CN111216566A

CN111216566A - Control method and device for vehicle motor torque

Info

Publication number: CN111216566A
Application number: CN202010106991.7A
Authority: CN
Inventors: 张龙; 刘果
Original assignee: WM Smart Mobility Shanghai Co Ltd
Current assignee: WM Smart Mobility Shanghai Co Ltd
Priority date: 2020-02-21
Filing date: 2020-02-21
Publication date: 2020-06-02

Abstract

The present invention relates to a motor control technology of a new energy automobile, and more particularly, to a control method for preventing torque jitter of a motor of a vehicle, a control apparatus for implementing the control method, and a computer-readable storage medium storing the control method. The invention provides a control method of the vehicle motor torque, which comprises the following steps: determining a request torque according to the rotating speed of the motor and the opening degree of an accelerator pedal; distributing the requested torque according to a driving mode of the vehicle to obtain a distributed torque; limiting the distributed torque according to the state of the vehicle to obtain an intermediate torque; carrying out anti-shake filtering processing on the intermediate torque to obtain filtering torque; and sending a request indicative of the filter torque to an electric machine of a vehicle to control an output torque of the electric machine. The invention can restrain the torque shake by optimizing the control method of the torque and combining the driving intention of the driver, thereby improving the driving performance and the comfort of the vehicle.

Description

Control method and device for vehicle motor torque

Technical Field

The present invention relates to a motor control technology of a new energy automobile, and more particularly, to a control method for preventing torque jitter of a motor of a vehicle, a control apparatus for implementing the control method, and a computer-readable storage medium storing the control method.

Background

With the development of the automobile industry, the innovation of the automobile electronic technology, and the support of new energy automobile policies of countries around the world, the electric automobiles are more and more concerned and favored by people, and the trend of the future automobile industry development is apparently achieved. Especially, the demands of science and technology sense, driving pleasure, comfort and the like are gradually attracting people's attention, and higher requirements are put forward for automobiles.

Compared with the traditional fuel automobile, the pure electric automobile takes the electric energy driven motor as a power source to replace the traditional fuel engine. The core of motor Control is a Vehicle Control Unit (VCU), and the key of motor Control is Control of motor output torque. The torque jitter will have a direct impact on the dynamics, drivability and comfort of the vehicle.

In the prior art, patent 1(CN105946623A) obtains a set rotation speed of the motor by filtering a current rotation speed of the motor, and performs PI (proportional-derivative) adjustment on a rotation speed difference between the two to obtain a motor compensation torque. And finally, superposing the compensation torque and the initial torque of the motor to be used as the actual required torque of the motor, and aiming to realize the technical effect of inhibiting the motor from shaking. The method has the following two problems: (1) the current rotating speed of the motor is filtered to be used as a control target, so that the driving intention of a driver is difficult to meet. (2) In the actual running process of the vehicle, the rotating speed of the motor can dynamically change along with the change of the running condition of the vehicle. The compensation torque adjusted by the difference value between the current rotating speed of the motor and the filtered rotating speed of the motor through the PI is superposed to the initial torque, so that error compensation can be caused, and even the error compensation interferes with the active damping request of the motor, so that more serious jitter is caused.

Patent 2(CN106915278A) first performs high-order band-pass filtering on the actual torque of the motor to calculate the difference between the filtered motor rotation speed and the control target zero rotation speed, then obtains the adjusted adaptive anti-shake dynamic torque through a PID (proportional-integral-derivative) control algorithm, and adds the adjusted adaptive anti-shake dynamic torque and the torque required by the driver after performing maximum and minimum saturation limitation on the adaptive anti-shake dynamic torque to obtain the target torque of the motor controller. The method has the same problem of error compensation as patent 1, and torque 'cusp' may occur in sudden torque compensation, so that torque oscillation is caused. Meanwhile, due to the existence of three adjusting coefficients of Kp, Ki and Kd and the addition of complex and changeable running conditions, a satisfactory compensation torque is difficult to adjust by the PID control algorithm, so that the technical effect of inhibiting the motor shake is difficult to realize when the vehicle is accelerated rapidly.

Therefore, in order to overcome the above-mentioned defects of the prior art, there is a need in the art for a motor control technique for a new energy vehicle, which optimizes a torque control method and suppresses torque hunting in combination with a driving intention of a driver, thereby improving drivability and comfort of the vehicle.

Disclosure of Invention

The following presents a simplified summary of one or more aspects in order to provide a basic understanding of such aspects. This summary is not an extensive overview of all contemplated aspects, and is intended to neither identify key or critical elements of all aspects nor delineate the scope of any or all aspects. Its sole purpose is to present some concepts of one or more aspects in a simplified form as a prelude to the more detailed description that is presented later.

In order to overcome the above-mentioned drawbacks of the prior art, the present invention provides a control method for preventing torque jitter of a motor of a vehicle, a control apparatus for implementing the control method, and a computer-readable storage medium storing the control method, for suppressing torque jitter by optimizing the control method of torque in conjunction with a driver's driving intention, thereby improving drivability and comfort of the vehicle.

The invention provides a control method of the vehicle motor torque, which comprises the following steps: determining a request torque according to the rotating speed of the motor and the opening degree of an accelerator pedal; distributing the requested torque according to a driving mode of the vehicle to obtain a distributed torque; limiting the distributed torque according to the state of the vehicle to obtain an intermediate torque; carrying out anti-shake filtering processing on the intermediate torque to obtain filtering torque; and sending a request indicative of the filter torque to an electric machine of a vehicle to control an output torque of the electric machine.

Preferably, in some embodiments of the present invention, the step of performing anti-shake filtering processing on the intermediate torque may further include: calculating the difference value of the intermediate torque obtained by the sampling and the filtering torque obtained by the previous anti-shake filtering processing; assigning a small amount to the filter coefficient in response to the difference obtained by the current calculation and the difference obtained by the previous calculation not being positive; and performing first-order filtering on the intermediate torque obtained by the current sampling by using the assigned filter coefficient to obtain the current filtering torque.

Preferably, in some embodiments of the present invention, the step of assigning a small amount to the filter coefficient may further include: and clearing the filter coefficient. The step of performing first-order filtering on the intermediate torque obtained by this sampling with the assigned filter coefficient may further include: and performing first-order filtering on the intermediate torque obtained by the current sampling by using the zero-clearing filter coefficient.

Optionally, in some embodiments of the present invention, the step of performing anti-shake filtering processing on the intermediate torque may further include: responding to the fact that the difference value obtained by the current calculation and the difference value obtained by the previous calculation are positive, adding one to the count of the first-order filtering counter, and judging the size of the difference value obtained by the current calculation and a given threshold value; and in response to the difference obtained by the current calculation being smaller than or equal to the given threshold and the count of the first-order filtering counter being smaller than or equal to the counter threshold, performing first-order filtering on the intermediate torque obtained by the current sampling by using a preliminary filter coefficient to obtain a current filtering torque.

Optionally, in some embodiments of the present invention, the step of performing anti-shake filtering processing on the intermediate torque may further include: and calculating to obtain the preliminary filter coefficient according to a filter time constant and the sampling period of the intermediate torque.

Preferably, in some embodiments of the present invention, the step of performing anti-shake filtering processing on the intermediate torque may further include: compensating the preliminary filter coefficients to obtain compensated filter coefficients in response to the count of the first order filter counter being greater than the counter threshold; and performing first-order filtering on the intermediate torque obtained by the current sampling by using the compensation filter coefficient to obtain the current filtering torque.

Preferably, in some embodiments of the present invention, the step of performing anti-shake filtering processing on the intermediate torque may further include: and in response to the fact that the difference value obtained by the current calculation is larger than the given threshold value, firstly adding two to the count of the first-order filtering counter to accelerate the count of the first-order filtering counter, and then judging whether the count of the first-order filtering counter is larger than the threshold value of the counter.

Optionally, in some embodiments of the present invention, the step of performing anti-shake filtering processing on the intermediate torque may further include: and in response to the difference obtained by the current calculation and the difference obtained by the previous calculation not being positive, clearing the count of the first-order filtering counter to restart the counting.

Optionally, in some embodiments of the invention, the driving mode may include some or all of a sport mode, a normal mode, and an economy mode. The step of allocating the requested torque may further include: in response to the driving mode being a sport mode, configuring a distributed torque with a large change rate to achieve a fast torque response; and/or configuring a distributed torque with a moderate change rate to give consideration to torque response and economic benefits in response to the driving mode being a normal mode; and/or configuring the distributed torque with a smaller change rate to achieve the economic benefit of energy conservation in response to the driving mode being the economy mode.

Optionally, in some embodiments of the present invention, the State of the vehicle may include one or more of a motor temperature, a motor controller temperature, a gear State, a State of Charge (SOC) of the power battery, and a cell voltage. The step of limiting the distribution torque may further include: determining a maximum torque based on a state of the vehicle; in response to the distributed torque being less than and equal to the maximum torque, taking the distributed torque as the intermediate torque; and in response to the allocated torque being greater than the maximum torque, taking the maximum torque as the intermediate torque.

Optionally, in some embodiments of the present invention, the step of sending a request indicating the filter torque to an electric machine of a vehicle may further include: performing enabling judgment on the request according to the state of the vehicle; and transmitting the request to the motor by the enable determination in response to the request.

According to another aspect of the present invention, there is also provided a control apparatus for motor torque of a vehicle.

The control device for the vehicle motor torque provided by the invention comprises a memory and a processor. The processor is coupled to the memory and configured to: determining a request torque according to the rotating speed of the motor and the opening degree of an accelerator pedal; distributing the requested torque according to a driving mode of the vehicle to obtain a distributed torque; limiting the distributed torque according to the state of the vehicle to obtain an intermediate torque; carrying out anti-shake filtering processing on the intermediate torque to obtain filtering torque; and sending a request indicative of the filter torque to an electric machine of a vehicle to control an output torque of the electric machine.

Preferably, in some embodiments of the present invention, the processor may be further configured to: calculating the difference value of the intermediate torque obtained by the sampling and the filtering torque obtained by the previous anti-shake filtering processing; assigning a small amount to the filter coefficient in response to the difference obtained by the current calculation and the difference obtained by the previous calculation not being positive; and performing first-order filtering on the intermediate torque obtained by the current sampling by using the assigned filter coefficient to obtain the current filtering torque.

Preferably, in some embodiments of the present invention, the processor may be further configured to: responding to the fact that the difference value obtained by the current calculation and the difference value obtained by the previous calculation are not positive, and clearing the filter coefficient; and performing first-order filtering on the intermediate torque obtained by the current sampling by using the zero-clearing filter coefficient to obtain the current filtering torque.

Optionally, in some embodiments of the present invention, the processor may be further configured to: responding to the fact that the difference value obtained by the current calculation and the difference value obtained by the previous calculation are positive, adding one to the count of the first-order filtering counter, and judging the size of the difference value obtained by the current calculation and a given threshold value; and in response to the difference obtained by the current calculation being smaller than or equal to the given threshold and the count of the first-order filtering counter being smaller than or equal to the counter threshold, performing first-order filtering on the intermediate torque obtained by the current sampling by using a preliminary filter coefficient to obtain a current filtering torque.

Preferably, in some embodiments of the present invention, the processor may be further configured to: and calculating to obtain the preliminary filter coefficient according to a filter time constant and the sampling period of the intermediate torque.

Optionally, in some embodiments of the present invention, the processor may be further configured to: compensating the preliminary filter coefficients to obtain compensated filter coefficients in response to the count of the first order filter counter being greater than the counter threshold; and performing first-order filtering on the intermediate torque obtained by the current sampling by using the compensation filter coefficient to obtain the current filtering torque.

Preferably, in some embodiments of the present invention, the processor may be further configured to: and in response to the fact that the difference value obtained by the current calculation is larger than the given threshold value, firstly adding two to the count of the first-order filtering counter to accelerate the count of the first-order filtering counter, and then judging whether the count of the first-order filtering counter is larger than the threshold value of the counter.

Optionally, in some embodiments of the present invention, the processor may be further configured to: and in response to the difference obtained by the current calculation and the difference obtained by the previous calculation not being positive, clearing the count of the first-order filtering counter to restart the counting.

Optionally, in some embodiments of the invention, the driving mode may include some or all of a sport mode, a normal mode, and an economy mode. The processor may be further configured to: in response to the driving mode being a sport mode, configuring a distributed torque with a large change rate to achieve a fast torque response; and/or configuring a distributed torque with a moderate change rate to give consideration to torque response and economic benefits in response to the driving mode being a normal mode; and/or configuring the distributed torque with a smaller change rate to achieve the economic benefit of energy conservation in response to the driving mode being the economy mode.

Optionally, in some embodiments of the present invention, the state of the vehicle may include one or more of a motor temperature, a motor controller temperature, a gear state, a state of charge of the power battery, and a cell voltage. The processor may be further configured to: determining a maximum torque based on a state of the vehicle; in response to the distributed torque being less than and equal to the maximum torque, taking the distributed torque as the intermediate torque; and in response to the allocated torque being greater than the maximum torque, taking the maximum torque as the intermediate torque.

Optionally, in some embodiments of the invention, the processor may be further configured to: performing enabling judgment on the request according to the state of the vehicle; and transmitting the request to the motor by the enable determination in response to the request.

According to another aspect of the present invention, a computer-readable storage medium is also provided herein.

The present invention provides the above computer readable storage medium having stored thereon computer instructions. The computer instructions, when executed by the processor, may implement any of the above-described methods of controlling vehicle motor torque.

Drawings

The above features and advantages of the present disclosure will be better understood upon reading the detailed description of embodiments of the disclosure in conjunction with the following drawings. In the drawings, components are not necessarily drawn to scale, and components having similar relative characteristics or features may have the same or similar reference numerals.

FIG. 1 illustrates a flow diagram of a method of controlling vehicle motor torque provided in accordance with some embodiments of the present invention.

Fig. 2 illustrates a flow diagram for determining filter coefficients provided in accordance with some embodiments of the present invention.

Fig. 3 shows a schematic diagram of a control arrangement for vehicle motor torque provided in accordance with another aspect of the invention.

Detailed Description

The following description of the embodiments of the present invention is provided for illustrative purposes, and other advantages and effects of the present invention will become apparent to those skilled in the art from the present disclosure. While the invention will be described in connection with the preferred embodiments, there is no intent to limit its features to those embodiments. On the contrary, the invention is described in connection with the embodiments for the purpose of covering alternatives or modifications that may be extended based on the claims of the present invention. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. The invention may be practiced without these particulars. Moreover, some of the specific details have been left out of the description in order to avoid obscuring or obscuring the focus of the present invention.

It will be understood that, although the terms first, second, third, etc. may be used herein to describe various elements, regions, layers and/or sections, these elements, regions, layers and/or sections should not be limited by these terms, but rather are used to distinguish one element, region, layer and/or section from another element, region, layer and/or section. Thus, a first component, region, layer or section discussed below could be termed a second component, region, layer or section without departing from some embodiments of the present invention.

As described above, the prior art does not combine the actual requirements of the driver to perform the shake suppression, and generally has the problem of mis-compensation, so it is difficult to adjust a satisfactory compensation torque, and the effect of suppressing the shake of the motor is not ideal.

Referring to fig. 1, fig. 1 illustrates a flow chart of a method for controlling torque of a motor of a vehicle according to some embodiments of the present invention.

As shown in fig. 1, the method for controlling the torque of the motor of the vehicle according to the present invention may include: the requested torque is determined based on the motor speed and the accelerator opening.

The motor rotating speed can refer to the actual rotating speed of the motor of the new energy automobile. In some embodiments, the processor of the control device may obtain the actual rotational speed of the vehicle's electric machine over the CAN bus of the vehicle for determining the corresponding requested torque.

The accelerator pedal opening degree can indicate the displacement stroke of the accelerator pedal of the new energy automobile, and is used for reflecting the actual driving demand of the driver. In some embodiments, the processor of the control device may obtain the displacement travel of the accelerator pedal via a CAN bus of the vehicle for determining the corresponding requested torque.

In some embodiments, the processor of the control device may look up a table to obtain the requested torque corresponding to the motor speed and the accelerator opening degree from the requested torque comparison data stored on the vehicle side. Specifically, the requested torque control data may be a MAP file of the requested torque. The requested torque MAP file is a table file, the abscissa of which may indicate the motor speed and the ordinate of which may indicate the accelerator opening. The processor of the control device can read the value of the corresponding cell according to the acquired actual rotating speed of the motor and the opening degree of the accelerator pedal, and the value is used as the corresponding requested torque. The requested torque may reflect the driver's driving intention. Therefore, by controlling the motor torque in conjunction with the accelerator opening degree, it is possible to satisfy and quickly respond to the driver's driving intention.

As shown in fig. 1, the method for controlling the torque of the vehicle motor according to the present invention may further include: allocating the requested torque according to a driving mode of the vehicle to obtain an allocated torque;

in some embodiments, the new energy vehicle may include three driving modes, a Sport (Sport) mode, a Normal (Normal) mode, and an economy (Eco) mode. After determining the requested torque that satisfies the driver's driving intent, the processor of the control device may first identify the current driving mode of the vehicle.

In response to the current driving mode of the vehicle being a sport mode, the processor will configure a set of distributed torques with a large rate of change to achieve a rapid torque response of the electric machine with the requested torque as a target torque. Specifically, the set of distributed torques is incremented or decremented over time with the current torque of the vehicle as an initial torque and the above-described requested torque as a final torque. By configuring the distributed torque with a large change rate, the torque of the motor can reach the target torque in a shorter time, so that the quick torque response of the motor is realized.

In response to the current driving mode of the vehicle being a normal mode, the processor will configure a set of distributed torques with moderate rates of change to account for the torque response and economic benefits of the electric machines, with the requested torque as a target torque. By configuring the distributed torque with moderate change rate, the energy consumption of the motor in unit time can be properly reduced, so that the energy waste caused by frequent acceleration and deceleration of the vehicle is reduced while certain torque response is ensured.

In response to the current driving mode of the vehicle being the energy-saving mode, the processor configures a set of distributed torques with smaller change rates to achieve the economic benefit of energy saving with the requested torque as the target torque. The distributed torque with a small change rate is configured, so that the torque of the motor can be adjusted under the state of the highest energy utilization rate, and the energy consumption of the motor in unit time is further reduced, thereby reducing the energy waste caused by repeated acceleration and deceleration of the vehicle as much as possible and realizing a better energy-saving effect.

As shown in fig. 1, the method for controlling the torque of the vehicle motor according to the present invention may further include: the distributed torque is limited according to the state of the vehicle to obtain an intermediate torque.

After determining the distribution torque, the processor of the control device may appropriately limit the value of the distribution torque according to the actual state of each module of the vehicle to avoid each module from malfunctioning. In some embodiments, the states of the vehicle include, but are not limited to, a motor temperature, a motor controller temperature, a gear State, a State of charge (SOC) of the power battery, and a cell voltage.

Specifically, in some embodiments, the processor may monitor the temperature of the motor in real-time and determine a corresponding first maximum torque based on the real-time temperature of the motor. If the distributed torque is less than or equal to the first maximum torque, the processor may determine that the distributed torque does not cause a problem of overheating of the motor, and may use the distributed torque as an intermediate torque. Conversely, if the allocated torque is greater than the first maximum torque, the processor may determine that the allocated torque may cause overheating of the motor, and appropriate limits may be required to avoid motor overheating and failure. At this time, the first maximum torque should be regarded as an intermediate torque.

In some embodiments, the processor may monitor the temperature of the motor controller in real time and determine a corresponding second maximum torque based on the real time temperature of the motor controller. If the split torque is less than or equal to the second maximum torque, the processor may determine that the split torque does not cause overheating of the motor controller, and may use the split torque as an intermediate torque. Conversely, if the split torque is greater than the second maximum torque, the processor may determine that the split torque may cause overheating of the motor controller, and appropriate limits may be applied to the split torque to avoid failure due to overheating of the motor controller. At this time, the second maximum torque should be regarded as an intermediate torque.

In some embodiments, the processor may obtain a gear state of the vehicle and determine a corresponding third torque capacity based on the gear state. If the distributed torque is less than or equal to the third maximum torque, the processor may determine that the distributed torque does not cause the problem of over-stressing of the transmission member, and may use the distributed torque as the intermediate torque. On the contrary, if the distributed torque is larger than the third maximum torque, the processor may determine that the distributed torque may cause the transmission component to be excessively stressed, and it is necessary to appropriately limit the distributed torque to avoid the transmission component from being deformed, broken, and other faults. At this time, the third maximum torque should be regarded as an intermediate torque.

In some embodiments, the processor may monitor the state of charge of the power cell in real time and determine a fourth maximum torque corresponding to the maximum discharge power based on the state of charge. The state of charge of the power battery may indicate the remaining charge of the power battery. If the distributed torque is less than or equal to the fourth maximum torque, the processor may determine that the distributed torque does not cause a problem of excessive power consumption, and may use the distributed torque as an intermediate torque. Conversely, if the distribution torque is greater than the fourth maximum torque, the processor may determine that the distribution torque may cause excessive power consumption, and that appropriate limitation of the distribution torque is required to avoid a power-down failure of the power battery. At this time, the fourth maximum torque should be regarded as the intermediate torque.

In some embodiments, a power battery may include a plurality of cells. The processor can monitor the cell voltage of each electric core of the power battery in real time, and determine a corresponding fifth maximum torque according to the cell voltage of each electric core. If the distribution torque is less than or equal to the fifth maximum torque, the processor may determine that the distribution torque does not cause the problem that the cell voltage of each cell is too low, and may use the distribution torque as an intermediate torque. Conversely, if the distribution torque is greater than the fifth maximum torque, the processor may determine that the distribution torque may cause a problem of too low cell voltage of one or more battery cells, and need to appropriately limit the distribution torque to avoid battery failure. At this time, the fifth maximum torque should be regarded as an intermediate torque.

In some embodiments, in which all of the vehicle states are monitored simultaneously, the processor may use the minimum of the first maximum torque, the second maximum torque, the third maximum torque, the fourth maximum torque, and the fifth maximum torque as a comparison criterion for the limiting process, so as to ensure that none of the vehicle modules fails.

It will be appreciated by those skilled in the art that although the above embodiment has been described as monitoring the status of each module of the vehicle in real time and determining the corresponding maximum torque based on the status of each module, the embodiment is not intended to limit the scope of the present invention. Alternatively, in other embodiments, the processor of the control device may implement the above limitation only in response to the motor temperature, the motor controller temperature, the state of charge of the power battery, and the cell voltage approaching their corresponding critical values, so as to reduce the data processing load of the processor. In some embodiments, the threshold value may be a specific calibration value according to the actual control requirement of the vehicle.

As shown in fig. 1, the method for controlling the torque of the vehicle motor according to the present invention may further include: and carrying out anti-shake filtering processing on the intermediate torque to obtain filtering torque.

The anti-shake filtering processing can be implemented based on the intermediate torque obtained by sampling each time and the filtering torque obtained after the previous anti-shake filtering processing, and the problem of error compensation can be avoided by adjusting the value of the filtering coefficient, so that the technical effect of inhibiting torque shake is realized.

Referring to fig. 2, fig. 2 is a schematic diagram illustrating a process for determining filter coefficients according to some embodiments of the present invention.

As shown in fig. 2, in some embodiments of the present invention, the processor of the control device may first calculate a difference between the intermediate torque X (n) obtained by the current sampling and the filtering torque Y (n-1) obtained by the previous anti-shake filtering process, and record the sign of the difference. In some embodiments, the processor may determine the direction of change of torque based on the sign of the difference.

Specifically, the processor may determine that the torque is rising in response to the difference being positive and may also determine that the torque is falling in response to the difference being negative. If the difference obtained by two consecutive calculations is positive, namely X (n) > Y (n-1) and X (n +1) > Y (n), it indicates that the torque change directions are consistent, i.e. there is no torque jitter. On the contrary, if the difference obtained by two consecutive calculations is not positive, for example, X (n) > Y (n-1) but X (n +1) < Y (n), it indicates that the torque variation direction is not consistent, i.e., there is torque jitter.

in some embodiments, in response to the torque dithering, the processor may assign a small amount to the filter coefficient α of the current filtering, and perform a first order filtering process on the intermediate torque X (n) obtained from the current sampling with the small amount as the filter coefficient_(n)＝α×X_(n)+(1-α)×Y_(n-1)Calculating to obtain the current time defenseAnd shaking the filtered torque Y (n) after the filtering process. At this time, Y (n) ≈ Y (n-1), and the influence of the current sampling value on the filtering result can be reduced, thereby suppressing the torque jitter.

in some preferred embodiments, the small amount may further be zero, that is, in response to that the difference obtained by the current calculation is not positive with the difference obtained by the previous calculation, the processor may zero the filter coefficient α, and perform first-order filtering on the intermediate torque X (n) obtained by the current sampling by using the filter coefficient α that is zero to obtain the filtering torque Y (n) of the current time.

As shown in FIG. 2, in some embodiments, in response to the difference being positive for two consecutive calculations, i.e., no torque dithering, the processor may filter the time constant T based on the filter_cAnd a sampling period T of intermediate torque_scalculating to obtain a preliminary filter coefficient alpha, i.e. alpha is T_c/(T_c+T_s) then, the processor may perform first-order filtering on the intermediate torques X (n) obtained by the current sampling by using the preliminary filter coefficient α to obtain the current filtering torques Y (n), and so on, and the processor may perform first-order filtering on the intermediate torques obtained by the current sampling by using the preliminary filter coefficient α continuously to obtain corresponding filtering torques.

in some embodiments, the first-order filtering process performed by using the preliminary filter coefficient α may cause the torque variation direction to be inconsistent again, i.e., the torque jitter, as time passes, at this time, the processor may again zero the filter coefficient α and perform the first-order filtering on the intermediate torque X (n) obtained by the sampling at this time by using the zero-set filter coefficient α to obtain the filtering torque Y (n) at this time, Y (n) ═ Y (n-1), and the influence of the sampling value at this time on the filtering result may be ignored, thereby eliminating the torque jitter.

In some preferred embodiments, the processor of the control device may further adjust the intensity of the anti-shake filtering process according to the variation of the torque and the duration of the anti-shake filtering process.

In particular, in response to two consecutive timesThe difference obtained by the calculation is all positive and the processor may first increment the count of the first order filtering counter by one. The processor may then determine the threshold TH based on a predetermined threshold value₁To judge the variation of the torque. If the absolute value | X (n) -Y (n-1) | of the difference value between the intermediate torque X (n) obtained by the current sampling and the filtering torque Y (n-1) obtained by the previous anti-shake filtering processing is less than or equal to TH₁then, the processor can be based on the preset counter threshold TH₂The duration of the anti-shake filtering process is determined. If the count num of the first-order filtering counter is less than or equal to TH₂at this time, the processor can continue to perform first-order filtering on the intermediate torque X (n) obtained by the current sampling by using the preliminary filter coefficient α to obtain a proper filtering torque Y (n), and so on.

In some embodiments, as sampling continues, the count num of the first order filtering counter will continue to increment until the count num>TH₂therefore, the processor can compensate the original preliminary filter coefficient α, i.e. make α' ═ α + α₀and the intermediate torque obtained by the sampling is subjected to first-order filtering by a compensated filter coefficient α' to enhance the filtering effect so as to meet the driving intention of the driver in time₀The calibration can be carried out according to the actual compensation requirement. The counter threshold value TH₂The calibration can be performed according to the actual filter response requirements.

In some embodiments, if | X (n) -Y (n-1) | Y>TH₁at this moment, the processor can further add two to the count of the first-order filter counter to accelerate the count of the first-order filter counterSpeed. That is, the counting speed of the first-order filtering counter is increased from one for each filtering to three for each filtering, so as to meet the counting value num more quickly>TH₂the given threshold value TH is used for compensating the original preliminary filter coefficient alpha₁The calibration can be performed according to the actual filtering strength requirement.

In some embodiments, the processor may be further responsive to num reappearing>TH₂and the compensated filter coefficient α 'is further compensated, i.e. α ═ α' + α₀and the intermediate torque obtained by the sampling is subjected to first-order filtering by a filter coefficient alpha' of quadratic compensation so as to further enhance the filtering effect.

in some embodiments, the first-order filtering process performed by the preliminary filter coefficient α, the compensation filter coefficient α', or the second-order compensation filter coefficient α ″ may cause the torque change direction to be inconsistent again, i.e., the torque jitter, as time passes.

As shown in fig. 1, the method for controlling the torque of the vehicle motor according to the present invention may further include: a request indicative of the filtered torque is sent to an electric machine of the vehicle to control an output torque of the electric machine.

In some embodiments, the processor of the control device may further enable determination of the request indicative of the filter torque based on the state of the vehicle prior to sending the request to the vehicle motor. Specifically, if the obtained filter torque is not greater than the minimum of the above-described first maximum torque, second maximum torque, third maximum torque, fourth maximum torque, and fifth maximum torque, it may be determined that the request does not cause malfunction of each module of the vehicle. The processing module may send the request to an electric machine of the vehicle by enabling the determination in response to the request. Otherwise, it may be determined that the request may cause a malfunction of a portion of the modules of the vehicle. The processing module should intercept the request in response to the request failing the enable determination.

While, for purposes of simplicity of explanation, the methodologies are shown and described as a series of acts, it is to be understood and appreciated that the methodologies are not limited by the order of acts, as some acts may, in accordance with one or more embodiments, occur in different orders and/or concurrently with other acts from that shown and described herein or not shown and described herein, as would be understood by one skilled in the art.

According to another aspect of the present invention, there is also provided a control device for motor torque of a vehicle, for implementing the control method provided in any one of the above embodiments.

Referring to fig. 3, fig. 3 is a schematic diagram illustrating a control apparatus for motor torque of a vehicle according to another aspect of the present invention.

As shown in fig. 3, the control device 30 for vehicle motor torque provided by the present invention may include a memory 31 and a processor 32. The processor 32 is coupled to the memory 31 and configured to implement the control method provided in any of the above embodiments to achieve the corresponding technical effects.

According to another aspect of the present invention, there is also provided a computer-readable storage medium for storing the control method.

The present invention provides the above computer readable storage medium having stored thereon computer instructions. When executed by the processor 32, the computer instructions may implement the control method provided in any of the above embodiments to achieve the corresponding technical effects.

Those of skill in the art would understand that information, signals, and data may be represented using any of a variety of different technologies and techniques. For example, data, instructions, commands, information, signals, bits (bits), symbols, and chips that may be referenced throughout the above description may be represented by voltages, currents, electromagnetic waves, magnetic fields or particles, optical fields or particles, or any combination thereof.

Those of skill would further appreciate that the various illustrative logical blocks, modules, circuits, and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both. To clearly illustrate this interchangeability of hardware and software, various illustrative components, blocks, modules, circuits, and steps have been described above generally in terms of their functionality. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the overall system. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.

The various illustrative logical modules, and circuits described in connection with the embodiments disclosed herein may be implemented or performed with a general purpose processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. A general purpose processor may be a microprocessor, but in the alternative, the processor may be any conventional processor, controller, microcontroller, or state machine. A processor may also be implemented as a combination of computing devices, e.g., a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration.

The steps of a method or algorithm described in connection with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. A software module may reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art. An exemplary storage medium is coupled to the processor such the processor can read information from, and write information to, the storage medium. In the alternative, the storage medium may be integral to the processor. The processor and the storage medium may reside in an ASIC. The ASIC may reside in a user terminal. In the alternative, the processor and the storage medium may reside as discrete components in a user terminal.

In one or more exemplary embodiments, the functions described may be implemented in hardware, software, firmware, or any combination thereof. If implemented in software as a computer program product, the functions may be stored on or transmitted over as one or more instructions or code on a computer-readable medium. Computer-readable media includes both computer storage media and communication media including any medium that facilitates transfer of a computer program from one place to another. A storage media may be any available media that can be accessed by a computer. By way of example, and not limitation, such computer-readable media can comprise RAM, ROM, EEPROM, CD-ROM or other optical disk storage, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer. Any connection is properly termed a computer-readable medium. For example, if the software is transmitted from a web site, server, or other remote source using a coaxial cable, fiber optic cable, twisted pair, Digital Subscriber Line (DSL), or wireless technologies such as infrared, radio, and microwave, then the coaxial cable, fiber optic cable, twisted pair, DSL, or wireless technologies such as infrared, radio, and microwave are included in the definition of medium. Disk (disk) and disc (disc), as used herein, includes Compact Disc (CD), laser disc, optical disc, Digital Versatile Disc (DVD), floppy disk and blu-ray disc where disks (disks) usually reproduce data magnetically, while discs (discs) reproduce data optically with lasers. Combinations of the above should also be included within the scope of computer-readable media.

The previous description of the disclosure is provided to enable any person skilled in the art to make or use the disclosure. Various modifications to the disclosure will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other variations without departing from the spirit or scope of the disclosure. Thus, the disclosure is not intended to be limited to the examples and designs described herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method of controlling torque of a motor of a vehicle, comprising:

determining a request torque according to the rotating speed of the motor and the opening degree of an accelerator pedal;

distributing the requested torque according to a driving mode of the vehicle to obtain a distributed torque;

limiting the distributed torque according to the state of the vehicle to obtain an intermediate torque;

carrying out anti-shake filtering processing on the intermediate torque to obtain filtering torque; and

sending a request indicative of the filtered torque to an electric machine of a vehicle to control an output torque of the electric machine.

2. The control method according to claim 1, wherein the step of performing anti-shake filtering processing on the intermediate torque includes:

calculating the difference value of the intermediate torque obtained by the sampling and the filtering torque obtained by the previous anti-shake filtering processing;

responding to the fact that the difference value obtained by the current calculation and the difference value obtained by the previous calculation are not positive, and clearing the filter coefficient; and

and performing first-order filtering on the intermediate torque obtained by the current sampling by using the zero-clearing filter coefficient to obtain the current filtering torque.

3. The control method according to claim 2, wherein the step of performing anti-shake filtering processing on the intermediate torque further includes:

responding to the fact that the difference value obtained by the current calculation and the difference value obtained by the previous calculation are positive, adding one to the count of the first-order filtering counter, and judging the size of the difference value obtained by the current calculation and a given threshold value; and

and in response to the fact that the difference value obtained by the current calculation is smaller than or equal to the given threshold value and the count of the first-order filtering counter is smaller than or equal to the counter threshold value, performing first-order filtering on the intermediate torque obtained by the current sampling by using a preliminary filtering coefficient to obtain the current filtering torque.

4. The control method according to claim 3, wherein the step of performing anti-shake filtering processing on the intermediate torque further includes:

and calculating to obtain the preliminary filter coefficient according to a filter time constant and the sampling period of the intermediate torque.

5. The control method according to claim 3, wherein the step of performing anti-shake filtering processing on the intermediate torque further includes:

compensating the preliminary filter coefficients to obtain compensated filter coefficients in response to the count of the first order filter counter being greater than the counter threshold; and

and performing first-order filtering on the intermediate torque obtained by the current sampling by using the compensation filter coefficient to obtain the current filtering torque.

6. The control method according to claim 5, wherein the step of performing anti-shake filtering processing on the intermediate torque further includes:

and in response to the fact that the difference value obtained by the current calculation is larger than the given threshold value, firstly adding two to the count of the first-order filtering counter, and then judging whether the count of the first-order filtering counter is larger than the threshold value of the counter.

7. The control method according to claim 3, wherein the step of performing anti-shake filtering processing on the intermediate torque further includes:

and in response to the difference obtained by the current calculation and the difference obtained by the previous calculation not being positive, clearing the count of the first-order filtering counter.

8. The control method according to claim 1, wherein the driving mode includes part or all of a sport mode, a normal mode, and an economy mode,

the step of allocating the requested torque comprises:

in response to the driving mode being a sport mode, configuring a distributed torque with a large change rate to achieve a fast torque response; and/or

Responding to the driving mode being a normal mode, configuring distributed torque with moderate change rate to give consideration to torque response and economic benefit; and/or

And responding to the driving mode as an economic mode, and configuring the distributed torque with a small change rate to realize the economic benefit of energy saving.

9. The control method of claim 1, wherein the state of the vehicle includes one or more of a motor temperature, a motor controller temperature, a gear state, a state of charge of a power battery, and a cell voltage,

the step of limiting the apportioned torque includes:

determining a maximum torque based on a state of the vehicle;

in response to the distributed torque being less than and equal to the maximum torque, taking the distributed torque as the intermediate torque; and

in response to the allocated torque being greater than the maximum torque, taking the maximum torque as the intermediate torque.

10. The control method of claim 9, wherein said step of sending a request indicative of said filter torque to an electric machine of a vehicle comprises:

performing enabling judgment on the request according to the state of the vehicle; and

transmitting the request to the motor in response to the request passing the enable determination.

11. A control device of a vehicle motor torque, characterized by comprising:

a memory; and

a processor coupled to the memory and configured to:

12. The control device of claim 11, wherein the processor is further configured to:

13. The control device of claim 12, wherein the processor is further configured to:

14. The control device of claim 13, wherein the processor is further configured to:

15. The control device of claim 13, wherein the processor is further configured to:

16. The control device of claim 15, wherein the processor is further configured to:

17. The control device of claim 13, wherein the processor is further configured to:

18. The control apparatus according to claim 11, wherein the driving mode includes part or all of a sport mode, a normal mode, and an economy mode,

the processor is further configured to:

19. The control apparatus of claim 11, wherein the state of the vehicle includes one or more of a motor temperature, a motor controller temperature, a gear state, a state of charge of a power battery, and a cell voltage,

the processor is further configured to:

determining a maximum torque based on a state of the vehicle;

20. The control device of claim 19, wherein the processor is further configured to:

21. A computer readable storage medium having stored thereon computer instructions which, when executed by a processor, implement a method of controlling vehicle motor torque according to any one of claims 1 to 10.