CN105667341A - Traction control system used for multi-axis distributed electromechanical drive vehicle - Google Patents

Traction control system used for multi-axis distributed electromechanical drive vehicle Download PDF

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Publication number
CN105667341A
CN105667341A CN201610005801.6A CN201610005801A CN105667341A CN 105667341 A CN105667341 A CN 105667341A CN 201610005801 A CN201610005801 A CN 201610005801A CN 105667341 A CN105667341 A CN 105667341A
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wheel
bridge
wheels
vehicle
vertical load
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CN105667341B (en
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胡纪滨
李雪原
彭增雄
魏超
倪俊
唐寿星
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Beijing Institute of Technology BIT
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Beijing Institute of Technology BIT
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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
    • B60L15/32—Control or regulation of multiple-unit electrically-propelled vehicles
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/10—Electrical machine types
    • B60L2220/14—Synchronous machines
    • 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
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—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
    • B60L2240/10—Vehicle control parameters
    • B60L2240/14—Acceleration
    • B60L2240/16—Acceleration longitudinal
    • 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
    • B60L2240/10—Vehicle control parameters
    • B60L2240/14—Acceleration
    • B60L2240/18—Acceleration lateral
    • 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
    • B60L2240/10—Vehicle control parameters
    • B60L2240/14—Acceleration
    • B60L2240/20—Acceleration angular
    • 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
    • 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
    • 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
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention discloses a traction control system used for a multi-axis distributed electromechanical drive vehicle. It can be guaranteed that tires work in a region with the large attachment coefficient, and the travel capacity of the vehicle on a cross-country road surface is improved. A hardware module of the system is mainly composed of front two-axle wheels, rear two-axle wheels, four permanent magnet synchronous drive motors, four hub reduction gears, a yaw velocity sensor, a longitudinal acceleration sensor, a lateral acceleration sensor, an installation box, a whole vehicle controller and a steering wheel angle sensor. A software module of the traction control system in the whole vehicle controller comprises a driver moment requirement translation module, a wheel state judgment module, a drive moment control module and a wheel vertical load estimation module.

Description

A kind of TCS driving vehicle for multiaxis distributed dynamoelectric
Technical field
The invention belongs to vehicle drive control system field, be specifically related to a kind of TCS driving vehicle for multiaxis distributed dynamoelectric.
Background technology
All the time, multiple-axle vehicle is reasonable with its load distribution, dynamic property is strong, by outstanding advantages such as property are good, is applied to wheel military vehicle and civilian heavily loaded wheeled vehicle field more and more widely. But, conventional multi-axis vehicle have between structure complexity, between centers wheel driving force can not the shortcoming such as flexible allocation, for a11wheel drive 8 × 8 vehicle, it at least needs 4 inter-wheel differentials and 3 inter-axle differentials could realize a11wheel drive. So occurring in that distributed dynamoelectric as proposed in publication No. CN103587403A drives vehicle scheme, its front two bridge wheels are driven by electromotor, rear two bridge wheels are driven by wheel motor, power can between the rear two each wheels of bridge 0-100% flexible allocation, improve dynamic property and the cross-country ability of vehicle dramatically.
TCS is that vehicle prevents driving wheel generation excessive slip when starting, acceleration, climbing, to obtain maximum drawbar pull and a kind of active control system of best control stability, it controls automobile driving wheel slip rate near stable region, thus both having given full play to the power performance of vehicle, the lateral stability of vehicle can be improved again. Mixed power electric car traction control method as proposed in publication No. CN101973267A: it utilizes engine target torque algorithm for design and torque Dynamic coordinated control strategy, engine system and electric system have been carried out dynamic coordinate, make actual driving resultant couple can accurately meet expectation and drive resultant couple, it is achieved that the precise coordination of motor torque and motor torque controls.
But, current existing vehicle traction control system is all based on 4 and takes turns motor vehicles for civilian use and develop, and have not been reported for 8 × 8 multiple-axle vehicles such as grade. Simultaneously for existing TCS, the control target component that it adopts is all single wheel slip, is not covered by the extreme operating condition of wheel lift; Further, current existing vehicle traction controls system to reduce slip rate, and the wheel torque reduced mostly and does not increase on other wheels, causes the reduction of power performance to a certain extent.
The present invention is applicable to 8 × 8 distributed and drives multiple-axle vehicle, when being exceeded threshold value by motor-driven rear two bridge wheel slips, by motor feedback angular acceleration and angular acceleration threshold value, system will relatively judge that wheel is normally skid or leave ground, reduction is supplied to the driving moment of only normal slip wheel, by the direct zero setting of driving moment of liftoff wheel, to ensure that tire working is in attachment coefficient large area; Meanwhile, system is by distributing to other vertical loads relatively big wheel leaving the driving moment acted on the wheel of ground, to ensure vehicles dynamic performance, thus improving vehicle driveability on cross-country road.
Summary of the invention
In view of this, the invention provides a kind of TCS driving vehicle for multiaxis distributed dynamoelectric, it is possible to contain the operating mode that wheel lift is extreme, fill up the blank that 8 × 8 multiaxis distributed dynamoelectrics drive the TCS of vehicle.
A kind of TCS driving vehicle for multiaxis distributed dynamoelectric, it is characterized in that, this system hardware module is mainly made up of front two bridge wheels, rear two bridge wheels, electromotor, electromotor, 4 permanent-magnet synchronous driving motors, 4 hub reduction gears, yaw-rate sensor, longitudinal acceleration sensor, lateral acceleration sensor, mounting box (13), entire car controller (14) and steering wheel angle sensor (15);
Rear two bridge wheels include: three bridge right side wheels, four bridge right side wheels, three bridge left side wheel and four bridge left side wheel;
4 hub reduction gears include: right-hand wheel side reducer I, right-hand wheel side reducer II, left side wheels side reducer I and left side wheels side reducer II;
4 Direct wheel drives motors include: right side permanent-magnet synchronous driving motor I, right side permanent-magnet synchronous driving motor II, left side permanent-magnet synchronous driving motor I and left side permanent-magnet synchronous driving motor II;
Yaw-rate sensor, longitudinal acceleration sensor and lateral acceleration sensor are mounted in the mounting box of vehicle centroid position;
Driven by engine electrical power generators is to 4 Direct wheel drives motors, and described 4 Direct wheel drives motors are two bridge wheels after hub reduction gear drives; Entire car controller is arranged on car body center, and steering wheel angle sensor is fixed on steering column, records steering wheel angle in real time, obtains front wheel angle by steering system ratio conversion; Communication is realized by CAN network between steering wheel angle sensor, yaw-rate sensor, longitudinal acceleration sensor and lateral acceleration sensor and entire car controller.
Further, the software module of the TCS in described entire car controller includes driver's torque demand translation module, wheel condition judge module, driving moment control module and analysis of wheel vertical load estimation block;
Described driver's torque demand translation module, utilizes accelerator open degree and speed that accelerator pedal sensor feeds back, two bridge Direct wheel drives motor driving torque demands after determining according to the MAP formulated, and the value of motor driving torque is issued electric machine controller;
Described wheel condition judge module, utilizing right side permanent-magnet synchronous driving motor I, right side permanent-magnet synchronous driving motor II, left side permanent-magnet synchronous driving motor I and the rotating speed of left side permanent-magnet synchronous driving motor II feedback, angular acceleration and speed, after judging according to decision algorithm, two bridge wheels are in non-sliding, normal slip or leave the state of ground;
Described driving moment controls module, according to the result that described wheel condition judge module judges, non-slipping wheels drive motor is not processed; For normal slip, reduce normal slip wheel drive motors torque, until this wheel slip is lower than set slip rate judgment threshold; To the direct zero setting of wheel drive motors moment leaving ground, the moment of reduction is superimposed upon another simultaneously and does not leave in ground and the maximum wheel drive motors of vertical load, if the moment after superposition is beyond the torque capacity of motor, electric machine controller will carry out amplitude limit intervention;
Described analysis of wheel vertical load estimation block, the longitudinal acceleration fed back by longitudinal acceleration and lateral acceleration sensor and side acceleration values, based on the assumption that wheel is without departing from ground, the size of the two each analysis of wheel vertical load of bridge after qualitative sequence.
Further, the foundation of described qualitative sequence is:
When longitudinal direction of car acceleration is just, when namely vehicle accelerates, the vertical load of four bridge right side wheels and four bridge left side wheel is to should be greater than three bridge right side wheels and the vertical load of three bridge left side wheel; When longitudinal direction of car acceleration is negative, namely during vehicle deceleration, the vertical load of three bridge right side wheels and three bridge left side wheel is to should be greater than four bridge right side wheels and the vertical load of four bridge left side wheel; When vehicle lateral acceleration is just, when namely vehicle turns left, the vertical load of three bridge right side wheels and four bridge right side wheels is all to should be greater than three bridge left side wheel and the vertical load of four bridge left side wheel; When vehicle lateral acceleration is negative, when namely vehicle is turned right, the vertical load of three bridge left side wheel and four bridge left side wheel is all to should be greater than three bridge right side wheels and the vertical load of four bridge right side wheels.
Further, described decision algorithm is:
( n i / i ) &CenterDot; R - V ( n i / i ) &CenterDot; R < S T
In formula: niFor rear two bridge drive motor feedback rotating speeds, i is hub reduction gear gear ratio, and R is radius of wheel, and V is speed, STFor slip rate judgment threshold;
When decision algorithm expression formula is not set up, this wheel is in non-slip state;
When decision algorithm expression formula is set up, this wheel is in slip state; After judging that wheel produces sliding, then make the following judgment, namely
αi> αT
In formula: αiFor motor feedback angular acceleration; αTFor angular acceleration threshold value; Work as αi> αTDuring establishment, this wheel is in and leaves the state of ground, and otherwise, wheel is in normal slip state.
Beneficial effect:
1. the present invention has filled up the blank that 8 × 8 multiaxis distributed dynamoelectrics drive the TCS of vehicle, and meanwhile, the MAP provided determines rear two bridge Direct wheel drives motor driving torque demands, the operating mode extreme to contain wheel lift.
2. the present invention is applicable to 8 × 8 distributed driving multiple-axle vehicles, by Integrated comparative slip rate and slip rate judgment threshold, motor feedback angular acceleration and angular acceleration threshold value, judge wheel condition, motor driving moment is controlled according to wheel condition, reduce the driving moment being supplied to the wheel being in slip state, angular acceleration is exceeded the direct zero setting of driving moment of the wheel of threshold value (namely liftoff), ensure that tire working is in attachment coefficient large area, distributes to other wheels ensure that vehicles dynamic performance the driving moment reduced simultaneously.
3. the present invention is in driving moment allocation algorithm, the vertical load magnitude relationship of two 4 electrically driven wheels of bridge after considering, transfer on the more high-wheeled motor of vertical load by leaving the moment reduced on the wheel on ground, thus better make use of the adhesive ability of each wheel, improve vehicle driveability on cross-country road.
Accompanying drawing explanation
Fig. 1 is a kind of TCS hardware architecture diagram driving vehicle for multiaxis distributed dynamoelectric.
Fig. 2 is a kind of TCS software configuration schematic diagram driving vehicle for multiaxis distributed dynamoelectric.
Fig. 3 is the MAP of driver torque demand translation module institute foundation.
Wherein, 1-tri-bridge right side wheels; 2-tetra-bridge right side wheels; 3-tri-bridge left side wheel; 4-tetra-bridge left side wheel; 5-right-hand wheel side reducer I; 6-right-hand wheel side reducer III; 7-left side wheels side reducer I; 8-left side wheels side reducer II; Permanent-magnet synchronous driving motor I on the right side of 9-; Permanent-magnet synchronous driving motor II on the right side of 10-; Permanent-magnet synchronous driving motor I on the left of 11-; Permanent-magnet synchronous driving motor II on the left of 12-; 13-mounting box; 14-entire car controller; 15-steering wheel angle sensor; 16-accelerator pedal position sensor.
Detailed description of the invention
Develop simultaneously embodiment below in conjunction with accompanying drawing, describe the present invention.
A kind of TCS driving vehicle for multiaxis distributed dynamoelectric, this system module is mainly made up of front two bridge wheels, rear two bridge wheels, 4 Direct wheel drives motors, 4 hub reduction gears, yaw-rate sensor, longitudinal acceleration sensor, lateral acceleration sensor, mounting box 13, entire car controller 14 and steering wheel angle sensor 15.
Rear two bridge wheels include: three bridge right side wheels 1; Four bridge right side wheels 2; Three bridge left side wheel 3; Four bridge left side wheel 4; ;
4 hub reduction gears include: right-hand wheel side reducer I5, right-hand wheel side reducer II6, left side wheels side reducer I7 and left side wheels side reducer II8;
4 Direct wheel drives motors include: right side permanent-magnet synchronous driving motor I9, right side permanent-magnet synchronous driving motor II10, left side permanent-magnet synchronous driving motor I11 and left side permanent-magnet synchronous driving motor II12;
The invention provides a kind of TCS driving vehicle for multiaxis distributed dynamoelectric, Fig. 1 is 8 × 8 vehicles adopting distributed dynamoelectric drive scheme, the power of electromotor is divided into two-way through transfer case, and a road drives front two bridge wheels by between centers inter-wheel differential after change speed gear box; Another road drive electrical generators generating is to 4 Direct wheel drives motors, and described 4 Direct wheel drives motors are two bridge wheels after 4 hub reduction gears drive; Entire car controller 14 is arranged on car body center, and steering wheel angle sensor (15) is fixed on steering column, records steering wheel angle in real time, can obtain front wheel angle by steering system ratio conversion; Yaw-rate sensor, longitudinal acceleration sensor and lateral acceleration sensor are mounted in the mounting box 13 of vehicle centroid position, record the yaw velocity at vehicle centroid place, longitudinal acceleration and lateral acceleration in real time; Communication is realized by CAN network between steering wheel angle sensor, yaw-rate sensor, longitudinal acceleration sensor and lateral acceleration sensor and entire car controller.
As in figure 2 it is shown, the software module of the TCS in entire car controller 14 includes driver's torque demand translation module, wheel condition judge module, driving moment control module and analysis of wheel vertical load estimation block.
In vehicle travel process, described driver's torque demand translation module passes through accelerator open degree and the speed that accelerator pedal sensor 16 feeds back, and determines right side permanent-magnet synchronous driving motor I9 and right side permanent-magnet synchronous driving motor II10 driving torque demand according to the MAP (see Fig. 3) formulated.
Fig. 3 is described MAP, x coordinate is speed, y-coordinate is accelerator open degree, z coordinate is rear two bridge drive motor moments, it have expressed the motor torque demand under a certain speed, a certain accelerator open degree, the method formulating described MAP is: in 100% accelerator open degree plane, when speed is in 0-30km/h, and the moment of motor demand input reaches peak value; As 30km/h-60km/h, the moment linear reduction of motor demand input; When speed is in more than 60km/h, the moment of motor demand input is zero, and now vehicle enters 8 × 4 patterns, along with accelerator open degree is reduced to 0% by 100%, and MAP linear reduction.
Wheel condition judge module, by right side permanent-magnet synchronous driving motor I9 and right side permanent-magnet synchronous driving motor II10 rotating speed, angular acceleration and the speed fed back, judges according to following decision algorithm: rear two bridge wheels are in non-sliding, normal slip or leave the state of ground.
Decision algorithm:
( n i / i ) &CenterDot; R - V ( n i / i ) &CenterDot; R < S T
In formula: niFor rear two bridge drive motor feedback rotating speeds; I is hub reduction gear gear ratio; R is radius of wheel; V is speed; STFor slip rate judgment threshold.
When decision algorithm expression formula is not set up, this wheel is in non-slip state, is
( n i / i ) &CenterDot; R - V ( n i / i ) &CenterDot; R > S T
When decision algorithm expression formula is set up, this wheel is in slip state. After judging that wheel produces sliding, then make the following judgment.
αi> αT
In formula: αiFor motor feedback angular acceleration; αTFor angular acceleration threshold value. When above formula is set up, this wheel is in and leaves the state of ground, and otherwise, wheel is in normal slip state.
Driving moment controls module according to wheel condition judge module judged result: non-slipping wheels drive motor is not processed; For normal slip, reduce normal slip wheel drive motors torque, until this wheel slip is lower than set threshold value ST;
To the direct zero setting of wheel drive motors moment leaving ground, the moment of reduction is superimposed upon another simultaneously and does not leave in ground and the maximum wheel drive motors of vertical load, if the moment after superposition is beyond the torque capacity of motor, electric machine controller will carry out amplitude limit intervention; Wherein, the judgement of the rear two each analysis of wheel vertical load of bridge is completed by analysis of wheel vertical load estimation block.
Longitudinal acceleration that described analysis of wheel vertical load estimation block is fed back by longitudinal acceleration, lateral acceleration sensor and side acceleration values, based on the assumption that wheel is without departing from ground, the size of the two each analysis of wheel vertical load of bridge after qualitative sequence. Its sort by is: when longitudinal direction of car acceleration is for just, when namely vehicle accelerates, quadr--axle vehicle wheel vertical load is more than three bridge analysis of wheel vertical load; When longitudinal direction of car acceleration is negative, namely during vehicle deceleration, three bridge analysis of wheel vertical load take turns vertical load more than quadr--axle vehicle; When vehicle lateral acceleration is just, when namely vehicle turns left, right side wheels vertical load is more than left side wheel vertical load; When vehicle lateral acceleration is negative, when namely vehicle is turned right, left side wheel vertical load is more than right side wheels vertical load.
After analysis of wheel vertical load estimation block completes, after the qualitative sequence of vertical load size of each wheel of left and right sides, driving moment controls module and selects not leave ground and the maximum wheel of vertical load, and the motor driving moment leaving ground wheel is shifted so far in wheel drive motors.
Finally, it is achieved each wheel is operated in normal slip state.
In sum, these are only presently preferred embodiments of the present invention, be not intended to limit protection scope of the present invention. All within the spirit and principles in the present invention, any amendment of making, equivalent replacement, improvement etc., should be included within protection scope of the present invention.

Claims (4)

1. the TCS driving vehicle for multiaxis distributed dynamoelectric, it is characterized in that, this system hardware module is mainly made up of front two bridge wheels, rear two bridge wheels, electromotor, electromotor, 4 permanent-magnet synchronous driving motors, 4 hub reduction gears, yaw-rate sensor, longitudinal acceleration sensor, lateral acceleration sensor, mounting box (13), entire car controller (14) and steering wheel angle sensor (15);
Rear two bridge wheels include: three bridge right side wheels (1), four bridge right side wheels (2), three bridge left side wheel (3) and four bridge left side wheel (4);
4 hub reduction gears include: right-hand wheel side reducer I (5), right-hand wheel side reducer II (6), left side wheels side reducer I (7) and left side wheels side reducer II (8);
4 Direct wheel drives motors include: right side permanent-magnet synchronous driving motor I (9), right side permanent-magnet synchronous driving motor II (10), left side permanent-magnet synchronous driving motor I (11) and left side permanent-magnet synchronous driving motor II (12);
Yaw-rate sensor, longitudinal acceleration sensor and lateral acceleration sensor are mounted in the mounting box (13) of vehicle centroid position;
Driven by engine electrical power generators is to 4 Direct wheel drives motors, and described 4 Direct wheel drives motors are two bridge wheels after hub reduction gear drives; Entire car controller (14) is arranged on car body center, and steering wheel angle sensor (15) is fixed on steering column, records steering wheel angle in real time, obtains front wheel angle by steering system ratio conversion; Communication is realized by CAN network between steering wheel angle sensor, yaw-rate sensor, longitudinal acceleration sensor and lateral acceleration sensor and entire car controller.
2. as claimed in claim 1 a kind of for multiaxis distributed dynamoelectric drive vehicle TCS, it is characterized in that, the software module of the TCS in described entire car controller (14) includes driver's torque demand translation module, wheel condition judge module, driving moment control module and analysis of wheel vertical load estimation block;
Described driver's torque demand translation module, utilizes accelerator open degree and speed that accelerator pedal sensor feeds back, two bridge Direct wheel drives motor driving torque demands after determining according to the MAP formulated, and the value of motor driving torque is issued electric machine controller;
Described wheel condition judge module, utilizing rotating speed, angular acceleration and speed that right side permanent-magnet synchronous driving motor I (9), right side permanent-magnet synchronous driving motor II (10), left side permanent-magnet synchronous driving motor I (11) and left side permanent-magnet synchronous driving motor II (12) are fed back, after judging according to decision algorithm, two bridge wheels are in non-sliding, normal slip or leave the state of ground;
Described driving moment controls module, according to the result that described wheel condition judge module judges, non-slipping wheels drive motor is not processed; For normal slip, reduce normal slip wheel drive motors torque, until this wheel slip is lower than set slip rate judgment threshold; To the direct zero setting of wheel drive motors moment leaving ground, the moment of reduction is superimposed upon another simultaneously and does not leave in ground and the maximum wheel drive motors of vertical load, if the moment after superposition is beyond the torque capacity of motor, electric machine controller will carry out amplitude limit intervention;
Described analysis of wheel vertical load estimation block, the longitudinal acceleration fed back by longitudinal acceleration and lateral acceleration sensor and side acceleration values, based on the assumption that wheel is without departing from ground, the size of the two each analysis of wheel vertical load of bridge after qualitative sequence.
3. a kind of TCS driving vehicle for multiaxis distributed dynamoelectric as described in right 2, it is characterised in that the foundation of described qualitative sequence is:
When longitudinal direction of car acceleration is just, namely, when vehicle accelerates, the vertical load of four bridge right side wheels (2) and four bridge left side wheel (4) is to should be greater than three bridge right side wheels (1) and the vertical load of three bridge left side wheel (3); When longitudinal direction of car acceleration is negative, namely, during vehicle deceleration, the vertical load of three bridge right side wheels (1) and three bridge left side wheel (3) is to should be greater than four bridge right side wheels (2) and the vertical load of four bridge left side wheel (4); When vehicle lateral acceleration is just, namely, when vehicle turns left, the vertical load of three bridge right side wheels (1) and four bridge right side wheels (2) is all to should be greater than three bridge left side wheel (3) and the vertical load of four bridge left side wheel (4); When vehicle lateral acceleration is negative, namely, when vehicle is turned right, the vertical load of three bridge left side wheel (3) and four bridge left side wheel (4) is all to should be greater than three bridge right side wheels (1) and the vertical load of four bridge right side wheels (2).
4. a kind of TCS driving vehicle for multiaxis distributed dynamoelectric as described in right 2, it is characterised in that described decision algorithm is:
( n i / i ) &CenterDot; R - V ( n i / i ) &CenterDot; R < S T
In formula: niFor rear two bridge drive motor feedback rotating speeds, i is hub reduction gear gear ratio, and R is radius of wheel, and V is speed, STFor slip rate judgment threshold;
When decision algorithm expression formula is not set up, this wheel is in non-slip state;
When decision algorithm expression formula is set up, this wheel is in slip state; After judging that wheel produces sliding, then make the following judgment, namely
αi> αT
In formula: αiFor motor feedback angular acceleration; αTFor angular acceleration threshold value; Work as αi> αTDuring establishment, this wheel is in and leaves the state of ground, and otherwise, wheel is in normal slip state.
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