CN106926750B - Communication control method for distributed driving electric automobile - Google Patents

Communication control method for distributed driving electric automobile Download PDF

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Publication number
CN106926750B
CN106926750B CN201710141584.8A CN201710141584A CN106926750B CN 106926750 B CN106926750 B CN 106926750B CN 201710141584 A CN201710141584 A CN 201710141584A CN 106926750 B CN106926750 B CN 106926750B
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mode
control
message
driving
motor
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CN106926750A (en
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宁兴江
吴畏
刘澜涛
杨镝
曹永昌
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FAW Volkswagen Automotive Co Ltd
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FAW Volkswagen Automotive Co Ltd
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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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/42—Electrical machine applications with use of more than one motor
    • 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
    • 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 application provides a communication control method of a distributed drive electric automobile, which is characterized in that control instructions corresponding to a plurality of drive motors are packaged into the same CAN message to be sent, and after the CAN message is received by the plurality of drive motors, the control instructions corresponding to the motors in the message are respectively identified and responded. The communication control method meets the high real-time requirements of the distributed drive electric automobile on mode control, rotating speed, torque and the like of multiple drive motors, fundamentally solves the problem of inconsistent response time of the multiple drive motors to control instructions caused by traditional CAN communication, eliminates unexpected yaw movement of the automobile, and effectively improves the driving safety and reliability of the distributed drive electric automobile. In addition, the communication control method and the corresponding implementation scheme disclosed by the application CAN be applied to other occasions with similar principles and high requirements on real-time performance and reliability of CAN communication of multiple systems or multiple components.

Description

Communication control method for distributed driving electric automobile
Technical Field
The invention relates to the field of automobile control, in particular to a communication control method and a data structure of a distributed driving electric automobile.
Background
Conventional fuel powered vehicles and electric vehicles equipped with a central drive motor are typically equipped with a mechanical differential. For a common differential, the torque distribution ratio of a left driving wheel and a right driving wheel is close to 1:1, when one wheel slips on a wet slippery road surface, the driving torque transmitted to the wheel is greatly reduced, so that the driving force transmitted to the corresponding wheel on the other side is reduced in the same ratio, and the driving performance and the safety performance of a vehicle are greatly influenced; the differential with the anti-skid or limited-slip function can distribute driving forces of left and right wheels in different proportions, has good driving performance and safety performance, but is generally only used for high-grade vehicles with higher cost.
The left wheel and the right wheel of at least one driving shaft of the distributed driving electric automobile are respectively provided with a hub motor or a wheel-side motor, each motor works independently to realize the accurate control of each wheel, thereby avoiding the potential performance and safety hazards of the common mechanical differential in the prior art and reducing the cost of a transmission system of the automobile.
However, the distributed drive electric vehicle performs torque distribution and differential control in an electronic control mode, so that the driving performance and the safety performance of the vehicle are improved, and meanwhile, the reliability of the electronic differential also brings great challenges to the safety performance of the vehicle: if the driving motor does not output corresponding torque according to the established control requirement, the output torque difference of the left wheel and the right wheel is overlarge, and the transverse swing of the vehicle can be caused in serious conditions, so that the safety performance is influenced. The reliability of the electronic differential can be divided into a control instruction source, transmission of the control instruction and reliability of the driving motor executing the control instruction. The control command source is generally a VCU (vehicle control Unit), i.e., the VCU calculates parameters such as mode, torque, and rotation speed of the wheels to obtain a control command; the transmission of the control instruction relates to hardware and circuits for sending the control instruction to the motor by the VCU and a communication protocol of the control instruction; the driving motor responds to the command through a transmission line and a control command communication protocol, and correspondingly adjusts output parameters such as a mode, torque, rotating speed and the like.
In the field of vehicle-mounted electronic technology, the most mainstream vehicle-mounted electronic control command communication protocol is a Controller Area Network (CAN) developed by Bosch in germany in the 80 th century, the CAN is a serial communication protocol developed by Bosch in order to solve the problem of real-time data exchange among a plurality of electronic control units and test instruments in modern automobiles, the high communication efficiency and reliability of the CAN are recognized by the world, and the CAN is widely applied to the fields of automobiles, industrial automation, ships, medical treatment, industrial equipment and the like. The standard data frame for can2.0b is configured as shown in fig. 1, and includes a frame start, an arbitration segment, a control segment, a data segment, a CRC segment, an ACK segment, and a frame end. The arbitration segment is an 11-bit identifier ID (identifier), which is a unique identifier of each CAN message, describes the specific meaning of the message, and determines the priority of the message, wherein the smaller the ID value is, the higher the priority is; the data segment is application data actually transmitted by CAN communication and check information of the data, and the length is 0-8 Bytes; the CAN communication adopts a multi-master-station structure, and by arbitrating the ID of each message, the message with high priority is sent preferentially, and the message with low priority is sent later; as shown in fig. 2, in the arbitration and transmission process of the CAN messages, there is one CAN message waiting for transmission at A, B, C at each of the three nodes, the CAN message ID value of the a node is 75, the CAN message ID value of the B node is 250, and the CAN message ID value of the C node is 1000, according to the priority rules, A, B, C three CAN messages are transmitted in a broadcast manner in sequence according to the priority order, and all the nodes CAN receive the A, B, C three CAN messages.
The conventional CAN communication protocol is mostly used for transmission of control instructions of a driving motor system of the conventional electric automobile, and when the conventional CAN communication protocol relates to the field of distributed driving electric automobiles, different driving motors are required to be controlled respectively through CAN messages with different ID values. As shown in fig. 3, a CAN message transmission schematic diagram of a control command of a left-right wheel drive Motor is shown, CAN _ H is a CAN high-pass communication line, CAN _ L is a CAN low-pass communication line, CAN ID _ L is a message sent by a VCU to a left wheel Motor system, CAN ID _ R is a message sent by a VCU to a right wheel Motor system, Motor _ L is a left wheel Motor system, Motor _ R is a right wheel Motor system, and other ECUs represent other controllers in a CAN network. Because the CAN messages sent by the traditional CAN communication protocol must be sent one by one according to the priority level of the messages, the CAN messages simultaneously sent by the VCU to the left wheel motor system and the right wheel motor system respectively CAN not be received by different wheel motor systems at the same time due to different ID values, different motor output responses have certain time difference directly, and the time difference is overlarge and possibly exceeds the differential control error range. In addition, during the arbitration process of sending messages with different ID values, a message of a certain frame may be lost, so that the corresponding motor system cannot accept instructions. Or even if two frames of messages with different ID values are normally sent, the information is wrong after a certain frame of message is interfered, so that the corresponding motor system is correspondingly wrong.
In summary, the existing CAN communication control method cannot meet the communication requirement of the distributed drive electric vehicle, and in the application of the conventional CAN communication to the distributed drive electric vehicle, because different motors cannot receive control commands simultaneously, command errors or errors may occur, and finally, the vehicle may swing laterally or other phenomena that the vehicle does not operate as expected under control may occur.
Disclosure of Invention
In order to solve the above problems, the present invention provides a communication control method for an improved distributed drive electric vehicle based on a CAN communication protocol, comprising the following steps:
the VCU packages control instructions corresponding to a plurality of driving motors to the same CAN message;
the VCU sends the CAN message to the plurality of driving motors through a communication network;
the plurality of driving motors respectively receive the CAN messages;
and the driving motors respectively identify and respond to the control instructions of the corresponding motors in the CAN messages.
As an alternative, control commands corresponding to a plurality of driving motors are encapsulated to the data segment of the CAN message.
As an alternative, the control commands corresponding to the plurality of driving motors are encapsulated to any position of the bytes 1 to 8 of the data segment of the CAN message.
As an alternative, the data segment of the CAN packet further includes check information, and the check information includes: count verification information (Counter) and data correctness verification information (Checksum).
As an alternative, the data segment of the CAN message further includes control instructions corresponding to other controllers, and the other controllers include a battery management system and a charging system.
As an alternative, the data segment of the CAN message further includes receiver information of the control instruction, and the driving motor or other controllers identify and respond to the control instruction corresponding to the driving motor or other controllers according to the receiver information carried in the data segment.
Alternatively, the plurality of driving motors are left wheel driving motors and right wheel driving motors on the same driving shaft, or the plurality of driving motors are a plurality of left wheel driving motors and a plurality of right wheel driving motors on a plurality of driving shafts.
Alternatively, the control command is a "rotation speed value + mode" control command, or the control command is a "torque value + mode" control command.
As an alternative, "mode" includes: standby mode, Torque Control mode, Speed Control mode, disconnect active discharge mode, offsettal offset angle calibration mode, Enable mode, Motor mode electric mode, Generator mode electric generation mode, rotandiction forward or reverse rotation mode, and offsettal offset angle calibration mode.
The invention has the advantages that: the invention provides a communication control method suitable for a distributed driving electric automobile, which is based on a CAN2.0B communication control protocol and packages control instructions corresponding to a plurality of driving motors in the same CAN message for transmission, and meets the high real-time requirements of the distributed driving electric automobile on the aspects of mode control, rotating speed, torque and the like of the plurality of driving motors. The problem of inconsistent response time of a plurality of driving motor systems to control commands caused by communication is fundamentally solved, unexpected vehicle yaw motion is eliminated, and the driving safety and reliability of the distributed driving electric automobile are greatly improved. In addition, the communication control method for the distributed driving electric automobile is also suitable for occasions with similar multi-systems or components in other principles and high requirements on real-time performance and reliability of CAN communication.
Drawings
Fig. 1 is a schematic diagram of a can2.0b message structure;
FIG. 2 is a schematic diagram of the arbitration and transmission process of the CAN message;
FIG. 3 is a diagram illustrating a CAN message transmission process of a control command of a left-right wheel driving motor in the prior art;
fig. 4 is a flowchart of a communication control method for a distributed drive electric vehicle according to an embodiment of the present invention;
fig. 5 is a schematic diagram of a CAN message transmission process of a control command for motors of left and right driving wheels according to an embodiment of the present invention;
fig. 6 is a schematic diagram of a data segment of a CAN message according to an embodiment of the present invention.
Detailed Description
The invention is described in further detail below with reference to specific embodiments and with reference to the accompanying drawings.
The communication control method for the distributed driving electric vehicle provided by the embodiment of the invention, as shown in fig. 4, includes the following steps:
step 401, the VCU packages control instructions corresponding to a plurality of driving motors to the same CAN message;
step 402, the VCU sends the CAN message to a plurality of driving motors through a communication network;
step 403, a plurality of driving motors respectively receive the CAN messages;
and step 404, the plurality of driving motors respectively identify and respond to the control instruction corresponding to the motor in the CAN message.
The embodiment of the invention provides a communication control method suitable for a distributed driving electric automobile by packaging control instructions corresponding to a plurality of driving wheel motors in the same CAN message for sending, and meets the high real-time requirements of the multi-driving-motor electric automobile on the aspects of mode control, rotating speed, torque and the like of the multi-driving-wheel motors. The problem of inconsistent response time of a plurality of driving motor systems to control commands caused by communication is fundamentally solved. As shown in fig. 5, the VCU is connected to the left wheel driving motor and the right wheel driving motor on the same driving shaft in a CAN communication network, and the network may further include other controllers which work closely with the driving motors, such as a battery management system, a charging system, etc., and then a 120 ohm resistor and a CAN _ H high/CAN _ L low communication line are added to the terminal according to the CAN network design specification. By adopting the same CAN message (CAN ID _ L & R) to carry the control instructions of the left wheel driving motor and the right wheel driving motor, the arbitration process of sending multiple messages is avoided, so that the time difference of sending multiple messages is avoided, in addition, even if the messages are interfered to cause loss or errors, the left wheel driving motor and the right wheel driving motor CAN not receive or receive the same error instruction, and the response difference of two driving wheels CAN not be caused.
Optionally, the control instructions corresponding to the plurality of driving motors are encapsulated to the data segment of the CAN message.
As shown in the message structure of the CAN2.0b communication protocol in fig. 1, the data segment of the CAN message is the application data actually transmitted in the CAN communication protocol and the check information for the data.
Optionally, the control commands corresponding to the plurality of driving motors are encapsulated to any position of the bytes 1 to 8 of the data segment of the CAN message.
Because the data segment of the CAN packet includes bytes 1 to 8, the control command information generated by the VCU mostly does not occupy the entire data segment from Byte1 to Byte8, and therefore, the location where the control command information is stored in the data segment CAN be defined by itself, and theoretically, the control command information CAN be stored in any Byte location from Byte1 to Byte 8.
Optionally, the data segment of the CAN packet further includes check information, and the check information includes: counter (count verification information) and Checksum (data correctness verification information).
Generally, in order to ensure the accuracy of the control instruction carried in the data segment in the CAN message, the data segment usually carries the check information.
Optionally, the data segment of the CAN packet further includes control instructions corresponding to other controllers, and the other controllers include a battery management system and a charging system.
In this case, after the data segment in the CAN message stores the control instruction and the relevant check information, a spare data segment is left, and some control instructions corresponding to other controllers, such as relevant instructions for controlling a battery management system or a charging system, may be stored in the data segment of the message.
Optionally, the data segment of the CAN message further includes information of a receiver of the control instruction, and the driving motor or other controllers identify and respond to the control instruction corresponding to the driving motor or other controllers according to the information of the receiver carried in the data segment.
By defining the receiving party of each control instruction in the data segment, each driving motor or other controllers can correctly identify the control instruction, only identify the corresponding control instruction, and do not identify or respond to other control instructions after identification.
Fig. 6 is a schematic diagram of a CAN message structure provided by the embodiment of the present invention, wherein a Byte3 data segment is a control mode instruction of a VCU, where 0-3bit is a control mode instruction of an R right wheel driving motor, and 4-7bit is a control mode instruction of an L left wheel driving motor. The Byte4 data field is the desired torque value for the left wheel drive motor from the VCU, and the Byte5 data field is the desired torque value for the right wheel drive motor from the VCU. The VCU comprehensively judges states of key components such as a motor system, a battery system and the like according to driving requirements, vehicle states, and the like, controls the motor system to enter corresponding working states including a Standby/torque Control mode/Speed Control mode/distance/offset and the like, and calculates driving torque values of left and right driving wheels according to a driving wheel torque Control or slip rate Control differential Control strategy.
Optionally, the plurality of driving motors are left wheel driving motors and right wheel driving motors on the same driving shaft, or the plurality of driving motors are a plurality of left wheel driving motors and a plurality of right wheel driving motors on a plurality of driving shafts.
At present, a relatively common distributed drive electric vehicle in the market is still provided with a left wheel drive motor and a right wheel drive motor at two ends of the same drive shaft respectively, and certainly, an electric vehicle driven by two shafts and four wheels or more shafts also exists.
Optionally, the control instruction is a "rotation speed value + mode" control instruction, or the control instruction is a "torque value + mode" control instruction.
Optionally, the "mode" in the control command includes: standby mode, Torque Control mode, Speed Control mode, distance mode, Enable mode, Motor mode, general mode, generation mode, Rotation direction or reverse mode, and offset mode.
The specific content of the control commands for the drive motors will also depend on the vehicle differential control strategy and its control mode for the drive motors. If a driving wheel rotating speed control differential control strategy is adopted, expected rotating speed values and mode control instructions need to be sent to all driving motor systems. If a differential control strategy of driving wheel torque control or driving wheel slip ratio control is adopted, a desired torque value and a mode control command need to be sent to each driving motor system. If the mode Control method is adopted for the motor system, the main Control modes generally include Standby, Torque Control mode, Speed Control mode, distance (active discharge mode), offset angle calibration mode, and the like. If the Motor system adopts a conventional control method, generally, the main control commands include Enable, Motor mode, Generator mode, Rotation direction (forward Rotation or reverse Rotation), offset calibration (offset angle calibration mode), and the like. In any motor system control mode, if a desired motor torque or rotation speed is to be obtained, a corresponding torque or rotation speed command value needs to be sent. It should be noted that the control strategy or mode provided by the embodiment of the present invention is not limited to the control strategy or mode applicable to the present invention.
In addition, those skilled in the art should understand that the communication control method and the corresponding implementation scheme provided in the embodiments of the present invention may be applied to other situations where multiple systems or multiple components having similar principles have high requirements on real-time performance and reliability of CAN communication.
Finally, it should be noted that the above technical solutions and the accompanying drawings provided in the embodiments of the present invention are only used for further description of the present invention and are not limited thereto. It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.

Claims (4)

1. A communication control method for a distributed drive electric vehicle is characterized by comprising the following steps:
the VCU packages control instructions corresponding to a plurality of driving motors to the same CAN message;
the VCU sends the CAN message to the plurality of driving motors through a communication network;
the plurality of driving motors respectively receive the CAN messages;
the plurality of driving motors respectively identify and respond to the control instruction of the corresponding motor in the CAN message,
the control command is encapsulated to any position of the bytes 1-8 of the data segment of the CAN message;
the control instruction is a rotating speed value + mode control instruction;
or the control command is a torque value + mode control command;
the data section of the CAN message also comprises control instructions corresponding to other controllers, and the other controllers are controllers of a battery management system and a charging system;
the data section of the CAN message also comprises receiver information of the control instruction, and the driving motor or other controllers identify and respond to the control instruction corresponding to the driving motor or other controllers according to the receiver information;
wherein 0-3bit is the control mode command of the R right wheel driving motor, 4-7bit is the control mode command of the L left wheel driving motor, the Byte4 data segment is the expected torque value of the left wheel driving motor sent by the VCU, and the Byte5 data segment is the expected torque value of the right wheel driving motor sent by the VCU.
2. The communication control method for the distributed drive electric vehicle according to claim 1, wherein the data segment of the CAN packet further contains verification information, and the verification information includes: counting verification information and data correctness verification information.
3. The communication control method of the distributed drive electric vehicle according to claim 1, wherein the plurality of drive motors are a left wheel drive motor and a right wheel drive motor on the same drive shaft;
alternatively, the plurality of driving motors are a plurality of left wheel driving motors and a plurality of right wheel driving motors on a plurality of driving shafts.
4. The communication control method of the distributed drive electric vehicle according to claim 1, wherein the "mode" includes: a standby mode, a torque control mode, a rotational speed control mode, an active discharge mode, a shift angle calibration mode, an enable mode, an electric mode, a power generation mode, a forward or reverse rotation mode, and a shift angle calibration mode.
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CN107483515A (en) * 2017-10-18 2017-12-15 张洋 Message transmitting method and system, message parsing method and device
CN108790941B (en) * 2018-06-05 2019-03-29 北京理工大学 The real time synchronization network control device and method of distributed-driving electric automobile
CN111251902B (en) * 2020-02-18 2021-05-14 吉利汽车研究院（宁波）有限公司 Distributed axle electric driving system and control method thereof
CN112327678A (en) * 2020-09-30 2021-02-05 中国煤炭科工集团太原研究院有限公司 Signal processing method based on coal mine trackless auxiliary transport robot

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CN103481798A (en) * 2012-06-08 2014-01-01 镇江恒驰科技有限公司 CAN (controller area network) bus-based driving-driven distribution type control system of electric vehicle driven by hub motors
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