CN111483330A - Anti-shake control method and system for motor of electric vehicle, electric vehicle and storage medium - Google Patents
Anti-shake control method and system for motor of electric vehicle, electric vehicle and storage medium Download PDFInfo
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- CN111483330A CN111483330A CN202010361127.1A CN202010361127A CN111483330A CN 111483330 A CN111483330 A CN 111483330A CN 202010361127 A CN202010361127 A CN 202010361127A CN 111483330 A CN111483330 A CN 111483330A
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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
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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
- 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
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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
- 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
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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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/46—Drive Train control parameters related to wheels
- B60L2240/461—Speed
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- 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
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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 an anti-shake control method and system for an electric vehicle motor, an electric vehicle and a storage medium, wherein the anti-shake control method comprises the steps of obtaining a motor end rotating speed signal and a wheel end rotating speed signal, sending the motor end rotating speed signal processed by a first-stage filter into a second-stage filter, subtracting the motor end rotating speed signal processed by the second-stage filter from the motor end rotating speed signal processed by the first-stage filter to obtain a motor rotating speed fluctuation signal, multiplying the motor rotating speed fluctuation signal by a coefficient K to obtain an anti-shake torque I, converting the wheel end rotating speed signal into the motor rotating speed signal through a rotating speed conversion module, subtracting the converted motor rotating speed signal from the motor end rotating speed signal processed by the first-stage filter to obtain a wheel end motor end rotating speed difference signal, multiplying the wheel end motor end rotating speed difference signal by a coefficient L to obtain an anti-shake torque II, summing the anti-shake torque I and the anti-shake torque II, and obtaining a final anti-shake torque through a limiting module.
Description
Technical Field
The invention belongs to the technical field of anti-shake control of electric automobiles, and particularly relates to an anti-shake control method and system for a motor of an electric automobile, an electric automobile and a storage medium.
Background
The electric automobile power system comprises a whole automobile control system, an electric drive system and a power battery system, wherein the whole automobile control system converts a driving demand into a demand torque instruction and sends the demand torque instruction to the electric drive system, and the electric drive system finally outputs torque to drive the automobile according to the demand torque instruction and by combining the output capacity of the electric drive system. The electric drive system is arranged on the frame through a suspension, an under-damped elastic system is formed from the output shaft end of the motor to the wheel end through the speed reducer and the half shaft, and due to the characteristics of the under-damped elastic system, damping vibration can be generated to cause shaking of a vehicle, so that the comfort is influenced and the energy consumption is increased.
The existing anti-shake control method has the following defects:
(1) only considering tooth surface impact during reversing, not considering the shaking problem under other working conditions, and having very limited anti-shaking effect.
(2) By establishing a system transfer function method, but the elastic system is simplified into a second-order under-damped elastic system, the simplification has subjective judgment and is different from a real system, and parameters of the transfer function are not easy to obtain, so that the anti-shake effect is not ideal.
(3) The control target of the rotating speed fluctuation signal extraction method is that the rotating speed fluctuation signal is equal to zero and is too ideal, the anti-shake torque calculation has larger time delay, and the anti-shake effect is not ideal.
Therefore, it is necessary to develop an anti-shake control method and system for a motor of an electric vehicle, and a storage medium.
Disclosure of Invention
The invention aims to provide an anti-shake control method and system for a motor of an electric vehicle, the electric vehicle and a storage medium, which can realize fine adjustment and are more accurate in adjustment.
The invention relates to an anti-shake control method for a motor of an electric automobile, which comprises the following steps:
judging whether an anti-shake control signal is received or not;
if not, continuously judging whether the anti-shake control signal is received or not;
if so, acquiring a motor end rotating speed signal and a wheel end rotating speed signal, carrying out two-stage filtering processing on the motor end rotating speed signal, sending the motor end rotating speed signal processed by the first-stage filter into a second-stage filter, subtracting the motor end rotating speed signal processed by the second-stage filter from the motor end rotating speed signal processed by the first-stage filter to obtain a motor rotating speed fluctuation signal, multiplying the motor rotating speed fluctuation signal by a coefficient K to obtain an anti-shake torque I, converting the wheel end rotating speed signal into a motor rotating speed signal through a rotating speed conversion module, subtracting the converted motor rotating speed signal from the motor end rotating speed signal processed by the first-stage filter to obtain a wheel end motor end rotating speed difference signal, multiplying the wheel end motor end rotating speed difference signal by a coefficient L to obtain an anti-shake torque II, summing the anti-shake torque I and the anti-shake torque II, obtaining a final anti-shake torque through the anti-shake module, superposing the anti-shake torque onto a required limiting torque of the whole vehicle controller to obtain an execution torque signal of the motor system, inputting the execution torque signal to generate a corresponding PWM wave in a current loop control, and controlling the motor to.
Furthermore, the amplitude limiting module is a two-dimensional array, the horizontal axis is the rotating speed, and the vertical axis is the opening degree of the accelerator pedal.
Furthermore, the first-stage filter adopts a group of low-pass filters, the filtering parameters of the first-stage filter are standard quantities, and different rotating speeds correspond to different filtering parameters.
Furthermore, the second-stage filter adopts a group of low-pass filters, the filtering parameters of the second-stage filter are standard quantities, and different rotating speeds correspond to different filtering parameters.
Further, the coefficient K is a calibration quantity, and different rotating speeds correspond to different K values.
Further, the coefficient L is a calibration quantity, and different rotation speeds correspond to different L values.
The anti-shake control system of the electric automobile motor comprises a processor and a memory;
the memory having stored thereon a computer readable program executable by the processor;
the processor can realize the steps of the anti-shake control method of the electric vehicle motor when executing the computer readable program.
The invention relates to an electric vehicle, which adopts an anti-shake control system of an electric vehicle motor.
The storage medium stores one or more computer readable programs, which can be executed by one or more processors to implement the steps of the anti-shake control method for the motor of the electric vehicle according to the invention.
The invention has the following advantages:
(1) the adjusting parameters are more, such as: different parameters are corresponding to different rotating speeds and different torques, so that the adjustment is more refined;
(2) a wheel end rotating speed signal is introduced into the input end, namely a feedback signal is introduced into the input end, so that the control is more accurate;
in conclusion, the invention can realize fine adjustment and the adjustment is more accurate.
Drawings
FIG. 1 is a schematic diagram of an anti-shake control method according to the present embodiment;
FIG. 2 is a schematic diagram of a motor end rotation speed signal at the position marked 1 in FIG. 1;
FIG. 3 is a schematic diagram of a first-stage filtered motor-end rotational speed signal at reference 2 in FIG. 1;
FIG. 4 is a schematic diagram of the motor-side rotational speed signal after the two-stage filtering at the location marked by 3 in FIG. 1;
FIG. 5 is a schematic diagram of a motor speed fluctuation signal at the location marked 4 in FIG. 1;
FIG. 6 is a schematic diagram of the anti-shake torque at 5 of FIG. 1;
FIG. 7 is a schematic illustration of the torque demand indicated at 6 in FIG. 1;
FIG. 8 is a schematic illustration of the actuation torque at 7 in FIG. 1;
FIG. 9 is a schematic view of the wheel end rotational speed signal at 8 of FIG. 1 converted to a motor rotational speed signal;
FIG. 10 is a schematic diagram of a differential rotational speed signal at the wheel end motor end indicated at 9 in FIG. 1;
FIG. 11 is a schematic diagram illustrating the phase reversal of the torque and speed fluctuations of the present embodiment;
FIG. 12 is a graph illustrating a rotational speed curve of the anti-shake control for turning off the vehicle according to the present embodiment;
fig. 13 is a rotation speed curve diagram of the anti-shake control of the real vehicle according to the embodiment.
Detailed Description
The invention will be further explained with reference to the drawings.
In this embodiment, an anti-shake control method for an electric vehicle motor includes the following steps:
judging whether an anti-shake control signal is received or not;
if not, continuously judging whether the anti-shake control signal is received or not;
if so, acquiring a motor end rotating speed signal and a wheel end rotating speed signal, carrying out two-stage filtering processing on the motor end rotating speed signal, sending the motor end rotating speed signal processed by the first-stage filter into a second-stage filter, subtracting the motor end rotating speed signal processed by the second-stage filter from the motor end rotating speed signal processed by the first-stage filter to obtain a motor rotating speed fluctuation signal, multiplying the motor rotating speed fluctuation signal by a coefficient K to obtain an anti-shake torque I, converting the wheel end rotating speed signal into a motor rotating speed signal through a rotating speed conversion module, subtracting the converted motor rotating speed signal from the motor end rotating speed signal processed by the first-stage filter to obtain a wheel end motor end rotating speed difference signal, multiplying the wheel end motor end rotating speed difference signal by a coefficient L to obtain an anti-shake torque II, summing the anti-shake torque I and the anti-shake torque II, obtaining a final anti-shake torque through the anti-shake module, superposing the anti-shake torque onto a required limiting torque of the whole vehicle controller to obtain an execution torque signal of the motor system, inputting the execution torque signal to generate a corresponding PWM wave in a current loop control, and controlling the motor to.
Referring to fig. 1, in the present embodiment, the motor end rotation speed signal is calculated by a rotation variable signal, and referring to fig. 2, the motor end rotation speed signal contains high-frequency noise, and the high-frequency noise needs to be filtered by a first-stage filter (i.e., first-stage filtering). The first-stage filter selects a group of low-pass filters, the filtering parameters of the first-stage filter are set to be standard quantities, as shown in table 1, different rotating speeds correspond to different filtering parameters, and filtering parameters which are not marked are obtained by linear interpolation.
TABLE 1
And (3) processing the motor end rotating speed signal (see figure 3) by the first stage filter, wherein the motor end rotating speed signal does not contain high-frequency noise and can be considered as the real rotating speed of the motor, and the motor end rotating speed signal is input into the second stage filter and can be used for current table look-up. The second stage filter still uses a bank of low pass filters, and the filter parameters of the second stage filter are set to the scalar quantity, as shown in table 2. Different rotating speeds correspond to different filtering parameters, and the filtering parameters which are not marked are obtained by linear interpolation.
| Rotating speed (r/min) | 0 | 500 | 1000 | 2000 | 3000 | … | n_max-1000 | n_max |
| Second order filter parameters | f0' | f1' | f2' | f3' | f4' | … | fn-1' | fn' |
TABLE 2
The motor-side rotational speed signal (see fig. 4) processed by the second-stage filter (i.e., the second-stage filtering) is subtracted from the motor-side rotational speed signal processed by the first-stage filter to obtain a motor-speed fluctuation signal (see fig. 5), which has a phase opposite to that of the fluctuation signal in fig. 3.
In this embodiment, the motor rotation speed fluctuation signal is multiplied by the coefficient K to obtain the first anti-shake torque, and since the coefficient K is greater than 0, the phase of the first anti-shake torque is opposite to that of the fluctuation signal in fig. 3, so that the first anti-shake torque has the effect of suppressing the fluctuation of the motor rotation speed signal.
The coefficient K is a one-dimensional array, and the values of K may be different for different rotation speed segments, and are set as a calibration quantity, as shown in table 3.
| Rotating speed (r/min) | 0 | 500 | 1000 | 2000 | 3000 | … | n_max-1000 | n_max |
| Coefficient of performance | k0 | k1 | k2 | k3 | k4 | … | kn-1 | kn |
TABLE 3
The wheel-end rotating speed signal (for example, the wheel-end rotating speed signal of the front-drive vehicle is the left and right wheel-end rotating speed signal) is converted into a motor rotating speed signal by the rotating speed conversion module, as shown in fig. 9.
And subtracting the converted motor rotating speed signal from the motor end rotating speed signal processed by the first-stage filter to obtain a wheel end motor end rotating speed difference signal, which is shown in fig. 10.
Multiplying the wheel end motor end speed difference signal by a factor L yields an anti-shake torque two that is used to dampen vibration in the drive train and suspension system.
The coefficient L is a scalar quantity, with different speeds corresponding to different values of L, as shown in table 4.
| Rotating speed (r/min) | 0 | 500 | 1000 | 2000 | 3000 | … | n_max-1000 | n_max |
| Coefficient of performance | L0 | L1 | L2 | L3 | L4 | … | Ln-1 | Ln |
TABLE 4
In this embodiment, the amplitude limiting module is a two-dimensional array, the horizontal axis is the rotation speed, and the vertical axis is the opening degree of the accelerator pedal, as shown in table 5.
TABLE 5
Superimposing the anti-shake torque (see fig. 6) to the required torque (see fig. 7) of the vehicle control unit ultimately results in the execution torque of the motor system (see fig. 8).
And finally, inputting the execution torque signal into a current loop to control and generate a corresponding PWM wave, and controlling the motor to output the execution torque.
Referring to fig. 11, the phase of the execution torque and the rotation speed signal is inverted, and the jitter can be suppressed.
Referring to fig. 12, a graph of the rotational speed for the actual vehicle off anti-shake control shows that the rotational speed fluctuates and there is a problem of shaking.
Referring to fig. 13, a graph of the rotation speed of the anti-shake control for the actual vehicle shows that the rotation speed is relatively smoothly changed, and the problem of shake is obviously improved.
In the embodiment, five groups of calibration quantities are involved, the anti-shake calibration work performed on the whole vehicle is mainly performed around the five groups of calibration quantities, and the calibration is performed in two steps.
1. Performing parameter preliminary calibration in a model simulation environment;
And 2, calibrating the filtering parameters of the second-stage filter, and filtering medium-high frequency jitter signals in the rotating speed signals.
And step 3, calibrating the coefficient K, so that the output anti-shake torque does not exceed a certain value.
And 4, calibrating a coefficient L to ensure that the output anti-shake torque II does not exceed a certain value.
And 5, finally calibrating the limiting amplitude value.
2. Finely calibrating anti-shake parameters in the whole vehicle environment;
and calibrating the anti-shake parameters of each rotating speed section in the whole vehicle environment, and adjusting the calibration according to the sequence of the K value, the secondary filter parameter, the primary filter parameter, the L value and the amplitude limiting module parameter until the vehicle meets the subjective driving evaluation requirement under each working condition.
In this embodiment, an anti-shake control system for an electric vehicle motor includes a processor and a memory;
the memory having stored thereon a computer readable program executable by the processor;
the processor can realize the steps of the anti-shake control method of the electric vehicle motor as described in the embodiment when executing the computer readable program.
This electric automobile motor anti-shake control system still needs to set up the switch that is used for opening this system. On the premise of starting the system, the vehicle control unit sends out an anti-shake control signal, and when the anti-shake control signal is received by the electric vehicle motor anti-shake control system, the electric vehicle motor anti-shake control system executes the steps of the electric vehicle motor anti-shake control method described in the embodiment.
In this embodiment, an electric vehicle adopts the anti-shake control system for the motor of the electric vehicle according to this embodiment.
In this embodiment, a storage medium stores one or more computer readable programs, which are executable by one or more processors to implement the steps of the anti-shake control method for the motor of the electric vehicle according to this embodiment.
Claims (9)
1. An anti-shake control method for an electric automobile motor is characterized by comprising the following steps:
judging whether an anti-shake control signal is received or not;
if not, continuously judging whether the anti-shake control signal is received or not;
if so, acquiring a motor end rotating speed signal and a wheel end rotating speed signal, carrying out two-stage filtering processing on the motor end rotating speed signal, sending the motor end rotating speed signal processed by the first-stage filter into a second-stage filter, subtracting the motor end rotating speed signal processed by the second-stage filter from the motor end rotating speed signal processed by the first-stage filter to obtain a motor rotating speed fluctuation signal, multiplying the motor rotating speed fluctuation signal by a coefficient K to obtain an anti-shake torque I, converting the wheel end rotating speed signal into a motor rotating speed signal through a rotating speed conversion module, subtracting the converted motor rotating speed signal from the motor end rotating speed signal processed by the first-stage filter to obtain a wheel end motor end rotating speed difference signal, multiplying the wheel end motor end rotating speed difference signal by a coefficient L to obtain an anti-shake torque II, summing the anti-shake torque I and the anti-shake torque II, obtaining a final anti-shake torque through the anti-shake module, superposing the anti-shake torque onto a required limiting torque of the whole vehicle controller to obtain an execution torque signal of the motor system, inputting the execution torque signal to generate a corresponding PWM wave in a current loop control, and controlling the motor to.
2. The anti-shake control method for the electric vehicle motor according to claim 1, characterized in that: the amplitude limiting module is a two-dimensional array, the horizontal axis is the rotating speed, and the vertical axis is the opening degree of the accelerator pedal.
3. The anti-shake control method for the electric vehicle motor according to claim 1 or 2, characterized in that: the first-stage filter adopts a group of low-pass filters, the filtering parameters of the first-stage filter are standard quantities, and different rotating speeds correspond to different filtering parameters.
4. The anti-shake control method for the electric vehicle motor according to claim 3, characterized in that: the second-stage filter adopts a group of low-pass filters, the filtering parameters of the second-stage filter are standard quantities, and different rotating speeds correspond to different filtering parameters.
5. The anti-shake control method for the motor of the electric vehicle according to claim 1, 2 or 4, characterized in that: the coefficient K is a calibration quantity, and different rotating speeds correspond to different K values.
6. The method for controlling the anti-shake of the motor of the electric automobile according to claim 5, wherein the coefficient L is a standard quantity, and different rotation speeds correspond to different L values.
7. The utility model provides an electric automobile motor anti-shake control system which characterized in that: comprises a processor and a memory;
the memory having stored thereon a computer readable program executable by the processor;
the processor, when executing the computer readable program, can implement the steps of the anti-shake control method for the motor of the electric vehicle according to any one of claims 1 to 6.
8. An electric vehicle, characterized in that: the anti-shake control system for the motor of the electric vehicle according to claim 7 is adopted.
9. A storage medium, characterized by: the storage medium stores one or more computer readable programs, which are executable by one or more processors to implement the steps of the anti-shake control method for the motor of the electric vehicle according to any one of claims 1 to 6.
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| WO2023160695A1 (en) * | 2022-02-28 | 2023-08-31 | 比亚迪股份有限公司 | Vehicle and active damping control method therefor, and vehicle control unit |
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| CN116691362A (en) * | 2022-02-28 | 2023-09-05 | 比亚迪股份有限公司 | Vehicle, active vibration damping control method thereof and vehicle controller |
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