WO2021008527A1 - 电机控制方法、装置、设备及计算机可读存储介质 - Google Patents

电机控制方法、装置、设备及计算机可读存储介质 Download PDF

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Publication number
WO2021008527A1
WO2021008527A1 PCT/CN2020/101915 CN2020101915W WO2021008527A1 WO 2021008527 A1 WO2021008527 A1 WO 2021008527A1 CN 2020101915 W CN2020101915 W CN 2020101915W WO 2021008527 A1 WO2021008527 A1 WO 2021008527A1
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WO
WIPO (PCT)
Prior art keywords
motor
torque
vehicle
value
motor speed
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2020/101915
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English (en)
French (fr)
Inventor
王银磊
凌文超
陈淑江
孙佳欣
刘秀
侯文涛
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Great Wall Motor Co Ltd
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Great Wall Motor Co Ltd
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Filing date
Publication date
Application filed by Great Wall Motor Co Ltd filed Critical Great Wall Motor Co Ltd
Priority to EP20841453.2A priority Critical patent/EP3974237A4/en
Publication of WO2021008527A1 publication Critical patent/WO2021008527A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2072—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for drive off
    • B60L15/2081—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for drive off for drive off on a slope
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/44—Control modes by parameter estimation
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the embodiments of the present invention relate to the technical field of vehicle control, and in particular to a motor control method, device, equipment, and computer-readable storage medium.
  • the vehicle controller is used to increase the target torque value to the motor controller, and at the same time increase the target torque gradient, so as to quickly stop the vehicle from rolling.
  • the embodiments of the present invention provide a motor control method, device, equipment, and computer-readable storage medium to solve the current problem of poor vehicle stability in the process of preventing rolling.
  • an embodiment of the present invention provides a motor control method, including:
  • the motor torque value determine the proportional-integral PI parameter value corresponding to the motor torque value, and calculate the torque adjustment according to the PI parameter value corresponding to the motor torque value, the motor speed and the PI algorithm the amount;
  • the pre-added torque value and the torque adjustment amount are summed, and the summed result is used as a torque control amount to control the motor of the vehicle so that the vehicle is in a stationary state.
  • the method before detecting that the vehicle enters the hill assist mode, the method further includes:
  • the method further includes:
  • the vehicle After the vehicle enters a stationary state, it further includes:
  • the determining a pre-added torque value corresponding to the motor speed according to the motor speed includes:
  • the pre-added torque value corresponding to the maximum value is used as the pre-added torque value of the motor speed.
  • the determining the proportional-integral PI parameter value corresponding to the motor torque value according to the motor torque value includes:
  • the method further includes:
  • the minimum value between the torque adjustment amount and the first preset torque threshold is taken as the value The torque control amount
  • the water pump is switched to the working state to cool the motor.
  • the method further includes:
  • an embodiment of the present invention provides a motor control device, including:
  • the collection module is used to collect the motor speed and motor torque of the vehicle when it is monitored that the vehicle enters the ramp assist mode;
  • the first processing module is configured to determine a pre-added torque value corresponding to the motor speed according to the motor speed;
  • the second processing module is used to determine the proportional-integral PI parameter value corresponding to the motor torque value according to the motor torque value, and according to the PI parameter value corresponding to the motor torque value and the motor speed And PI algorithm to calculate the torque adjustment amount;
  • the control module is used to sum the pre-added torque value and the torque adjustment amount, and use the sum result as the torque control amount to control the motor of the vehicle so that the vehicle is in a stationary state.
  • the device further includes a monitoring module, and the monitoring module is configured to:
  • the monitoring module is further used to:
  • the first processing module is configured to:
  • the pre-added torque value corresponding to the maximum value is used as the pre-added torque value of the motor speed.
  • the second processing module is configured to:
  • the device further includes a third processing module, and the third processing module is configured to:
  • the minimum value between the torque adjustment amount and the first preset torque threshold is taken as the value The torque control amount
  • the device further includes a cooling module, and the cooling module is used for:
  • the water pump is switched to the working state to cool the motor.
  • the device further includes an alarm module, and the alarm module is configured to:
  • an embodiment of the present invention provides a motor control device, including: at least one processor and a memory;
  • the memory stores computer execution instructions
  • the at least one processor executes the computer-executable instructions stored in the memory, so that the at least one processor executes the motor control method described in the first aspect and various possible implementation manners of the first aspect.
  • an embodiment of the present invention provides a computer-readable storage medium having computer-executable instructions stored in the computer-readable storage medium.
  • the processor executes the computer-executable instructions, the above first aspect and the first aspect are implemented.
  • the motor control method described in various possible implementations.
  • the motor control method, device, device, and computer-readable storage medium collect the motor speed and motor torque of the vehicle when it is monitored that the vehicle enters the ramp assist mode; and determine the relationship with the motor according to the motor speed.
  • the pre-added torque value determined by the speed and the torque adjustment value determined according to the motor torque value are added to obtain the torque control value.
  • the motor speed and the motor torque value can be considered in the motor control process to make the torque control value more consistent Vehicle demand, thereby improving the stability of the vehicle.
  • Fig. 1 schematically shows a flow chart of a motor control method provided by an embodiment of the present invention
  • Fig. 2 schematically shows a flow chart of a motor control method provided by another embodiment of the present invention
  • Fig. 3 schematically shows a flow chart of a motor control method provided by another embodiment of the present invention.
  • Fig. 4 schematically shows a flow chart of a motor control method provided by still another embodiment of the present invention.
  • FIG. 5 schematically shows a schematic structural diagram of a motor control system provided by an embodiment of the present invention
  • Fig. 6 schematically shows a structural diagram of a motor control device provided by an embodiment of the present invention
  • Fig. 7 schematically shows a schematic structural diagram of a motor control device provided by another embodiment of the present invention.
  • FIG. 8 schematically shows a schematic diagram of the hardware structure of a motor control device provided by an embodiment of the present invention.
  • Fig. 9 schematically shows a block diagram of a motor control device for executing the method according to the present application.
  • Fig. 10 schematically shows a storage unit for holding or carrying program codes for implementing the method according to the present application.
  • FIG. 1 is a schematic flowchart of a motor control method provided by an embodiment of the present invention.
  • the execution body of the motor control method can be the vehicle controller of the vehicle, or the motor controller of the vehicle, or the control device composed of the vehicle controller and the motor controller of the vehicle, or other equipment such as on-board terminals, servers, etc. It is not limited here.
  • the method includes:
  • the hill assist mode is a preset motor control mode to prevent the vehicle from rolling off. It can be judged whether the vehicle enters the hill assist mode through the preset entry conditions of the hill assist mode and the state information of the vehicle. During the monitoring that the vehicle enters the ramp assist mode to exit the ramp assist mode, the motor speed and motor torque of the vehicle can be collected at regular intervals. Then obtain a corresponding motor control quantity according to the data collected each time, and control the motor to adjust the running state of the motor.
  • the pre-added torque value is a preset torque value.
  • a motor speed corresponds to a pre-added torque value. It should be noted that the motor speed and the pre-added torque value may not have a one-to-one correspondence, and multiple motor speeds can correspond to the same pre-added torque value.
  • the pre-added torque value corresponding to the motor speed can be determined according to the collected motor speed and the preset data table.
  • the PI parameter value is a preset parameter for performing PI algorithm calculation on the motor torque.
  • a motor torque value corresponds to a PI parameter value.
  • the PI parameter value corresponding to the collected motor torque value can be determined first, and then the torque adjustment amount can be calculated according to the PI parameter value corresponding to the motor torque value, the collected motor speed and the PI algorithm.
  • the collected motor rotation speed and target rotation speed can be calculated by the PI algorithm with the PI parameter value corresponding to the torque value of the motor to obtain the torque adjustment amount.
  • the target speed in order to make the vehicle in a stationary state, the target speed can be taken as a zero value, or a value within a certain range around the zero value, which is not limited here.
  • the sum of the pre-added torque value and the torque adjustment amount can be calculated, and the sum of the two values can be used as the torque control amount to control the motor of the vehicle.
  • the corresponding torque control value is obtained through the continuously collected motor speed and motor torque value, and the motor is adjusted to make the vehicle stand still and stop rolling.
  • the embodiment of the present invention collects the motor speed and motor torque of the vehicle when it is monitored that the vehicle enters the hill assist mode; according to the motor speed, determines the pre-added torque value corresponding to the motor speed; according to the motor torque value, Determine the proportional-integral PI parameter value corresponding to the motor torque value, and calculate the torque adjustment amount according to the PI parameter value corresponding to the motor torque value, the motor speed and the PI algorithm; the pre-added torque value and the The torque adjustment amount is summed, and the result of the summation is used as the torque control amount to control the motor of the vehicle so that the vehicle is at a standstill.
  • the pre-added torque value determined according to the motor speed is determined by the motor torque value.
  • the torque control amount is added together to obtain the torque control amount, which can consider both the motor speed and the motor torque value in the motor control process, so that the torque control amount is more in line with the vehicle demand, thereby improving the stability of the vehicle.
  • FIG. 2 is a schematic flowchart of a motor control method provided by another embodiment of the present invention. This embodiment describes in detail the specific implementation process of monitoring whether the vehicle enters the hill assist mode. As shown in Figure 2, the method includes:
  • the working status information of the vehicle may include but is not limited to at least one of the following: system failure, electric power of the drive motor, gear status, gear effective time, motor speed, accelerator pedal opening, driving Whether the shift status bit is activated, etc.
  • S202 Determine whether the vehicle enters a stationary state according to the working state information of the vehicle and a preset stationary state entry condition.
  • the vehicle working state information of the vehicle meets the preset static state entry conditions, it is determined that the vehicle enters a static state; if the vehicle working state information does not meet the preset static state entry conditions, it is determined that the vehicle has not entered a static state status.
  • the preset static state entry conditions may include but are not limited to one or more of the following:
  • the vehicle has no system failures above the preset level threshold (such as level 4, etc.);
  • the electric power of the drive motor is greater than or equal to the preset power threshold (such as 3KW, etc.);
  • the effective time of the gear is greater than the preset effective time (such as 0.6s, etc.);
  • the motor speed is less than the set entry speed (such as 10rpm) and continues for a preset time (such as 50ms, etc.); or when the logic gear is in the R position and the brake is depressed, The motor speed is less than the set entry speed (such as 10rpm) and continues for a preset time (such as 50ms, etc.); among them, the D (drive) gear is the forward gear of the vehicle, and the R (reverse) gear is the reverse gear of the vehicle;
  • the accelerator pedal opening is less than the preset opening threshold (such as 5%, etc.), and the handbrake or EPB (Electrical Park Brake, electronic parking brake system) is not turned on.
  • the preset opening threshold such as 5%, etc.
  • the state of the vehicle is: ready;
  • the driving gear shift status bit is not activated.
  • the working state information of the vehicle satisfies all the above conditions, it is determined that the vehicle enters a stationary state; or if the working state information of the vehicle satisfies one or more specified conditions, it is judged that the vehicle enters a stationary state, which is not limited here.
  • the logical gear change of the vehicle is: D ⁇ R, N ⁇ R, R ⁇ D, N ⁇ D; and when the motor speed direction is inconsistent with the gear position, mark the driving gear shift status bit as active; when the motor speed direction is consistent with the gear position, mark the driving gear shift status bit as inactive.
  • N (neutral) gear is the vehicle's neutral gear.
  • the motor state information of the vehicle is acquired, where the motor state information includes motor rotation, motor rotation speed, and motor rotation speed maintenance duration, etc., which are not limited here.
  • the preset ramp assist mode entry conditions may include but are not limited to one or more of the following:
  • the vehicle enters a stationary state
  • the motor speed is greater than the preset speed threshold (such as 38rpm, etc.) and the duration exceeds the preset duration (such as 24ms, etc.);
  • the motor speed can be detected every certain time (such as 400us, etc.).
  • S205 in this embodiment is similar to S101 in the embodiment of FIG. 1, and will not be repeated here.
  • S206 Determine a pre-added torque value corresponding to the motor speed according to the motor speed.
  • S206 in this embodiment is similar to S102 in the embodiment of FIG. 1, and will not be repeated here.
  • S207 in this embodiment is similar to S103 in the embodiment of FIG. 1, and will not be repeated here.
  • S208 in this embodiment is similar to S104 in the embodiment of FIG. 1, and will not be repeated here.
  • the vehicle it is first determined whether the vehicle enters a stationary state according to the preset stationary state entry conditions. After the vehicle enters the stationary state, it is determined whether the vehicle enters the slope assist mode through the preset hill assist mode entry conditions, which can accurately monitor the vehicle Enter the ramp assist mode, so as to control the motor of the vehicle in time according to the motor control method provided in this embodiment to stop rolling.
  • the above method may further include:
  • the exit event of the ramp assist mode can be preset. After the vehicle enters the ramp assist mode, if the exit event of the ramp assist mode is triggered, it will exit the ramp assist mode.
  • the exit event of the ramp assist mode may include but is not limited to at least one of the following:
  • the single standing time is greater than the preset duration threshold (such as 4s, etc.);
  • the motor speed is greater than the preset speed threshold (such as 200rpm, etc.);
  • the vehicle itself has a system failure above the preset level (such as level 3, etc.);
  • the preset number of times (such as 4 times, etc.) has been completed on the slope.
  • the above method may further include:
  • the exit event of the stationary state can be preset, and after the vehicle enters the stationary state, if the exit event of the stationary state is triggered, it will exit the stationary state.
  • the exit event in the static state may include but is not limited to at least one of the following:
  • the vehicle has a system failure of preset level (such as level 4, etc.) and above;
  • the electric power of the drive motor is less than the preset power threshold (such as 3KW, etc.);
  • the required torque for creeping is greater than the true torque of the motor after the ramp assist mode is completed, and the difference exceeds the preset threshold (such as 5Nm) and continues to exceed the preset duration (such as 0.6 seconds);
  • ACCPedal required torque is greater than the real torque after the ramp assist mode is completed, and the difference exceeds the preset threshold (such as 5Nm) and continues to exceed the preset duration (such as 0.05 seconds);
  • the absolute value of the D/R gear motor speed is greater than or equal to the preset threshold (such as 200rpm);
  • ABS Antilock Brake System
  • FIG. 3 is a schematic flowchart of a motor control method provided by another embodiment of the present invention. This embodiment describes in detail the specific implementation process of determining the pre-added torque value corresponding to the motor speed. As shown in Figure 3, the method includes:
  • S301 in this embodiment is similar to S101 in the embodiment of FIG. 1, and will not be repeated here.
  • the motor speed is initially negative, that is, the direction of the motor speed is reversed.
  • the absolute value of the motor speed gradually increases, but it is still negative.
  • the absolute value increases to the maximum value, due to the adjustment of the motor torque, the motor speed will approach zero, and then fluctuate around the zero value.
  • the amplitude gradually decreases and eventually tends to zero.
  • the collected motor speed is negative and the absolute value of the motor speed is increasing.
  • the pre-added torque value corresponding to the collected motor speed is no longer searched from the preset data table, but the motor speed
  • the corresponding pre-added torque value is used as the pre-added torque value of the motor speed.
  • the pre-added torque value is always kept unchanged in the second stage, and the torque value is used to participate in the control and adjustment of the motor.
  • S305 in this embodiment is similar to S103 in the embodiment of FIG. 1, and will not be repeated here.
  • S306 in this embodiment is similar to S104 in the embodiment of FIG. 1, and will not be repeated here.
  • This embodiment uses the pre-added torque value corresponding to when the motor speed reaches the maximum value of the absolute value as the pre-added torque value of the motor speed collected later, so that the selected pre-added torque value can meet the requirements for motor torque adjustment. Avoid the problem of weak adjustment effect caused by too small pre-added torque value.
  • FIG. 4 is a schematic flowchart of a motor control method provided by still another embodiment of the present invention. This embodiment describes in detail the specific implementation process of determining the PI parameter value corresponding to the motor torque value. As shown in Figure 4, the method includes:
  • S401 in this embodiment is similar to S101 in the embodiment of FIG. 1, and will not be repeated here.
  • S402 Determine a pre-added torque value corresponding to the motor speed according to the motor speed.
  • S402 in this embodiment is similar to S102 in the embodiment of FIG. 1, and will not be repeated here.
  • multiple torque intervals may be preset, and each torque interval corresponds to a PI parameter value.
  • the torque interval of the motor torque value can be determined first, and then the PI parameter value corresponding to the torque interval can be found in the preset data table as the PI parameter value corresponding to the collected motor torque value .
  • three torque intervals of ⁇ 30N.m, 30N.m to 90N.m, and ⁇ 90N.m can be set, and the three torque intervals correspond to three sets of PI parameter values.
  • S405 Calculate a torque adjustment amount according to the PI parameter value corresponding to the motor torque value, the motor speed, and the PI algorithm.
  • S406 in this embodiment is similar to S103 in the embodiment of FIG. 1, and will not be repeated here.
  • the PI parameter value corresponding to the collected motor torque value can be quickly and accurately determined.
  • the foregoing method may further include:
  • the minimum value between the torque adjustment amount and the first preset torque threshold is taken as the value The torque control amount
  • the vehicle when the vehicle is in the hill assist mode, it can be monitored whether the motor speed of the vehicle rises from a negative value to a zero value. If it is detected that the motor speed of the vehicle has risen from a negative value to a zero value, the calculated torque adjustment value can be compared with the first preset torque threshold, and the minimum value between the two can be selected as the torque control for the motor control the amount.
  • the motor speed crosses the zero value, if a larger torque control amount is still used, the vehicle will produce obvious forward rush due to excessive reverse speed overshoot.
  • the vehicle By setting a smaller first preset torque threshold, the vehicle can be kept smooth when the motor speed crosses the zero value, avoiding an obvious forward rush phenomenon, and improving vehicle stability.
  • the calculated torque adjustment amount can be compared with the second preset torque threshold, and the maximum value between the two can be selected as the torque control amount.
  • the vehicle will switch from backlash to forward stroke. At this time, it is necessary to reduce the motor torque as soon as possible to prevent the vehicle from overshooting. Therefore, the maximum value between the torque adjustment amount and the second preset torque threshold can be selected.
  • the value is used as the torque control quantity, and the motor torque value is dropped in time with a larger torque gradient until the difference of the drop is equal to the preset drop threshold.
  • the first preset torque threshold is used to limit the torque control amount when the motor speed crosses the zero value to ensure the stability of the vehicle when the speed crosses the zero value; the second preset torque is adopted after the motor speed crosses the zero value.
  • the threshold limits the amount of torque control, so that the motor torque falls back with a larger torque gradient, which can reduce the degree of vehicle forward, thereby improving vehicle stability.
  • the foregoing method may further include:
  • the water pump is switched to the working state to cool the motor.
  • the water pump can be controlled to turn on to meet the motor cooling demand and prevent the motor temperature from becoming too high.
  • the foregoing method may further include:
  • the preset temperature threshold can be set according to actual requirements, for example, it can be 85°, 87°, etc., which is not limited here.
  • FIG. 5 is a schematic diagram of the architecture of a motor control system provided by an embodiment of the present invention.
  • the motor control system may include a vehicle controller 51, a motor controller 52, a gear module 53, a pedal module 54, a battery management module 55, a thermal management module 56, and the like.
  • the vehicle controller 51 is used to monitor whether the vehicle enters a stationary state according to the working state information of the vehicle, and send an instruction to enter the stationary state to the motor controller 52 after monitoring that the vehicle enters the stationary state.
  • the motor controller 52 monitors whether the vehicle enters the hill assist mode according to the motor state, and after detecting that the vehicle enters the hill assist mode, feeds back the vehicle controller 51 an instruction to enter the hill assist mode.
  • the vehicle controller 51 and/or the motor controller 52 control the motor according to the above-mentioned motor control method.
  • the gear module 53 is used to collect gear information and send it to the vehicle controller 51.
  • the pedal module 54 is used to collect pedal information and send it to the vehicle controller 51.
  • the battery management module 55 is used to collect battery power information and send it to the vehicle controller 51.
  • the thermal management module 56 is used to control the water pump according to the water pump control instruction of the vehicle controller 51.
  • a slope assist mode function is added to the vehicle control strategy. This function is used for vehicles on slopes. Starting off on the road, the parking torque is provided from the driver's release of the brake pedal to the accelerator pedal, which prevents the vehicle from rolling back in a short time and assists the driver to start smoothly on the slope.
  • the motor control method provided in this embodiment considers this problem from a system perspective.
  • the vehicle controller defines the vehicle stationary condition, and then the motor defines the vehicle slip condition.
  • the adjustment process is based on the speed and the torque adjustment is based on PI
  • the adjustment is the main one, and the grouped adjustment is adopted to make the torque control more smooth. Due to all software control, it can save costs and meet the ramp assist function.
  • the torque control is used to stop the vehicle on the slope to meet the driver's starting needs, and there will be no unexpected front and rear impact of the vehicle, and the stability of the vehicle will be maintained.
  • the embodiment of the present invention collects the motor speed and motor torque of the vehicle when it is monitored that the vehicle enters the hill assist mode; according to the motor speed, determines the pre-added torque value corresponding to the motor speed; according to the motor torque value, Determine the proportional-integral PI parameter value corresponding to the motor torque value, and calculate the torque adjustment amount according to the PI parameter value corresponding to the motor torque value, the motor speed and the PI algorithm; the pre-added torque value and the The torque adjustment amount is summed, and the result of the summation is used as the torque control amount to control the motor of the vehicle so that the vehicle is at a standstill.
  • the pre-added torque value determined according to the motor speed is determined by the motor torque value.
  • the torque control amount is added together to obtain the torque control amount, which can consider both the motor speed and the motor torque value in the motor control process, so that the torque control amount is more in line with the vehicle demand, thereby improving the stability of the vehicle.
  • Fig. 6 is a schematic structural diagram of a motor control device provided by an embodiment of the present invention.
  • the motor control device 60 includes: an acquisition module 601, a first processing module 602, a second processing module 603, and a control module 604.
  • the collection module 601 is used to collect the motor speed and motor torque of the vehicle when it is monitored that the vehicle enters the ramp assist mode.
  • the first processing module 602 is configured to determine a pre-added torque value corresponding to the motor speed according to the motor speed.
  • the second processing module 603 is configured to determine the proportional-integral PI parameter value corresponding to the motor torque value according to the motor torque value, and according to the PI parameter value corresponding to the motor torque value, the motor Speed and PI algorithm to calculate torque adjustment.
  • the control module 604 is configured to sum the pre-added torque value and the torque adjustment amount, and use the sum result as a torque control amount to control the motor of the vehicle so that the vehicle is in a stationary state.
  • the embodiment of the present invention collects the motor speed and motor torque of the vehicle when monitoring that the vehicle enters the ramp assist mode through the acquisition module; the first processing module determines the pre-added torque value corresponding to the motor speed according to the motor speed; The second processing module determines the proportional-integral PI parameter value corresponding to the motor torque value according to the motor torque value, and calculates the torque adjustment according to the PI parameter value corresponding to the motor torque value, the motor speed and the PI algorithm The control module sums up the pre-added torque value and the torque adjustment amount, and uses the sum result as the torque control amount to control the vehicle's motor so that the vehicle is at a standstill.
  • the torque control value is obtained by adding the pre-added torque value and the torque adjustment value determined according to the motor torque value to obtain the torque control value.
  • the motor speed and the motor torque value can be considered in the motor control process, so that the torque control value is more in line with the vehicle demand. Thereby improving the stability of the vehicle.
  • FIG. 7 is a schematic structural diagram of a motor control device provided by another embodiment of the present invention. As shown in FIG. 7, on the basis of the motor control device provided by the embodiment shown in FIG. 6, the motor control device 60 provided in this embodiment may further include: a monitoring module 605, a third processing module 606, a cooling module 607, and an alarm Module 608.
  • the monitoring module 605 is used to:
  • the monitoring module 605 is further configured to:
  • the first processing module 602 is configured to:
  • the pre-added torque value corresponding to the maximum value is used as the pre-added torque value of the motor speed.
  • the second processing module 603 is configured to:
  • the third processing module 606 is configured to:
  • the minimum value between the torque adjustment amount and the first preset torque threshold is taken as the value The torque control amount
  • the cooling module 607 is used to:
  • the water pump is switched to the working state to cool the motor.
  • the alarm module 608 is used to:
  • the motor control device provided by the embodiment of the present invention can be used to execute the above method embodiment, and its implementation principle and technical effect are similar, and the details are not repeated here in this embodiment.
  • Fig. 8 is a schematic diagram of the hardware structure of a motor control device provided by an embodiment of the present invention.
  • the motor control device 80 provided in this embodiment includes: at least one processor 801 and a memory 802.
  • the motor control device 80 also includes a communication component 803. Among them, the processor 801, the memory 802, and the communication component 803 are connected through a bus 804.
  • At least one processor 801 executes the computer executable instructions stored in the memory 802, so that at least one processor 801 executes the above motor control method.
  • the processor may be a central processing unit (English: Central Processing Unit, abbreviated as: CPU), or other general-purpose processors or digital signal processors (English: Digital Signal Processor, referred to as DSP), application specific integrated circuit (English: Application Specific Integrated Circuit, referred to as ASIC), etc.
  • the general-purpose processor may be a microprocessor or the processor may also be any conventional processor or the like. The steps of the method disclosed in combination with the invention can be directly embodied as executed by a hardware processor, or executed by a combination of hardware and software modules in the processor.
  • the memory may include high-speed RAM memory, and may also include non-volatile storage NVM, such as at least one disk memory.
  • the bus can be an Industry Standard Architecture (ISA) bus, Peripheral Component (PCI) bus, or Extended Industry Standard Architecture (EISA) bus, etc.
  • ISA Industry Standard Architecture
  • PCI Peripheral Component
  • EISA Extended Industry Standard Architecture
  • the bus can be divided into address bus, data bus, control bus, etc.
  • the buses in the drawings of this application are not limited to only one bus or one type of bus.
  • the device embodiments described above are merely illustrative.
  • the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in One place, or it can be distributed to multiple network units. Some or all of the modules may be selected according to actual needs to achieve the objectives of the solutions of the embodiments. Those of ordinary skill in the art can understand and implement it without creative work.
  • Each component embodiment of the present application may be implemented by hardware, or by software modules running on one or more processors, or by a combination of them.
  • a microprocessor or a digital signal processor (DSP) may be used in practice to implement some or all of the functions of some or all of the components in the motor control device according to the embodiments of the present application.
  • DSP digital signal processor
  • This application can also be implemented as a device or device program (for example, a computer program and a computer program product) for executing part or all of the methods described herein.
  • Such a program for implementing the present application may be stored on a computer-readable medium, or may have the form of one or more signals. Such signals can be downloaded from Internet websites, or provided on carrier signals, or provided in any other form.
  • the present application also provides a computer-readable storage medium in which computer-executable instructions are stored.
  • the processor executes the computer-executable instructions, the above motor control method is implemented.
  • the above-mentioned computer-readable storage medium may be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable and removable Programmable Read Only Memory (EEPROM), Erasable Programmable Read Only Memory (EPROM), Programmable Read Only Memory (PROM), Read Only Memory (ROM), Magnetic Memory, Flash Memory, Magnetic Disk or Optical Disk.
  • SRAM static random access memory
  • EEPROM electrically erasable and removable Programmable Read Only Memory
  • EPROM Erasable Programmable Read Only Memory
  • PROM Programmable Read Only Memory
  • ROM Read Only Memory
  • Magnetic Memory Flash Memory
  • Magnetic Disk Magnetic Disk or Optical Disk.
  • a readable storage medium may be any available medium that can be accessed by a general purpose or special purpose computer.
  • An exemplary readable storage medium is coupled to the processor, so that the processor can read information from the readable storage medium and can write information to the readable storage medium.
  • the readable storage medium may also be an integral part of the processor.
  • the processor and the readable storage medium may be located in Application Specific Integrated Circuits (ASIC for short).
  • ASIC Application Specific Integrated Circuits
  • the processor and the readable storage medium may also exist as discrete components in the device.
  • FIG. 9 shows a motor control device that can implement the method according to the present application.
  • the motor control device traditionally includes a processor 1010 and a computer program product in the form of a memory 1020 or a computer readable medium.
  • the memory 1020 may be an electronic memory such as flash memory, EEPROM (Electrically Erasable Programmable Read Only Memory), EPROM, hard disk, or ROM.
  • the memory 1020 has a storage space 1030 for executing program codes 1031 of any method steps in the above methods.
  • the storage space 1030 for program codes may include various program codes 1031 for implementing various steps in the above method. These program codes can be read out from or written into one or more computer program products.
  • These computer program products include program code carriers such as hard disks, compact disks (CDs), memory cards or floppy disks.
  • Such computer program products are generally portable or fixed storage units as described with reference to FIG. 10.
  • the storage unit may have storage segments, storage spaces, etc. arranged similarly to the memory 1020 in the motor control device of FIG. 9.
  • the program code can be compressed in an appropriate form, for example.
  • the storage unit includes computer-readable codes 1031', that is, codes that can be read by, for example, a processor such as 1010. These codes, when run by a motor control device, cause the motor control device to execute the method described above. The various steps.
  • a person of ordinary skill in the art can understand that all or part of the steps in the foregoing method embodiments can be implemented by a program instructing relevant hardware.
  • the aforementioned program can be stored in a computer readable storage medium. When the program is executed, it executes the steps including the foregoing method embodiments; and the foregoing storage medium includes: ROM, RAM, magnetic disk, or optical disk and other media that can store program codes.

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Abstract

一种电机控制方法，包括：在监测到车辆进入坡道辅助模式时，采集车辆的电机转速和电机扭矩值；根据电机转速，确定与电机转速相对应的预加扭矩值；根据电机扭矩值，确定与电机扭矩值相对应的PI参数值，并根据与电机扭矩值相对应的PI参数值、电机转速和PI算法，计算扭矩调节量；将预加扭矩值和扭矩调节量求和，并将求和结果作为扭矩控制量对车辆的电机进行控制，以使车辆处于静止状态。本方法能够在电机控制过程中考虑电机转速和电机扭矩值两方面的因素，使得扭矩控制量更符合车辆需求，从而提高车辆的稳定性。还提供了一种装置、设备及计算机可读存储介质。

Description

电机控制方法、装置、设备及计算机可读存储介质
本申请要求在2019年7月16日提交中国专利局、申请号为201910641279.4、发明名称为“电机控制方法、装置、设备及计算机可读存储介质”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明实施例涉及车辆控制技术领域，尤其涉及一种电机控制方法、装置、设备及计算机可读存储介质。
背景技术
车辆在坡道上起步时，驾驶员从松开制动踏板到踩油门踏板过程中，会出现车辆方向与驾驶档位不一致的现象，即整车出现溜车现象，容易造成安全事故。
现有技术中，通常在检测到发生溜车时，通过整车控制器给电机控制器增大目标扭矩值，同时增加目标扭矩梯度，快速使车辆停止溜车。
然而现有技术中，增大目标扭矩值和目标扭矩梯度能够使车辆快速停止溜车，但由于调节过程中目标扭矩值和目标扭矩梯度始终较大，会导致电机转速增加过快，使车辆产生前冲现象，车辆稳定性差。
发明内容
本发明实施例提供一种电机控制方法、装置、设备及计算机可读存储介质，以解决目前在防止溜车过程中车辆稳定性差的问题。
第一方面，本发明实施例提供一种电机控制方法，包括：
在监测到车辆进入坡道辅助模式时，采集所述车辆的电机转速和电机扭矩；
根据所述电机转速，确定与所述电机转速相对应的预加扭矩值；
根据所述电机扭矩值，确定与所述电机扭矩值相对应的比例-积分PI参数值，并根据与所述电机扭矩值相对应的PI参数值、所述电机转速和PI算法，计算扭矩调节量；
将所述预加扭矩值和所述扭矩调节量求和，并将求和结果作为扭矩控制量对所述车辆的电机进行控制，以使所述车辆处于静止状态。
在一种可能的实施方式中，在监测到所述车辆进入坡道辅助模式之前，还包括：
获取车辆的工作状态信息；
根据所述车辆的工作状态信息和预设的静止状态进入条件，判断所述车辆是否进入静止状态；
若所述车辆进入静止状态，则获取所述车辆的电机状态信息；
在确定所述车辆的电机状态信息符合预设的坡道辅助模式进入条件时，确定所述车辆进入坡道辅助模式。
在一种可能的实施方式中，在所述确定所述车辆进入坡道辅助模式之后，还包括：
监测坡道辅助模式的退出事件是否被触发；
若坡道辅助模式的退出事件被触发，则退出坡道辅助模式；
在所述车辆进入静止状态之后，还包括：
监测所述静止状态的退出事件是否被触发；
若所述静止状态的退出事件被触发，则退出静止状态。
在一种可能的实施方式中，所述根据所述电机转速，确定与所述电机转速相对应的预加扭矩值，包括：
在确定采集到的电机转速为负值、且所述电机转速的绝对值在增加时，在预置数据表中查找与所述电机转速相对应的预加扭矩值；
在确定采集到的电机转速为负值、且所述电机转速的绝对值小于上一时刻采集到的电机转速的绝对值时，确定所述电机转速的绝对值达到最大值；
在所述电机转速的绝对值达到该最大值后，将该最大值对应的预加扭矩值，作为所述电机转速的预加扭矩值。
在一种可能的实施方式中，所述根据所述电机扭矩值，确定与所述电机扭矩值相对应的比例-积分PI参数值，包括：
根据所述电机扭矩值和预设的扭矩区间，确定所述电机扭矩值所属的扭矩区间，其中，每个扭矩区间对应于一个PI参数值；
查找与所述电机扭矩值所属的扭矩区间相对应的PI参数值，作为所述电机扭矩值对应的PI参数值。
在一种可能的实施方式中，所述方法，还包括：
在所述车辆处于坡道辅助模式时，监测所述车辆的电机转速是否由负值上升到零值；
若监测到所述车辆的电机转速由负值上升到零值，则在所述电机转速上升到零值时，将所述扭矩调节量与第一预设扭矩阈值之间的最小值，作为所述扭矩控制量；
执行以下步骤，直至采集到的电机扭矩相对于转速为零值时的扭矩所回落的差值大于预设回落阈值：在所述电机转速上升超过零值后，将所述扭矩调节量与第二预设扭矩阈值之间的最大值，作为所述扭矩控制量。
在一种可能的实施方式中，还包括：
在所述车辆进入坡道辅助模式后，将水泵切换为工作状态，以对电机进行冷却。
在一种可能的实施方式中，所述方法，还包括：
在所述车辆进入坡道辅助模式后，监测电机温度是否超过预设温度阈值，若所述电机温度超过所述预设温度阈值，则停止对电机扭矩的提升调节，并发出告警提示。
第二方面，本发明实施例提供一种电机控制装置，包括：
采集模块，用于在监测到车辆进入坡道辅助模式时，采集所述车辆的电机转速和电机扭矩；
第一处理模块，用于根据所述电机转速，确定与所述电机转速相对应的预加扭矩值；
第二处理模块，用于根据所述电机扭矩值，确定与所述电机扭矩值相对应的比例-积分PI参数值，并根据与所述电机扭矩值相对应的PI参数值、所述电机转速和PI算法，计算扭矩调节量；
控制模块，用于将所述预加扭矩值和所述扭矩调节量求和，并将求和结果作为扭矩控制量对所述车辆的电机进行控制，以使所述车辆处于静止状态。
在一种可能的实施方式中，所述装置还包括监测模块，所述监测模块用于：
获取车辆的工作状态信息；
根据所述车辆的工作状态信息和预设的静止状态进入条件，判断所述车辆是否进入静止状态；
若所述车辆进入静止状态，则获取所述车辆的电机状态信息；
在确定所述车辆的电机状态信息符合预设的坡道辅助模式进入条件时，确定所述车辆进入坡道辅助模式。
在一种可能的实施方式中，所述监测模块还用于：
在所述确定所述车辆进入坡道辅助模式之后，监测坡道辅助模式的退出事件是否被触发；
若坡道辅助模式的退出事件被触发，则退出坡道辅助模式；
在所述车辆进入静止状态之后，监测所述静止状态的退出事件是否被触发；
若所述静止状态的退出事件被触发，则退出静止状态。
在一种可能的实施方式中，所述第一处理模块，用于：
在确定采集到的电机转速为负值、且所述电机转速的绝对值在增加时，在预置数据表中查找与所述电机转速相对应的预加扭矩值；
在确定采集到的电机转速为负值、且所述电机转速的绝对值小于上一时刻采集到的电机转速的绝对值时，确定所述电机转速的绝对值达到最大值；
在所述电机转速的绝对值达到该最大值后，将该最大值对应的预加扭矩值，作为所述电机转速的预加扭矩值。
在一种可能的实施方式中，所述第二处理模块，用于：
根据所述电机扭矩值和预设的扭矩区间，确定所述电机扭矩值所属的扭矩区间，其中，每个扭矩区间对应于一个PI参数值；
查找与所述电机扭矩值所属的扭矩区间相对应的PI参数值，作为所述电机扭矩值对应的PI参数值。
在一种可能的实施方式中，所述装置还包括第三处理模块，所述第三处理模块用于：
在所述车辆处于坡道辅助模式时，监测所述车辆的电机转速是否由负值上升到零值；
若监测到所述车辆的电机转速由负值上升到零值，则在所述电机转速上升到零值时，将所述扭矩调节量与第一预设扭矩阈值之间的最小值，作为所述扭矩控制量；
执行以下步骤，直至采集到的电机扭矩相对于转速为零值时的扭矩所回落的差值大于预设回落阈值：在所述电机转速上升超过零值后，将所述扭矩调节量与第二预设扭矩阈值之间的最大值，作为所述扭矩控制量。
在一种可能的实施方式中，所述装置还包括冷却模块，所述冷却模块用 于：
在所述车辆进入坡道辅助模式后，将水泵切换为工作状态，以对电机进行冷却。
在一种可能的实施方式中，所述装置还包括告警模块，所述告警模块用于：
在所述车辆进入坡道辅助模式后，监测电机温度是否超过预设温度阈值，若所述电机温度超过所述预设温度阈值，则停止对电机扭矩的提升调节，并发出告警提示。
第三方面，本发明实施例提供一种电机控制设备，包括：至少一个处理器和存储器；
所述存储器存储计算机执行指令；
所述至少一个处理器执行所述存储器存储的计算机执行指令，使得所述至少一个处理器执行如上第一方面以及第一方面各种可能的实施方式所述的电机控制方法。
第四方面，本发明实施例提供一种计算机可读存储介质，所述计算机可读存储介质中存储有计算机执行指令，当处理器执行所述计算机执行指令时，实现如上第一方面以及第一方面各种可能的实施方式所述的电机控制方法。
本实施例提供的电机控制方法、装置、设备及计算机可读存储介质，通过在监测到车辆进入坡道辅助模式时，采集该车辆的电机转速和电机扭矩；根据该电机转速，确定与该电机转速相对应的预加扭矩值；根据该电机扭矩值，确定与该电机扭矩值相对应的比例-积分PI参数值，并根据与该电机扭矩值相对应的PI参数值、该电机转速和PI算法，计算扭矩调节量；将该预加扭矩值和该扭矩调节量求和，并将求和结果作为扭矩控制量对该车辆的电机进行控制，以使该车辆处于静止状态，通过将根据电机转速确定出的预加扭矩值与根据电机扭矩值确定出的扭矩调节量相加得到扭矩控制量，能够在电机控制过程中考虑电机转速和电机扭矩值两方面的因素，使得扭矩控制量更符合车辆需求，从而提高车辆的稳定性。
上述说明仅是本申请技术方案的概述，为了能够更清楚了解本申请的技术手段，而可依照说明书的内容予以实施，并且为了让本申请的上述和其它目的、特征和优点能够更明显易懂，以下特举本申请的具体实施方式。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作一简单地介绍，显而易见地，下面描述中的附图是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动性的前提下，还可以根据这些附图获得其他的附图。
图1示意性地示出了本发明一实施例提供的电机控制方法的流程示意图；
图2示意性地示出了本发明又一实施例提供的电机控制方法的流程示意图；
图3示意性地示出了本发明另一实施例提供的电机控制方法的流程示意图；
图4示意性地示出了本发明再一实施例提供的电机控制方法的流程示意图；
图5示意性地示出了本发明实施例提供的电机控制系统的架构示意图；
图6示意性地示出了本发明一实施例提供的电机控制装置的结构示意图；
图7示意性地示出了本发明又一实施例提供的电机控制装置的结构示意图；
图8示意性地示出了本发明一实施例提供的电机控制设备的硬件结构示意图；
图9示意性地示出了用于执行根据本申请的方法的电机控制设备的框图；以及
图10示意性地示出了用于保持或者携带实现根据本申请的方法的程序代码的存储单元。
具体实施例
为使本发明实施例的目的、技术方案和优点更加清楚，下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有作出创造性劳动 前提下所获得的所有其他实施例，都属于本发明保护的范围。
图1为本发明一实施例提供的电机控制方法的流程示意图。该电机控制方法的执行主体可以为车辆的整车控制器，或者车辆的电机控制器，或者车辆的整车控制器与电机控制器所组成的控制装置，或者是车载终端、服务器等其他设备，在此不作限定。
如图1所示，该方法包括：
S101、在监测到车辆进入坡道辅助模式时，采集所述车辆的电机转速和电机扭矩。
在本实施例中，坡道辅助模式为预先设置的防止车辆溜车的电机控制模式。可以通过预设的坡道辅助模式进入条件和车辆的状态信息判断车辆是否进入坡道辅助模式。在监测到车辆进入坡道辅助模式到退出坡道辅助模式期间，可以每隔一定的时间间隔采集一次车辆的电机转速和电机扭矩。然后根据每次采集的数据得到一个相应的电机控制量，对电机进行控制，以调节电机的运行状态。
S102、根据所述电机转速，确定与所述电机转速相对应的预加扭矩值。
在本实施例中，预加扭矩值为一个预设的扭矩值。一个电机转速对应一个预加扭矩值。需要注意的是，电机转速和预加扭矩值可以不是一一对应的关系，多个电机转速可以对应同一个预加扭矩值。可以根据采集到的电机转速和预置的数据表确定与该电机转速相对应的预加扭矩值。
S103、根据所述电机扭矩值，确定与所述电机扭矩值相对应的比例-积分PI参数值，并根据与所述电机扭矩值相对应的PI参数值、所述电机转速和PI算法，计算扭矩调节量。
在本实施例中，PI参数值为预设的对电机扭矩进行PI算法计算的参数。一个电机扭矩值对应一个PI参数值。需要注意的是，电机扭矩值和PI参数值可以不是一一对应的关系，多个电机扭矩值可以对应同一个PI参数值。可以首先确定与采集到的电机扭矩值相对应的PI参数值，然后根据与该电机扭矩值相对应的PI参数值、采集到的电机转速和PI算法，计算扭矩调节量。例如，可以将采集到的电机转速和目标转速，以与该电机扭矩值相对应的PI参数值进行PI算法运算，得到扭矩调节量。其中，为使车辆处于静止状态，目标转速可以取为零值，或者在零值周围一定范围内取值，在此不作限定。
S104、将所述预加扭矩值和所述扭矩调节量求和，并将求和结果作为扭矩控制量对所述车辆的电机进行控制，以使所述车辆处于静止状态。
在本实施例中，可以计算预加扭矩值和扭矩调节量的和，将二者的和值作为扭矩控制量，对车辆的电机进行控制。在车辆进入坡道辅助模式后通过不断采集的电机转速和电机扭矩值得到相应的扭矩控制量，对电机进行调节，以使车辆处于静止状态，停止溜车。
本发明实施例通过在监测到车辆进入坡道辅助模式时，采集该车辆的电机转速和电机扭矩；根据该电机转速，确定与该电机转速相对应的预加扭矩值；根据该电机扭矩值，确定与该电机扭矩值相对应的比例-积分PI参数值，并根据与该电机扭矩值相对应的PI参数值、该电机转速和PI算法，计算扭矩调节量；将该预加扭矩值和该扭矩调节量求和，并将求和结果作为扭矩控制量对该车辆的电机进行控制，以使该车辆处于静止状态，通过将根据电机转速确定出的预加扭矩值与根据电机扭矩值确定出的扭矩调节量相加得到扭矩控制量，能够在电机控制过程中考虑电机转速和电机扭矩值两方面的因素，使得扭矩控制量更符合车辆需求，从而提高车辆的稳定性。
图2为本发明又一实施例提供的电机控制方法的流程示意图。本实施例对监测车辆是否进入坡道辅助模式的具体实现过程进行了详细说明。如图2所示，该方法包括：
S201、获取车辆的工作状态信息。
在本实施例中，车辆的工作状态信息可以包括但不限于以下中的至少一种：系统故障、驱动电机的电功率、档位状态、档位生效时间、电机转速、加速踏板的开度、行车换挡状态位是否激活等。
S202、根据所述车辆的工作状态信息和预设的静止状态进入条件，判断所述车辆是否进入静止状态。
在本实施例中，若车辆的工作状态信息符合预设的静止状态进入条件，则判定车辆进入静止状态；若车辆的工作状态信息不符合预设的静止状态进入条件，则判定车辆没有进入静止状态。
可选地，预设的静止状态进入条件可以包括但不限于以下中的一项或多项：
1、车辆无预设等级阈值(如四级等)以上的系统故障；
2、驱动电机的电功率大于或等于预设功率阈值(如3KW等)；
3、档位生效时间大于预设生效时长(如0.6s等)；
4、当逻辑档位为D档且刹车踩下时，电机转速小于设定进入转速(如10rpm)并持续预设时长(如50ms等)；或逻辑档位在R档且刹车踩下时，电机转速小于设定进入转速(如10rpm)并持续预设时长(如50ms等)；其中，D(drive)档为车辆的前进挡，R(reverse)档为车辆的倒车档；
5、加速踏板开度小于预设开度阈值(如5％等)，并且手刹或EPB(Electrical Park Brake，电子驻车制动系统)未开启。
6、车辆状态为：ready准备状态；
7、行车换挡状态位未激活。
若车辆的工作状态信息满足以上全部条件，则判定车辆进入静止状态；或者若车辆的工作状态信息满足其中指定的一项或多项条件，则判断判定车辆进入静止状态，在此不作限定。
其中，在车辆状态ready下，车速小于预设车速阈值(如10km/h等)，且转速>预设转速阈值(如50r/min)时，车辆逻辑档位变化为：D→R、N→R、R→D、N→D；且电机转速方向与档位不一致时，则标记行车换挡状态位为激活；当电机转速方向与档位一致时，标记行车换挡状态位为未激活。其中，N(neutral)档为车辆的空挡。
S203、若所述车辆进入静止状态，则获取所述车辆的电机状态信息。
在本实施例中，如果车辆进入静止状态，则获取车辆的电机状态信息，其中，电机状态信息包括电机转向、电机转速以及电机转速维持时长等，在此不作限定。
S204、在确定所述车辆的电机状态信息符合预设的坡道辅助模式进入条件时，确定所述车辆进入坡道辅助模式。
在本实施例中，在车辆的电机状态信息符合预设的坡道辅助模式进入条件时，确定车辆进入坡道辅助模式。
可选地，预设的坡道辅助模式进入条件可以包括但不限于以下中的一项或多项：
1、车辆进入静止状态；
2、电机转向为反向；
3、电机转速大于预设转速阈值(如38rpm等)且持续时长超过预设持续时长(如24ms等)；
若车辆的电机状态信息满足以上全部条件，则确定车辆进入坡道辅助 模式。其中，电机转速可以每隔一定时间(如400us等)检测一次。
S205、在监测到车辆进入坡道辅助模式时，采集所述车辆的电机转速和电机扭矩。
本实施例中S205与图1实施例中的S101类似，此处不再赘述。
S206、根据所述电机转速，确定与所述电机转速相对应的预加扭矩值。
本实施例中S206与图1实施例中的S102类似，此处不再赘述。
S207、根据所述电机扭矩值，确定与所述电机扭矩值相对应的PI参数值，并根据与所述电机扭矩值相对应的PI参数值、所述电机转速和PI算法，计算扭矩调节量。
本实施例中S207与图1实施例中的S103类似，此处不再赘述。
S208、将所述预加扭矩值和所述扭矩调节量求和，并将求和结果作为扭矩控制量对所述车辆的电机进行控制，以使所述车辆处于静止状态。
本实施例中S208与图1实施例中的S104类似，此处不再赘述。
本实施例首先通过预设的静止状态进入条件判定车辆是否进入静止状态，在车辆进入静止状态后，通过预设的坡道辅助模式进入条件判定车辆是否进入坡道辅助模式，能够准确监测到车辆进入坡道辅助模式，从而及时按照本实施例提供的电机控制方法对车辆电机进行控制，以停止溜车。
可选地，在所述确定所述车辆进入坡道辅助模式之后，上述方法还可以包括：
监测坡道辅助模式的退出事件是否被触发；
若坡道辅助模式的退出事件被触发，则退出坡道辅助模式。
在本实施例中，可以预先设置坡道辅助模式的退出事件，在车辆进入坡道辅助模式后，如果坡道辅助模式的退出事件被触发，则退出坡道辅助模式。其中，坡道辅助模式的退出事件可以包括但不限于以下中的至少一项：
1、车辆退出静止状态；
2、单次驻坡时间大于预设时长阈值(如4s等)；
3、电机转速大于预设转速阈值(如200rpm等)；
4、车辆自身发生预设等级(如3级等)以上系统故障；
5、已经完成预设次数(如4次等)驻坡。
如果以上事件有任一件或者指定的一件或多件被触发，则退出坡道辅 助模式。
可选地，在所述车辆进入静止状态之后，上述方法还可以包括：
监测所述静止状态的退出事件是否被触发；
若所述静止状态的退出事件被触发，则退出静止状态。
在本实施例中，可以预先设置静止状态的退出事件，在车辆进入静止状态后，如果静止状态的退出事件被触发，则退出静止状态。其中，静止状态的退出事件可以包括但不限于以下中的至少一项：
1、车辆发生预设等级(如四级等)及以上系统故障；
2、从当前逻辑档位换到其它档位(比如D to R或D to N)；
3、驱动电机的电功率小于预设功率阈值(如3KW等)；
4、蠕行需求扭矩大于坡道辅助模式完成后的电机的真实扭矩，差值超过预设阈值(如5Nm)且持续超过预设时长(如0.6秒)；
5、ACCPedal需求扭矩大于坡道辅助模式完成后的真实扭矩，差值超过预设阈值(如5Nm)且持续超过预设时长(如0.05秒)；
6、在坡道辅助模式下，D/R挡电机转速绝对值大于或等于预设阈值(如200rpm)；
7、车辆状态为：非ready准备状态；
8、手刹被拉起；
9、ABS(Antilock Brake System，制动防抱死系统)激活。
如果以上事件有任一件或者指定的一件或多件被触发，则退出静止状态。
图3为本发明另一实施例提供的电机控制方法的流程示意图。本实施例对确定与电机转速相对应的预加扭矩值的具体实现过程进行了详细说明。如图3所示，该方法包括：
S301、在监测到车辆进入坡道辅助模式时，采集所述车辆的电机转速和电机扭矩。
本实施例中S301与图1实施例中的S101类似，此处不再赘述。
S302、在确定采集到的电机转速为负值、且所述电机转速的绝对值在增加时，在预置数据表中查找与所述电机转速相对应的预加扭矩值。
S303、在确定采集到的电机转速为负值、且所述电机转速的绝对值小于上一时刻采集到的电机转速的绝对值时，确定所述电机转速的绝对值达到最大值。
S304、在所述电机转速的绝对值达到该最大值后，将该最大值对应的预加扭矩值，作为所述电机转速的预加扭矩值。
本实施例中，车辆进入坡道辅助模式后，电机转速一开始为负值，即电机转速方向为反向。之后，电机转速的绝对值逐渐增大，但仍为负值，当绝对值增到最大值后，由于存在电机扭矩的调节，电机转速将向零值靠近，之后围绕零值上下波动变化，波动的幅度逐渐减小，并最终趋于零值，此时车辆也就停止运动，保持静止。因此，车辆进入坡道辅助模式后，电机转速的变化可以划分为两个阶段：第一阶段和第二阶段，其中第一阶段和第二阶段的分割点为电机转速为负值且绝对值达到最大值的点。
在第一阶段，采集到的电机转速为负值、且电机转速的绝对值在增加，此阶段可以在预置数据表中查找与采集到的电机转速相对应的预加扭矩值。
当采集到的电机转速为负值、且电机转速的绝对值小于上一时刻采集到的电机转速的绝对值时，判定电机转速的绝对值达到最大值。第一阶段结束，进入第二阶段。
在第二阶段，也就是电机转速的绝对值达到该最大值后的调整阶段，不再从预置数据表中查找与采集到的电机转速相对应的预加扭矩值，而是将电机转速的绝对值为最大值时所对应的预加扭矩值，作为电机转速的预加扭矩值，在第二阶段始终保持该预加扭矩值不变，使用该扭矩值参与对电机的控制调节。
S305、根据所述电机扭矩值，确定与所述电机扭矩值相对应的比例-积分PI参数值，并根据与所述电机扭矩值相对应的PI参数值、所述电机转速和PI算法，计算扭矩调节量。
本实施例中S305与图1实施例中的S103类似，此处不再赘述。
S306、将所述预加扭矩值和所述扭矩调节量求和，并将求和结果作为扭矩控制量对所述车辆的电机进行控制，以使所述车辆处于静止状态。
本实施例中S306与图1实施例中的S104类似，此处不再赘述。
本实施例通过将电机转速达到绝对值的最大值时对应的预加扭矩值，作为之后采集到的电机转速的预加扭矩值，能够使选择的预加扭矩值满足对电机扭矩调节的需求，避免因预加扭矩值太小导致的调节作用微弱的问题。
图4为本发明再一实施例提供的电机控制方法的流程示意图。本实施例 对确定与电机扭矩值相对应的PI参数值的具体实现过程进行了详细说明。如图4所示，该方法包括：
S401、在监测到车辆进入坡道辅助模式时，采集所述车辆的电机转速和电机扭矩。
本实施例中S401与图1实施例中的S101类似，此处不再赘述。
S402、根据所述电机转速，确定与所述电机转速相对应的预加扭矩值。
本实施例中S402与图1实施例中的S102类似，此处不再赘述。
S403、根据所述电机扭矩值和预设的扭矩区间，确定所述电机扭矩值所属的扭矩区间，其中，每个扭矩区间对应于一个比例-积分PI参数值。
S404、查找与所述电机扭矩值所属的扭矩区间相对应的PI参数值，作为所述电机扭矩值对应的PI参数值。
在本实施例中，可以预先设置多个扭矩区间，每个扭矩区间对应于一个PI参数值。在采集到电机扭矩值后可以首先确定电机扭矩值所在的扭矩区间，然后在预置的数据表中查找该扭矩区间所对应的PI参数值，作为采集到的电机扭矩值所对应的PI参数值。例如，可以设置≤30N.m，30N.m至90N.m，≥90N.m的三个扭矩区间，三个扭矩区间分别对应三组PI参数值。
S405、根据与所述电机扭矩值相对应的PI参数值、所述电机转速和PI算法，计算扭矩调节量。
S406、将所述预加扭矩值和所述扭矩调节量求和，并将求和结果作为扭矩控制量对所述车辆的电机进行控制，以使所述车辆处于静止状态。
本实施例中S406与图1实施例中的S103类似，此处不再赘述。
本实施例通过预设的扭矩区间，能够快速准确地确定出采集到的电机扭矩值所对应的PI参数值。
可选地，上述方法还可以包括：
在所述车辆处于坡道辅助模式时，监测所述车辆的电机转速是否由负值上升到零值；
若监测到所述车辆的电机转速由负值上升到零值，则在所述电机转速上升到零值时，将所述扭矩调节量与第一预设扭矩阈值之间的最小值，作为所述扭矩控制量；
执行以下步骤，直至采集到的电机扭矩相对于转速为零值时的扭矩所回落的差值大于预设回落阈值：在所述电机转速上升超过零值后，将所述 扭矩调节量与第二预设扭矩阈值之间的最大值，作为所述扭矩控制量。
在本实施例中，在车辆处于坡道辅助模式时，可以监测车辆的电机转速是否由负值上升到零值。如果监测到车辆的电机转速由负值上升到零值，此时可以将计算出的扭矩调节量与第一预设扭矩阈值进行比较，选择二者之间的最小值作为对电机控制的扭矩控制量。由于电机转速过零值时，如果仍采用较大的扭矩控制量，会由于反向转速超调过多导致车辆产生明显的前冲。通过设置一个较小的第一预设扭矩阈值，能够使车辆在电机转速过零值时保持平顺，避免明显的前冲现象，提高车辆稳定性。
在电机转速上升超过零值后，可以将计算出的扭矩调节量与第二预设扭矩阈值进行比较，选择二者之间的最大值作为扭矩控制量。由于电机转速上升超过零值后，车辆由后溜转换为前冲，此时需要尽快降低电机扭矩，防止车辆前冲太多，因此可以选择扭矩调节量与第二预设扭矩阈值之间的最大值作为扭矩控制量，以较大的扭矩梯度及时将电机扭矩值进行回落，直到回落的差值等于预设回落阈值。
本实施例通过在电机转速过零值时采用第一预设扭矩阈值对扭矩控制量进行限制，保证车辆在转速过零值时的稳定；通过在电机转速过零值后采用第二预设扭矩阈值对扭矩控制量进行限制，使电机扭矩以较大的扭矩梯度进行回落，能够减少车辆前冲的程度，从而提高车辆稳定性。
可选地，上述方法还可以包括：
在所述车辆进入坡道辅助模式后，将水泵切换为工作状态，以对电机进行冷却。
在本实施例中，在车辆进入坡道辅助模式后，可以控制水泵打开，以满足电机冷却需求，防止电机温度过高。
可选地，上述方法还可以包括：
在所述车辆进入坡道辅助模式后，监测电机温度是否超过预设温度阈值，若所述电机温度超过所述预设温度阈值，则停止对电机扭矩的提升调节，并发出告警提示。
在本实施例中，预设温度阈值可以根据实际需求进行设定，例如可以为85°，87°等，在此不作限定。在车辆进入坡道辅助模式后，如果监测到电机温度超过预设温度阈值，则表明电机的扭矩调节已达到极限，继续提升功率电机容易发生故障，表明按照上述电机控制方式没能实现停止溜车，此时可以停止对电机扭矩的提升调节，并发出告警提示，以提示驾驶 员通过通过手动刹车等制动方式对车辆进行制动，以停止溜车。
作为本发明的一个实施示例，可以由车辆的整车控制器和电机控制器来实现上述电机控制方法。如图5所示为本发明实施例提供的电机控制系统的架构示意图。如图5所示，该电机控制系统可以包括整车控制器51、电机控制器52、档位模块53、踏板模块54、电池管理模块55、热管理模块56等。其中，整车控制器51用于根据车辆的工作状态信息监测车辆是否进入静止状态，并在监测到车辆进入静止状态后向电机控制器52发送进入静止状态指令。电机控制器52在接收到静止状态指令后，根据电机状态监测车辆是否进入坡道辅助模式，并在监测到车辆进入坡道辅助模式后，向整车控制器51反馈进入坡道辅助模式指令。整车控制器51接收到进入坡道辅助模式指令后，由整车控制器51和/或电机控制器52按照上述电机控制方法对电机进行控制。档位模块53用于采集档位信息发送至整车控制器51。踏板模块54用于采集踏板信息发送至整车控制器51。电池管理模块55用于采集电池功率信息发送至整车控制器51。热管理模块56用于按照整车控制器51的水泵控制指令对水泵进行控制。
本发明实施例为了避免纯电动车、燃油动力车或者混合动力车等在坡道起步时出现反向溜车情况，在整车控制策略中增加了坡道辅助模式功能，该功能用于车辆坡道起步，从驾驶员开始松制动踏板到踩下加速踏板行驶的过程中提供驻坡转矩，短时间内防止车辆反向溜车，辅助驾驶员在坡道上进行平稳起步。
传统的车辆一般使用ESP功能满足坡道辅助功能需求，但成本压力大。部分新能源汽车采用单纯电机控制方式，但逻辑过于简单，容易误触发，导致非预期的加速，不满足安全要求。相对于传统方式，本实施例提供的电机控制方法从系统角度考虑此问题，以整车控制器定义车辆静止条件，再以电机定义车辆溜坡条件，调节过程以转速为基准，扭矩调节以PI调节为主，采用分组式调节，使扭矩控制更平缓。由于全部采用软件控制，能够节省成本且满足坡道辅助功能。当车辆在坡道上后溜时，以扭矩控制的方式，使车辆停在坡道上，满足驾驶员的起步需求，且不会出现非预期的车辆前后冲击现象，保持车辆稳定性。
本发明实施例通过在监测到车辆进入坡道辅助模式时，采集该车辆的电机转速和电机扭矩；根据该电机转速，确定与该电机转速相对应的预加扭矩值；根据该电机扭矩值，确定与该电机扭矩值相对应的比例-积分PI参 数值，并根据与该电机扭矩值相对应的PI参数值、该电机转速和PI算法，计算扭矩调节量；将该预加扭矩值和该扭矩调节量求和，并将求和结果作为扭矩控制量对该车辆的电机进行控制，以使该车辆处于静止状态，通过将根据电机转速确定出的预加扭矩值与根据电机扭矩值确定出的扭矩调节量相加得到扭矩控制量，能够在电机控制过程中考虑电机转速和电机扭矩值两方面的因素，使得扭矩控制量更符合车辆需求，从而提高车辆的稳定性。
图6为本发明一实施例提供的电机控制装置的结构示意图。如图6所示，该电机控制装置60包括：采集模块601、第一处理模块602、第二处理模块603和控制模块604。
采集模块601，用于在监测到车辆进入坡道辅助模式时，采集所述车辆的电机转速和电机扭矩。
第一处理模块602，用于根据所述电机转速，确定与所述电机转速相对应的预加扭矩值。
第二处理模块603，用于根据所述电机扭矩值，确定与所述电机扭矩值相对应的比例-积分PI参数值，并根据与所述电机扭矩值相对应的PI参数值、所述电机转速和PI算法，计算扭矩调节量。
控制模块604，用于将所述预加扭矩值和所述扭矩调节量求和，并将求和结果作为扭矩控制量对所述车辆的电机进行控制，以使所述车辆处于静止状态。
本发明实施例通过采集模块在监测到车辆进入坡道辅助模式时，采集该车辆的电机转速和电机扭矩；第一处理模块根据该电机转速，确定与该电机转速相对应的预加扭矩值；第二处理模块根据该电机扭矩值，确定与该电机扭矩值相对应的比例-积分PI参数值，并根据与该电机扭矩值相对应的PI参数值、该电机转速和PI算法，计算扭矩调节量；控制模块将该预加扭矩值和该扭矩调节量求和，并将求和结果作为扭矩控制量对该车辆的电机进行控制，以使该车辆处于静止状态，通过将根据电机转速确定出的预加扭矩值与根据电机扭矩值确定出的扭矩调节量相加得到扭矩控制量，能够在电机控制过程中考虑电机转速和电机扭矩值两方面的因素，使得扭矩控制量更符合车辆需求，从而提高车辆的稳定性。
图7为本发明又一实施例提供的电机控制装置的结构示意图。如图7所 示，本实施例提供的电机控制装置60在图6所示实施例提供的电机控制装置的基础上，还可以包括：监测模块605、第三处理模块606、冷却模块607和告警模块608。
可选地，所述监测模块605用于：
获取车辆的工作状态信息；
根据所述车辆的工作状态信息和预设的静止状态进入条件，判断所述车辆是否进入静止状态；
若所述车辆进入静止状态，则获取所述车辆的电机状态信息；
在确定所述车辆的电机状态信息符合预设的坡道辅助模式进入条件时，确定所述车辆进入坡道辅助模式。
可选地，所述监测模块605还用于：
在所述确定所述车辆进入坡道辅助模式之后，监测坡道辅助模式的退出事件是否被触发；
若坡道辅助模式的退出事件被触发，则退出坡道辅助模式；
在所述车辆进入静止状态之后，监测所述静止状态的退出事件是否被触发；
若所述静止状态的退出事件被触发，则退出静止状态。
可选地，所述第一处理模块602，用于：
在确定采集到的电机转速为负值、且所述电机转速的绝对值在增加时，在预置数据表中查找与所述电机转速相对应的预加扭矩值；
在确定采集到的电机转速为负值、且所述电机转速的绝对值小于上一时刻采集到的电机转速的绝对值时，确定所述电机转速的绝对值达到最大值；
在所述电机转速的绝对值达到该最大值后，将该最大值对应的预加扭矩值，作为所述电机转速的预加扭矩值。
可选地，所述第二处理模块603，用于：
根据所述电机扭矩值和预设的扭矩区间，确定所述电机扭矩值所属的扭矩区间，其中，每个扭矩区间对应于一个PI参数值；
查找与所述电机扭矩值所属的扭矩区间相对应的PI参数值，作为所述电机扭矩值对应的PI参数值。
可选地，所述第三处理模块606用于：
在所述车辆处于坡道辅助模式时，监测所述车辆的电机转速是否由负 值上升到零值；
若监测到所述车辆的电机转速由负值上升到零值，则在所述电机转速上升到零值时，将所述扭矩调节量与第一预设扭矩阈值之间的最小值，作为所述扭矩控制量；
执行以下步骤，直至采集到的电机扭矩相对于转速为零值时的扭矩所回落的差值大于预设回落阈值：在所述电机转速上升超过零值后，将所述扭矩调节量与第二预设扭矩阈值之间的最大值，作为所述扭矩控制量。
可选地，所述冷却模块607用于：
在所述车辆进入坡道辅助模式后，将水泵切换为工作状态，以对电机进行冷却。
可选地，所述告警模块608用于：
在所述车辆进入坡道辅助模式后，监测电机温度是否超过预设温度阈值，若所述电机温度超过所述预设温度阈值，则停止对电机扭矩的提升调节，并发出告警提示。
本发明实施例提供的电机控制装置，可用于执行上述的方法实施例，其实现原理和技术效果类似，本实施例此处不再赘述。
图8为本发明一实施例提供的电机控制设备的硬件结构示意图。如图8所示，本实施例提供的电机控制设备80包括：至少一个处理器801和存储器802。该电机控制设备80还包括通信部件803。其中，处理器801、存储器802以及通信部件803通过总线804连接。
在具体实现过程中，至少一个处理器801执行所述存储器802存储的计算机执行指令，使得至少一个处理器801执行如上的电机控制方法。
处理器801的具体实现过程可参见上述方法实施例，其实现原理和技术效果类似，本实施例此处不再赘述。
在上述的图8所示的实施例中，应理解，处理器可以是中央处理单元(英文：Central Processing Unit，简称：CPU)，还可以是其他通用处理器、数字信号处理器(英文：Digital Signal Processor，简称：DSP)、专用集成电路(英文：Application Specific Integrated Circuit，简称：ASIC)等。通用处理器可以是微处理器或者该处理器也可以是任何常规的处理器等。结合发明所公开的方法的步骤可以直接体现为硬件处理器执行完成，或者用处理器中的硬件及软件模块组合执行完成。
存储器可能包含高速RAM存储器，也可能还包括非易失性存储NVM，例如至少一个磁盘存储器。
总线可以是工业标准体系结构(Industry Standard Architecture，ISA)总线、外部设备互连(Peripheral Component，PCI)总线或扩展工业标准体系结构(Extended Industry Standard Architecture，EISA)总线等。总线可以分为地址总线、数据总线、控制总线等。为便于表示，本申请附图中的总线并不限定仅有一根总线或一种类型的总线。
以上所描述的装置实施例仅仅是示意性的，其中所述作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元显示的部件可以是或者也可以不是物理单元，即可以位于一个地方，或者也可以分布到多个网络单元上。可以根据实际的需要选择其中的部分或者全部模块来实现本实施例方案的目的。本领域普通技术人员在不付出创造性的劳动的情况下，即可以理解并实施。
本申请的各个部件实施例可以以硬件实现，或者以在一个或者多个处理器上运行的软件模块实现，或者以它们的组合实现。本领域的技术人员应当理解，可以在实践中使用微处理器或者数字信号处理器(DSP)来实现根据本申请实施例的电机控制设备中的一些或者全部部件的一些或者全部功能。本申请还可以实现为用于执行这里所描述的方法的一部分或者全部的设备或者装置程序(例如，计算机程序和计算机程序产品)。这样的实现本申请的程序可以存储在计算机可读介质上，或者可以具有一个或者多个信号的形式。这样的信号可以从因特网网站上下载得到，或者在载体信号上提供，或者以任何其他形式提供。
本申请还提供一种计算机可读存储介质，所述计算机可读存储介质中存储有计算机执行指令，当处理器执行所述计算机执行指令时，实现如上的电机控制方法。
上述的计算机可读存储介质，上述可读存储介质可以是由任何类型的易失性或非易失性存储设备或者它们的组合实现，如静态随机存取存储器(SRAM)，电可擦除可编程只读存储器(EEPROM)，可擦除可编程只读存储器(EPROM)，可编程只读存储器(PROM)，只读存储器(ROM)，磁存储器，快闪存储器，磁盘或光盘。可读存储介质可以是通用或专用计算机能够存取的任何可用介质。
一种示例性的可读存储介质耦合至处理器，从而使处理器能够从该可读存储介质读取信息，且可向该可读存储介质写入信息。当然，可读存储介质也可以是处理器的组成部分。处理器和可读存储介质可以位于专用集成电路(Application Specific Integrated Circuits，简称：ASIC)中。当然，处理器和可读存储介质也可以作为分立组件存在于设备中。
例如，图9示出了可以实现根据本申请的方法的电机控制设备。该电机控制设备传统上包括处理器1010和以存储器1020形式的计算机程序产品或者计算机可读介质。存储器1020可以是诸如闪存、EEPROM(电可擦除可编程只读存储器)、EPROM、硬盘或者ROM之类的电子存储器。存储器1020具有用于执行上述方法中的任何方法步骤的程序代码1031的存储空间1030。例如，用于程序代码的存储空间1030可以包括分别用于实现上面的方法中的各种步骤的各个程序代码1031。这些程序代码可以从一个或者多个计算机程序产品中读出或者写入到这一个或者多个计算机程序产品中。这些计算机程序产品包括诸如硬盘，紧致盘(CD)、存储卡或者软盘之类的程序代码载体。这样的计算机程序产品通常为如参考图10所述的便携式或者固定存储单元。该存储单元可以具有与图9的电机控制设备中的存储器1020类似布置的存储段、存储空间等。程序代码可以例如以适当形式进行压缩。通常，存储单元包括计算机可读代码1031’，即可以由例如诸如1010之类的处理器读取的代码，这些代码当由电机控制设备运行时，导致该电机控制设备执行上面所描述的方法中的各个步骤。
本领域普通技术人员可以理解：实现上述各方法实施例的全部或部分步骤可以通过程序指令相关的硬件来完成。前述的程序可以存储于一计算机可读取存储介质中。该程序在执行时，执行包括上述各方法实施例的步骤；而前述的存储介质包括：ROM、RAM、磁碟或者光盘等各种可以存储程序代码的介质。
本文中所称的“一个实施例”、“实施例”或者“一个或者多个实施例”意味着，结合实施例描述的特定特征、结构或者特性包括在本申请的至少一个实施例中。此外，请注意，这里“在一个实施例中”的词语例子不一定全指同一个实施例。
在此处所提供的说明书中，说明了大量具体细节。然而，能够理解，本申请的实施例可以在没有这些具体细节的情况下被实践。在一些实例中，并未详细示出公知的方法、结构和技术，以便不模糊对本说明书的理解。

Claims (12)

  1. 在权利要求中，不应将位于括号之间的任何参考符号构造成对权利要求的限制。单词“包含”不排除存在未列在权利要求中的元件或步骤。位于元件之前的单词“一”或“一个”不排除存在多个这样的元件。本申请可以借助于包括有若干不同元件的硬件以及借助于适当编程的计算机来实现。在列举了若干装置的单元权利要求中，这些装置中的若干个可以是通过同一个硬件项来具体体现。单词第一、第二、以及第三等的使用不表示任何顺序。可将这些单词解释为名称。
    最后应说明的是：以上各实施例仅用以说明本发明的技术方案，而非对其限制；尽管参照前述各实施例对本发明进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分或者全部技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本发明各实施例技术方案的范围。
  2. 一种电机控制方法，其特征在于，包括：
    在监测到车辆进入坡道辅助模式时，采集所述车辆的电机转速和电机扭矩值；
    根据所述电机转速，确定与所述电机转速相对应的预加扭矩值；
    根据所述电机扭矩值，确定与所述电机扭矩值相对应的比例-积分PI参数值，并根据与所述电机扭矩值相对应的PI参数值、所述电机转速和PI算法，计算扭矩调节量；
    将所述预加扭矩值和所述扭矩调节量求和，并将求和结果作为扭矩控制量对所述车辆的电机进行控制，以使所述车辆处于静止状态。
  3. 根据权利要求1所述的电机控制方法，其特征在于，在监测到所述车辆进入坡道辅助模式之前，还包括：
    获取所述车辆的工作状态信息；
    根据所述车辆的工作状态信息和预设的静止状态进入条件，判断所述车辆是否进入所述静止状态；
    若所述车辆进入所述静止状态，则获取所述车辆的电机状态信息；
    在确定所述车辆的电机状态信息符合预设的坡道辅助模式进入条件时，确定所述车辆进入所述坡道辅助模式。
  4. 根据权利要求2所述的电机控制方法，其特征在于，在所述确定所述车辆进入所述坡道辅助模式之后，还包括：
    监测所述坡道辅助模式的退出事件是否被触发；
    若所述坡道辅助模式的退出事件被触发，则退出所述坡道辅助模式；
    在所述车辆进入所述静止状态之后，还包括：
    监测所述静止状态的退出事件是否被触发；
    若所述静止状态的退出事件被触发，则退出静止状态。
  5. 根据权利要求1所述的电机控制方法，其特征在于，所述根据所述电机转速，确定与所述电机转速相对应的预加扭矩值，包括：
    在确定采集到的电机转速为负值、且所述电机转速的绝对值在增加时，在预置数据表中查找与所述电机转速相对应的预加扭矩值；
    在确定采集到的电机转速为负值、且所述电机转速的绝对值小于上一时刻采集到的电机转速的绝对值时，确定所述电机转速的绝对值达到最大值；
    在所述电机转速的绝对值达到该最大值后，将该最大值对应的预加扭矩 值，作为所述电机转速的预加扭矩值。
  6. 根据权利要求1所述的电机控制方法，其特征在于，所述根据所述电机扭矩值，确定与所述电机扭矩值相对应的比例-积分PI参数值，包括：
    根据所述电机扭矩值和预设的扭矩区间，确定所述电机扭矩值所属的扭矩区间，其中，每个扭矩区间对应于一个PI参数值；
    查找与所述电机扭矩值所属的扭矩区间相对应的PI参数值，作为所述电机扭矩值对应的PI参数值。
  7. 根据权利要求1所述的电机控制方法，其特征在于，所述方法，还包括：
    在所述车辆处于坡道辅助模式时，监测所述车辆的电机转速是否由负值上升到零值；
    若监测到所述车辆的电机转速由负值上升到零值，则在所述电机转速上升到零值时，将所述扭矩调节量与第一预设扭矩阈值之间的最小值，作为所述扭矩控制量；
    执行以下步骤，直至采集到的电机扭矩值相对于所述电机转速为零值时的电机扭矩值所回落的差值大于预设回落阈值：在所述电机转速上升超过零值后，将所述扭矩调节量与第二预设扭矩阈值之间的最大值，作为所述扭矩控制量。
  8. 根据权利要求1至6任一项所述的电机控制方法，其特征在于，所述方法，还包括：
    在所述车辆进入坡道辅助模式后，监测电机温度是否超过预设温度阈值，若所述电机温度超过所述预设温度阈值，则停止对电机扭矩的提升调节，并发出告警提示。
  9. 一种电机控制装置，其特征在于，包括：
    采集模块，用于在监测到车辆进入坡道辅助模式时，采集所述车辆的电机转速和电机扭矩值；
    第一处理模块，用于根据所述电机转速，确定与所述电机转速相对应的预加扭矩值；
    第二处理模块，用于根据所述电机扭矩值，确定与所述电机扭矩值相对应的比例-积分PI参数值，并根据与所述电机扭矩值相对应的PI参数值、所述电机转速和PI算法，计算扭矩调节量；
    控制模块，用于将所述预加扭矩值和所述扭矩调节量求和，并将求和结 果作为扭矩控制量对所述车辆的电机进行控制，以使所述车辆处于静止状态。
  10. 一种电机控制设备，其特征在于，包括：至少一个处理器和存储器；
    所述存储器存储计算机执行指令；
    所述至少一个处理器执行所述存储器存储的计算机执行指令，使得所述至少一个处理器执行如权利要求1至7任一项所述的电机控制方法。
  11. 一种计算机可读存储介质，其特征在于，所述计算机可读存储介质中存储有计算机执行指令，当处理器执行所述计算机执行指令时，实现如权利要求1至7任一项所述的电机控制方法。
  12. 一种计算机程序，包括计算机可读代码，当所述计算机可读代码在电机控制设备上运行时，导致所述电机控制设备执行根据权利要求1至7任一项所述的电机控制方法。
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