ·T reqn , among which, T req The motor torque requested in the motor torque request, g1, g2, g n These are the weight coefficients corresponding to the N basic controllers, T req1 T req2 ... T reqnThese are the processing results of the torque tracking error by N basic controllers. Therefore, this scheme can also achieve a manual force closed-loop control strategy where the control parameters can change with the equivalent damping coefficient c. eq Changes are made to ensure the stability of all work points.

[0109] Furthermore, to verify the reliability of the motor torque request generation method provided in this disclosure, simulation tests were also conducted. Referring to Figure 9, which shows the simulation results without using a hysteresis compensator, the variables, in order of appearance, represent the stability margin (VGM, Vector gain margin), rotation angle, hand torque, and equivalent damping coefficient c of the manual force closed-loop system. eq The normalized value of the 1.5dB line. As shown in Figure 9, the stability margin of the manual force closed-loop system varies considerably with the operating point. The manual force closed-loop control system cannot ensure good stability margin at all operating points; the stability margin at some operating points is below 1.5dB. Figure 10 shows the bench test results without a hysteresis compensator. As can be seen from Figure 10, high-frequency torque oscillations exist at some operating points, resulting in poor smoothness of the feel.

[0110] Figure 11 shows the simulation results of the scheme corresponding to Figure 5. Compared with the simulation results of the scheme without using the hysteresis compensator shown in Figure 9 above, the simulation results of the scheme with the equivalent damping coefficient c in this disclosure are introduced. eq After adjusting the hysteresis compensator, the range of variation in the stability margin of the manual force closed-loop system is greatly reduced as the operating point changes. The manual force closed-loop control system can ensure that all operating points have good stability margins. Figure 12 shows the bench test results corresponding to Figure 5. It can be seen that there are no high-frequency torque fluctuations at any of the operating points shown in the figure, and all operating points have good torque control stability margins and smoothness.

[0111] The present disclosure provides a method for generating motor torque requests. The following describes the apparatus for performing the above-described method for generating motor torque requests.

[0112] Please refer to Figure 13, which is a structural schematic diagram of a motor torque request generation device provided in an embodiment of this disclosure. As shown in Figure 13, the motor torque request generation device includes:

[0113] The acquisition unit 10, which corresponds to step S201 of the above method, is used to acquire the active return-to-center gain and damping coefficient of the vehicle at the target time corresponding to the vehicle's working point. Different working points correspond to different states of the steer-by-wire system and vehicle motion.

[0114] The equivalent damping coefficient calculation unit 20, which corresponds to step S202 of the above method, is used to take the sum of the active homing gain and the damping coefficient as the equivalent damping coefficient.

[0115] The manual force closed-loop control unit 30, which corresponds to step S203 of the above method, is used to generate a motor torque request based on the equivalent damping coefficient.

[0116] In some embodiments, the acquisition unit 10 is used for:

[0117] The active homing gain that matches the vehicle's operating point at the target time is found based on the first mapping table, which marks the mapping relationship between the vehicle's operating point at the target time and the active homing gain.

[0118] In some embodiments, the acquisition unit 10 is used for:

[0119] The damping coefficient that matches the vehicle's operating point at the target time and the vehicle's operating point at the previous time is obtained based on the second mapping table. The second mapping table marks the mapping relationship between any two adjacent operating points and the damping coefficient.

[0120] In some embodiments, the acquisition unit 10 is used for:

[0121] Obtain the active damping torque and actual rotational speed of the vehicle at the target time corresponding to the vehicle's operating point;

[0122] Based on formula The damping coefficient c of the vehicle was calculated. damp ;

[0123] Among them, T damp For active damping torque, the This represents the vehicle's actual rotational speed.

[0124] In some embodiments, the manual force closed-loop control unit 30 is used for:

[0125] Obtain control parameters that match the equivalent damping coefficient;

[0126] A hysteresis compensator is used to compensate for the torque tracking error based on the control parameters;

[0127] The basic controller generates the motor torque request based on the compensated torque tracking error.

[0128] In some embodiments, the manual force closed-loop control unit 30 is used for:

[0129] Obtain a first compensation coefficient and a second compensation coefficient that match the equivalent damping coefficient. The first compensation coefficient decreases as the equivalent damping coefficient increases, and the second compensation coefficient increases as the equivalent damping coefficient increases.

[0130] Based on formula The control parameter G that matches the equivalent damping coefficient is calculated. lag (s);

[0131] Where s is the Laplace operator, f1 is the first compensation coefficient, and f2 is the second compensation coefficient.

[0132] In some embodiments, the manual force closed-loop control unit 30 is used for:

[0133] Obtain the processing results of torque tracking error from N basic controllers, where N is a positive integer not less than 2, and different basic controllers are used to control the characteristics of the controlled system at different operating points;

[0134] Obtain the weight coefficient configuration strategy for N basic controllers that match the equivalent damping coefficient;

[0135] The weight coefficients for each basic controller are determined based on the weight coefficient configuration strategy described above.

[0136] The processing results of the corresponding basic controller are corrected based on the weighting coefficients;

[0137] The motor torque request is generated based on the sum of the processing results of the N modified basic controllers.

[0138] The technical solution provided in the above embodiments of this disclosure obtains the active homing gain and damping coefficient corresponding to the vehicle's operating point at the target time, uses the sum of the active homing gain and damping coefficient as the equivalent damping coefficient, and then generates a motor torque request based on the equivalent damping coefficient, so that the motor controller controls the motor's output torque based on the motor torque request. In this process, when the vehicle's operating point changes, the magnitude of the equivalent damping coefficient also changes accordingly. The equivalent damping coefficient can reflect the characteristic changes at the corresponding operating point. Then, the manual force closed-loop control strategy adjusts the control parameters according to the magnitude of the equivalent damping coefficient, thereby ensuring that the manual force control system has good stability at each operating point.

[0139] This disclosure also provides an electronic device. Referring to Figure 14, a schematic diagram of a structure suitable for implementing the electronic device in this disclosure is shown. The electronic device in this disclosure may include, but is not limited to, fixed terminals such as ECU (engine control unit), VCU (vehicle control unit), TCU (vehicle terminal / vehicle dispatch monitoring terminal), vehicle video terminal, vehicle-to-everything (V2X) vehicle terminal, etc. The electronic device shown in Figure 14 is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this disclosure.

[0140] As shown in Figure 14, the electronic device may include a processing unit (e.g., a central processing unit, a graphics processing unit, etc.) 601, which can execute various appropriate actions and processes for implementing the motor torque request generation method according to a program stored in a read-only memory (ROM) 602 or a program loaded from a storage device 608 into a random access memory (RAM) 603. When the electronic device is powered on, the RAM 603 also stores various programs and data required for the operation of the electronic device. The processing unit 601, ROM 602, and RAM 603 are interconnected via a bus 604. An input / output (I / O) interface 605 is also connected to the bus 604.

[0141] Typically, the following devices can be connected to I / O interface 605: input devices 606 including, for example, touchscreens, touchpads, keyboards, mice, cameras, microphones, accelerometers, gyroscopes, etc.; output devices 607 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 608 including, for example, memory cards, hard drives, etc.; and communication devices 609. Communication device 609 allows the electronic device to communicate wirelessly or wiredly with other devices to exchange data. Although Figure 14 shows an electronic device with various devices, it should be understood that it is not required to implement or possess all the devices shown. More or fewer devices may be implemented or possessed alternatively.

[0142] This disclosure also provides a computer program product, including computer-readable instructions, which, when executed on an electronic device, cause the electronic device to implement any of the motor torque request generation methods provided in this disclosure.

[0143] This disclosure also provides a computer-readable storage medium carrying one or more computer programs that, when executed by an electronic device, enable the electronic device to implement any of the motor torque request generation methods provided in this disclosure.

[0144] A vehicle is provided that uses the electronic equipment described in the above embodiments of this disclosure. That is, the electronic equipment described in the above embodiments can be applied to this vehicle. The vehicle can be a gasoline-powered vehicle, an electric vehicle, a natural gas-powered vehicle, or a hybrid vehicle.

[0145] It should also be noted that the device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. In addition, in the accompanying drawings of the device embodiments provided in this disclosure, the connection relationship between modules indicates that they have a communication connection, which can be implemented as one or more communication buses or signal lines.

[0146] Through the above description of the embodiments, those skilled in the art can clearly understand that this disclosure can be implemented by means of software plus necessary general-purpose hardware, and of course, it can also be implemented by special-purpose hardware including application-specific integrated circuits, special-purpose CPUs, special-purpose memory, special-purpose components, etc. Generally, any function performed by a computer program can be easily implemented by corresponding hardware, and the specific hardware structure used to implement the same function can also be diverse, such as analog circuits, digital circuits, or special-purpose circuits. However, for this disclosure, software program implementation is more often a better implementation method. Based on this understanding, the technical solution of this disclosure, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a readable storage medium, such as a computer floppy disk, USB flash drive, mobile hard disk, ROM, RAM, magnetic disk, or optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, training equipment, or network device, etc.) to execute the methods described in the various embodiments of this disclosure.

[0147] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product.

[0148] The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this disclosure are generated. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions may be transmitted from one website, computer, training device, or data center to another website, computer, training device, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium may be any available medium that a computer can store or a data storage device such as a training device or data center that integrates one or more available media. The available media may be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., DVDs), or semiconductor media (e.g., solid-state drives (SSDs)).

[0149] All embodiments disclosed herein can be executed individually or in combination with other embodiments, and are all considered to be within the scope of protection claimed by this disclosure.

Claims

1. A method for generating a motor torque request, comprising: The active return-to-center gain and damping coefficient of the vehicle at the target time are obtained, where the vehicle's operating point refers to the state of the vehicle's steer-by-wire system and the vehicle's motion. The sum of the active homing gain and the damping coefficient is taken as the equivalent damping coefficient; A motor torque request is generated based on the equivalent damping coefficient, so that the motor controller controls the output torque of the motor based on the motor torque request.

2. The electric motor torque request generation method according to claim 1, wherein Obtain the vehicle's active homing gain corresponding to the vehicle's operating point at the target time, including: The active homing gain that matches the vehicle's operating point at the target time is found based on the first mapping table, which marks the mapping relationship between the vehicle's operating point at the target time and the active homing gain.

3. The electric motor torque request generation method according to claim 1 or 2, wherein Obtain the vehicle's damping coefficient corresponding to the vehicle's operating point at the target time, including: The damping coefficient that matches the vehicle's operating point at the target time and the vehicle's operating point at the previous time is obtained based on the second mapping table. The second mapping table marks the mapping relationship between any two adjacent operating points and the damping coefficient.

4. The electric motor torque request generation method according to claim 1 or 2, wherein Obtain the vehicle's damping coefficient corresponding to the vehicle's operating point at the target time, including: Obtain the active damping torque and actual rotational speed of the vehicle at the target time corresponding to the vehicle's operating point; Based on formula calculating a damping coefficient c of the vehicle damp ; Among them, T damp For the active damping torque, the The actual rotational speed is given.

5. The method for generating motor torque request according to any one of claims 1-4, wherein, Generating a motor torque request based on the equivalent damping coefficient includes: Obtain control parameters that match the equivalent damping coefficient; A hysteresis compensator is used to compensate for the torque tracking error based on the control parameters; The basic controller generates the motor torque request based on the compensated torque tracking error.

6. The method for generating motor torque request according to claim 5, wherein, Obtaining control parameters that match the equivalent damping coefficient includes: Obtain a first compensation coefficient and a second compensation coefficient that match the equivalent damping coefficient. The first compensation coefficient decreases as the equivalent damping coefficient increases, and the second compensation coefficient increases as the equivalent damping coefficient increases. Based on formula calculating the control parameter G matching the equivalent damping coefficient lag (s); Where s is the Laplace operator, f1 is the first compensation coefficient, and f2 is the second compensation coefficient.

7. The method for generating motor torque request according to any one of claims 1-4, wherein, Generating a motor torque request based on the equivalent damping coefficient includes: Obtain the processing results of torque tracking error from N basic controllers, where N is a positive integer not less than 2, and different basic controllers are used to control the characteristics of the controlled system at different operating points; Obtain the weight coefficient configuration strategy for N basic controllers that match the equivalent damping coefficient; The weight coefficients for each basic controller are determined based on the weight coefficient configuration strategy described above. The processing results of the corresponding basic controller are corrected based on the weighting coefficients; The motor torque request is generated based on the sum of the processing results of the N modified basic controllers.

8. A motor torque request generation device, comprising: The acquisition unit is used to acquire the vehicle's active homing gain and damping coefficient corresponding to the vehicle's operating point at the target time. The vehicle's operating point refers to the state of the vehicle's steer-by-wire system and the vehicle's motion. An equivalent damping coefficient calculation unit is used to take the sum of the active symmetry gain and the damping coefficient as the equivalent damping coefficient. A manual force closed-loop control unit is used to generate a motor torque request based on the equivalent damping coefficient, so that the motor controller controls the output torque of the motor based on the motor torque request.

9. An electronic device comprising at least one processing device and a storage device connected to said processing device, wherein: The storage device is used to store computer programs; The processing device is used to execute the computer program to enable the electronic device to implement the motor torque request generation method as described in any one of claims 1 to 7.

10. A vehicle that uses the electronic equipment of claim 9.

11. A computer-readable storage medium carrying one or more computer programs that, when executed by an electronic device, enable the electronic device to implement the motor torque request generation method according to any one of claims 1 to 7.

12. A computer program product comprising computer-readable instructions that, when executed on an electronic device, cause the electronic device to implement the motor torque request generation method according to any one of claims 1 to 7.

Images