阅读说明：本技术 电机扭矩的控制方法及系统 (Motor torque control method and system ) 是由 柏安明 于 2019-12-03 设计创作，主要内容包括：本发明公开了一种电机扭矩的控制方法和系统,电机扭矩的控制方法根据工况信号判断汽车是否处于停车怠速状态；当汽车处于停车怠速状态时,首先输出电机的预扭矩T；根据电机的预扭矩T与刹车踏板信号B获得电机的实际扭矩T1。本发明涉及的电机扭矩的控制方法,根据电机的预扭矩T与刹车踏板信号B获得电机的实际扭矩T1,可以有效消除刹车完全松开进入蠕行工况到整车控制器计算并输出扭矩,会存在一定的时间延迟的问题。因此当车辆处于平路时,该实际扭矩T1可以提升蠕行起步的动力响应及时性；且当车辆处于坡道时,该实际扭矩T1可以抵消一定程度的坡道负载,防止坡道溜坡或缓解坡道溜坡的程度。(The invention discloses a control method and a control system of motor torque, wherein the control method of the motor torque judges whether an automobile is in a parking idle state or not according to a working condition signal; when the automobile is in a parking idling state, firstly outputting a pre-torque T of a motor; and obtaining the actual torque T1 of the motor according to the pre-torque T of the motor and the brake pedal signal B. According to the control method of the motor torque, the actual torque T1 of the motor is obtained according to the pre-torque T of the motor and the brake pedal signal B, so that the problem that a certain time delay exists when the brake is completely released to enter a creep working condition and the whole vehicle controller calculates and outputs the torque can be effectively solved. Therefore, when the vehicle is on a flat road, the actual torque T1 can improve the dynamic response timeliness of the crawling start; and when the vehicle is on a hill, the actual torque T1 may offset a degree of hill loading, preventing or mitigating the degree to which the hill rolls.)

1. A control method of motor torque is characterized in that whether an automobile is in a parking idle state or not is judged according to working condition signals; the working condition signals comprise an accelerator pedal signal, a brake pedal signal B, a vehicle speed signal and a gear signal;

when the automobile is in the parking idling state, firstly outputting a pre-torque T of a motor;

and obtaining the actual torque T1 of the motor according to the pre-torque T of the motor and the brake pedal signal B.

2. The motor torque control method of claim 1, wherein the vehicle is in the idle stop state when the accelerator pedal signal is zero, the brake pedal signal B is not zero, the vehicle speed signal is zero, and the gear signal is a driving gear.

3. The motor torque control method as claimed in claim 1 or 2, wherein the actual torque T1 is inversely varied with a variation of the brake pedal signal B.

4. The motor torque control method as claimed in claim 3, wherein the inversely varying the actual torque T1 with the variation of the brake pedal signal B includes:

when the brake pedal signal B increases, the actual torque T1 decreases, and when the brake pedal signal B increases to a brake pedal threshold B1, the actual torque T1 is zero;

when the brake pedal signal B decreases, the actual torque T1 becomes large, and when the brake pedal signal B decreases to zero, the actual torque T1 is equal to the pre-torque T.

5. The motor torque control method as claimed in claim 4, wherein the actual torque T1 of the motor is calculated as follows:

when the brake pedal signal B is less than the brake pedal threshold B1 and is not zero, the actual torque T1 is calculated as follows:

T1＝T*(B1-B)/B1；

when the brake pedal signal B is zero, the actual torque T1 is calculated as follows:

T1＝T。

6. the control system of the motor torque is characterized by comprising a whole vehicle control unit and a calculation unit which are in communication connection, wherein the whole vehicle control unit detects a working condition signal to judge whether a vehicle is in a parking idle state or not; the working condition signals comprise an accelerator pedal signal, a brake pedal signal B, a vehicle speed signal and a gear signal;

when the automobile is in the parking idling state, the whole automobile control unit outputs a pre-torque T of a motor;

the calculation unit obtains the actual torque T1 of the motor according to the pre-torque T of the motor and the received brake pedal signal B acquired by the whole vehicle control unit.

7. The motor torque control system according to claim 6, further comprising a comparison unit, wherein the comparison unit is in communication connection with the vehicle control unit and the calculation unit; when the comparing unit judges that the brake pedal signal B is smaller than a brake pedal threshold value B1 and is not zero, the calculating unit calculates the actual torque T1, wherein T1 is T (B1-B)/B1;

the comparison unit judges that the brake pedal signal B is zero, and the calculation unit calculates the actual torque T1, wherein T1 is T.

Technical Field

The invention relates to the technical field of automobile torque control, in particular to a method and a system for controlling motor torque.

Background

The crawling is a control working condition that the gear of the vehicle is in a driving gear, the driver completely releases the brake, but the vehicle controller does not step on the accelerator, and the vehicle slowly crawls. Generally, in torque control of an electric vehicle, a Vehicle Control Unit (VCU) has no torque output when the vehicle is stationary and a driver steps on a brake. Only when the driver completely releases the brake, the VCU judges that the creep working condition is entered, and then the VCU starts to calculate and output torque so as to drive the vehicle. However, the control method of the motor torque is not beneficial to timely response of power when the vehicle starts in a creeping mode. Because the torque is calculated and output by the vehicle control unit from the time when the brake is completely released to enter the creep running condition, a certain time delay exists, and the time delay causes poor power response of the creep running starting.

The downhill sliding means that when the vehicle is driven forward to an inclined slope and the vehicle is in a slope road condition, the time delay can cause the vehicle to slide down due to the existence of slope resistance, and the safety of driving the vehicle is affected.

Disclosure of Invention

The invention aims to solve the problem that a certain time delay exists between the time when a brake is completely released and enters a creep working condition and the time when a vehicle control unit calculates and outputs torque in the prior art.

In order to solve the technical problem, the embodiment of the invention discloses a control method of motor torque, which judges whether an automobile is in a parking idle state or not according to a working condition signal; the working condition signals comprise an accelerator pedal signal, a brake pedal signal B, a vehicle speed signal and a gear signal; when the automobile is in a parking idling state, firstly outputting a pre-torque T of a motor; and obtaining the actual torque T1 of the motor according to the pre-torque T of the motor and the brake pedal signal B.

By adopting the technical scheme, the control method of the motor torque is used for controlling the torque of the motor before the vehicle is subjected to a crawling working condition, namely the vehicle is stopped and idled, namely the brake pedal signal is gradually reduced to the preset threshold value. Therefore, when the vehicle is on a flat road, the actual torque T1 can improve the dynamic response timeliness of the crawling start; and when the vehicle is on a hill, the actual torque T1 may offset a degree of hill loading, preventing or mitigating the degree to which the hill rolls.

According to another specific embodiment of the present invention, in the method for controlling the motor torque disclosed in the embodiment of the present invention, when the accelerator pedal signal is zero, the brake pedal signal B is not zero, the vehicle speed signal is zero, and the gear signal is a driving gear, the vehicle is in a parking idle state.

According to another embodiment of the present invention, the embodiment of the present invention discloses a method for controlling the motor torque, wherein the actual torque T1 is inversely varied with the variation of the brake pedal signal B.

According to another embodiment of the present invention, the method for controlling motor torque disclosed in the embodiment of the present invention, wherein the reversely varying the pre-torque T according to the variation of the brake pedal signal B includes:

when the brake pedal signal B increases, the actual torque T1 decreases, and when the brake pedal signal B increases to the brake pedal threshold B1, the actual torque T1 is zero;

when the brake pedal signal B decreases, the actual torque T1 becomes large, and when the brake pedal signal B decreases to zero, the actual torque T1 is equal to the pre-torque T.

According to another embodiment of the present invention, the method for controlling the torque of the motor disclosed in the embodiment of the present invention, the actual torque T1 of the motor is calculated as follows:

when the brake pedal signal B is less than the brake pedal threshold B1 and is not zero, the actual torque T1 is calculated as follows:

T1＝T*(B1-B)/B1；

when the brake pedal signal B is zero, the actual torque T1 is calculated as follows:

T1＝T。

the invention provides a control system of motor torque, which comprises a whole vehicle control unit and a calculation unit, wherein the whole vehicle control unit detects a working condition signal to judge whether a vehicle is in a parking idle state or not; the working condition signals comprise an accelerator pedal signal, a brake pedal signal B, a vehicle speed signal and a gear signal; when the automobile is in a parking idling state, the whole automobile control unit outputs a pre-torque T of a motor; the calculating unit obtains the actual torque T1 of the motor according to the pre-torque T of the motor and the received brake pedal signal B acquired by the whole vehicle control unit.

By adopting the technical scheme, the control system of the motor torque is used for controlling the torque before the automobile is subjected to a creeping working condition, namely, when the automobile is stopped at an idling working condition, namely, the brake pedal signal is gradually reduced to the torque before the set threshold value. Therefore, when the vehicle is on a flat road, the actual torque T1 can improve the dynamic response timeliness of the crawling start; and when the vehicle is on a hill, the actual torque T1 may offset a degree of hill loading, preventing or mitigating the degree to which the hill rolls.

According to another specific embodiment of the invention, the control system of the motor torque disclosed by the embodiment of the invention further comprises a comparison unit, wherein the comparison unit is in communication connection with the whole vehicle control unit and the calculation unit; when the comparison unit judges that the brake pedal signal B is smaller than the brake pedal threshold value B1 and is not zero, the calculation unit calculates the actual torque T1, wherein T1 is T (B1-B)/B1;

the comparison unit judges that the brake pedal signal B is zero, and the calculation unit calculates the actual torque T1, wherein T1 is T.

The invention has the beneficial effects that:

the invention provides a control method of motor torque, which judges whether an automobile is in a parking idle state or not according to a working condition signal; the working condition signals comprise an accelerator pedal signal, a brake pedal signal B, a vehicle speed signal and a gear signal; when the automobile is in a parking idle state, the actual torque T1 of the motor is obtained according to the pre-torque T of the motor and the brake pedal signal B. The motor torque control method outputs the actual torque T1 under the working condition of parking and idling, and can effectively solve the problem that a certain time delay exists when the brake is completely released to enter the creep working condition and the whole vehicle controller calculates and outputs the torque. Therefore, when the vehicle is on a flat road, the actual torque T1 can improve the dynamic response timeliness of the crawling start; and when the vehicle is on a hill, the actual torque T1 may offset a degree of hill loading, preventing or mitigating the degree to which the hill rolls.

Drawings

Fig. 1 is a flowchart of a method of controlling a torque of a motor according to embodiment 1 of the present invention;

fig. 2 is a schematic circuit structure diagram of a motor torque control system according to embodiment 2 of the present invention.

Description of reference numerals:

100. a vehicle control unit;

200. a calculation unit;

300. and a comparison unit.

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 conjunction with the preferred embodiments, it is not intended that features of the invention be limited to these 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 should be noted that the embodiments and features of the embodiments may be combined with each other without conflict.

It should be noted that in this specification, like reference numerals and letters refer to like items in the following drawings, and thus, once an item is defined in one drawing, it need not be further defined and explained in subsequent drawings.

In the description of the present embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings or orientations or positional relationships that are conventionally placed when the products of the present invention are used, and are only used for convenience in describing the present invention and simplifying the description, but do not indicate or imply that the devices or elements indicated must have specific orientations, be configured in specific orientations, and operate, and thus, should not be construed as limiting the present invention.

The terms "first," "second," and the like are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance.

In the description of the present embodiment, it should be further noted that, unless explicitly stated or limited otherwise, the terms "disposed," "connected," and "connected" are to be interpreted broadly, e.g., as a fixed connection, a detachable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present embodiment can be understood in specific cases by those of ordinary skill in the art.

In order to make the objects, technical solutions and advantages of the present invention more apparent, embodiments of the present invention will be described in detail with reference to the accompanying drawings.