CN113848939B - Method for improving acceleration and deceleration dynamic performance of industrial vehicle - Google Patents
Method for improving acceleration and deceleration dynamic performance of industrial vehicle Download PDFInfo
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Abstract
A method for improving acceleration and deceleration dynamic performance of an industrial vehicle comprises the steps of obtaining at least one running parameter of an electric industrial vehicle, using the running parameter as a first feedforward calculation factor to carry out combined operation with a first correction coefficient to obtain first feedforward quantity curve data, obtaining a second feedforward calculation factor based on the starting moment of dynamic adjustment, combining the second feedforward calculation factor with the first feedforward curve data to obtain a feedforward adjustment value, and selectively outputting the feedforward adjustment value to a regulation instruction process under the judgment of a given threshold value.
Description
Technical Field
The invention relates to the field of new energy industrial vehicles, in particular to a method for improving the acceleration and deceleration dynamic performance of an industrial vehicle.
Background
For vehicle carriers used in industry, such as forklifts, lifting vehicles, large carrying vehicles, lifting vehicles and the like, the vehicles are different from common civil vehicles, the dynamic performance or dynamic requirements of the industrial vehicles are generally higher based on the requirements of some projects and factories, and due to the fact that the load of a certain part of the industrial vehicles is high, the inertia influence generated by the industrial vehicles is large when the industrial vehicles move and change speed or at the moment of changing from static state to moving state, and the output of power energy cannot follow the actual requirements at some time.
However, industrial vehicles are more cost sensitive than conventional electric vehicles, and therefore may be more biased toward measuring position and velocity with a less accurate position sensor. However, in terms of driving experience, customers tend to seek better experience, and particularly for small-sized transport forklifts, high requirements are made on micro-motion and extremely-fast response of vehicles, so that the contradiction between low-precision sensors and high control performance is further increased. The industrial vehicle cannot detect the speed change process of the vehicle for a long time, with high precision and all-round by using a large number of sensors with high precision and high data throughput load, so that when a driver performs dynamic adjustment operation under a large number of conditions, the target required by a control command sent to a main drive motor by a vehicle control system cannot be well completed by a driving part which actually works, and the difference between the targets cannot be well detected and reflected by the sensors at any time.
In order to solve the problem that the dynamic performance following performance of the industrial vehicle is poor when the industrial vehicle acts, feedforward compensation control is introduced in the prior art, the traditional feedforward is to calculate a feedforward value according to acceleration and estimated rotational inertia as calculation factors, but the scheme cannot be well applied to the industrial vehicle with extremely large load change. Especially for the forklift used for the new energy electric warehouse, the load change of the cargo fork end is large, the weight change is about 0-3.5 tons, and the working conditions of heavy load and light load cannot be simultaneously covered according to the traditional feedforward calculation scheme based on the acceleration; in addition, the feedforward value required for the high-speed and low-speed movement is different. An erroneous feed forward value not only does not play a role as intended, but also increases the burden on the loop regulator.
Furthermore, on the one hand, due to the differences in understanding to the person skilled in the art; on the other hand, since the applicant has studied a great deal of literature and patents when making the present invention, but the disclosure is not limited thereto and the details and contents thereof are not listed in detail, it is by no means the present invention has these prior art features, but the present invention has all the features of the prior art, and the applicant reserves the right to increase the related prior art in the background.
Disclosure of Invention
Aiming at the defects of the prior art, the invention provides a method for improving the acceleration and deceleration dynamic performance of an industrial vehicle, which comprises the steps of obtaining at least one running parameter of the electric industrial vehicle, using the running parameter as a first feedforward calculation factor to carry out combined operation with a first correction coefficient so as to obtain first feedforward quantity curve data, obtaining a second feedforward calculation factor based on the starting moment of dynamic adjustment, combining the second feedforward calculation factor with the first feedforward curve data to obtain a feedforward adjustment value, and selectively outputting the feedforward adjustment value to a regulation instruction under the judgment of a given threshold value.
Aiming at the problems that a sensor with lower precision has to be used by a new energy electric industrial vehicle, particularly an industrial forklift in consideration of cost, and simultaneously contradiction is generated due to the requirement of a customer on continuous control feeling of the industrial vehicle in the reverse direction based on driving feeling when the vehicle is actually used. And for the moment of introducing feedforward, judging by setting a threshold point of the difference value between the target rotating speed and the actual rotating speed: when the actual rotating speed difference is within the range of the speed difference threshold value, the speed regulator has considerable rotating speed following capability and does not need feedforward interference; and when the actual speed difference is larger than the set threshold range, introducing feedforward. Calculated values for feed forward: the real-time rotating speed and the instantaneous speed of the motor at the time of sampling and holding and needing to introduce feedforward are jointly used as feedforward calculation factors for calculation. The calculation mode fuzzily processes the calculation mode of acceleration feedforward/friction feedforward, a relatively stable feedforward is used for giving, the burden of a PI regulator is greatly reduced, and then the unrefined calculation part of the feedforward is made up by means of the robustness of the regulator. The method does not need to increase or change the original sensor configuration of the vehicle, can realize all functions of feed-forward lead-in values, lead-in moments and the like only by using a conventional sensor with lower precision, and has good applicability.
By the algorithm mechanism, the problem of the feed forward quantity when and how much is solved. The working conditions of light load, heavy load, high speed and low speed of the system can be considered.
Compared with the prior art, the method has the advantages that firstly, compared with the traditional feedforward calculation, the method can adapt to the application scene with great load change; secondly, a complicated flow of table lookup and refinement is required according to the rotating speed difference and the position difference, and the method is simplified into a single selection of whether feedforward is required to be introduced or not depending on the robustness of a PI regulator, so that a complicated speed difference and position difference calibration process is avoided; thirdly, fussy feedforward setting calculation is fuzzified into a result of simple input and output, and the possibility of counteracting the system due to feedforward calculation errors is reduced.
Preferably, at least one of the operating parameters of the vehicle is obtained based on an anticipated control objective, which is the purpose of the control procedure or procedures selected manually or automatically during the operation of the vehicle this time.
Preferably, the first correction coefficient is configured to be a fixed value or a variable value according to a degree of uniformity of the adjustment difficulty of the first feedforward calculation factor in a range from a minimum value to a maximum value.
Preferably, when the uniformity is higher than a preset difficulty determination threshold, the first correction coefficient is set to a fixed value.
Preferably, when the degree of uniformity is lower than a preset difficulty determination threshold, the first correction coefficient is set to a variation value, where the variation includes at least gradually increasing and gradually decreasing variations.
Preferably, the continuously detected operating parameter is switched off based on the instant at which the dynamic adjustment is started and the last sample-and-hold instantaneous operating parameter is taken as a second feedforward calculation factor for calculating the feedforward adjustment value.
Preferably, the instant at which the dynamic regulation starts is determined on the basis of the instant of generation of a heuristic signal, i.e. a control signal used at the instant of start of the dynamic regulation to control the change of one or several operating parameters of the vehicle or a purposeful change of a specific directional amplitude.
Preferably, at least one of the operating parameters relating to the electric working vehicle is implemented by a sensor with speed/position vehicle/current measurement functionality provided on the vehicle.
Preferably, after obtaining the feedforward adjustment value, it is determined whether a difference between a commanded speed described or adjusted by the feedforward adjustment value and an actual speed of the industrial vehicle detected by the sensor exceeds the given threshold, and the feedforward adjustment value is controlled to act on the command when the difference exceeds the given threshold.
Preferably, the feedforward adjustment value obtained by combining the first feedforward calculation factor and the first correction coefficient is continuously changed correspondingly with the continuous change of the first feedforward technique factor.
Drawings
FIG. 1 is a topological diagram of an industrial vehicle control system to which the present invention is directed;
FIG. 2 is a block diagram of a feedforward control algorithm provided by the present invention;
FIG. 3 is a schematic diagram of a feed forward value calculation of the present invention;
in the figure: k1, a first correction coefficient; k2, a second feedforward calculation factor; k3, setting a threshold judgment parameter.
Detailed Description
The following detailed description is made with reference to the accompanying drawings.
As shown in fig. 1, 2 and 3, the present invention provides a method for improving acceleration/deceleration dynamic performance of an industrial vehicle, which is used for driving control of the industrial vehicle, especially for controlling the acceleration/deceleration dynamic performance of the industrial vehicle. At present, for industrial vehicles commonly used in factories or engineering, the power adjustment or control of the industrial vehicles is not completely equivalent to that of a control system related to a civil vehicle, and since the industrial vehicles have a high load adjustable range, dynamic performance, mechanical structure and transmission structure which are significantly different from that of the civil vehicle, a set of special power control scheme for the industrial vehicles needs to be designed, and the details of the power control scheme to the industrial vehicles in the aspect of power output related to acceleration and deceleration are different from that of the civil vehicle due to the fact that the load of the industrial vehicles is usually variable and has a large range, for example, the load range of some forklifts is about 0 to 3.5 tons, the parameters of the power of the industrial vehicles receiving the starting control command and outputting the power outwards are different from the actual operation condition of the engineering vehicles driven to act, and the differences are greatly different when the engineering vehicles are in different conditions (for example, under the different loads), therefore, aiming at the problem that the power control of the engineering vehicle can not follow or exceed the actual situation frequently, a method or a control unit of feedforward compensation control is introduced into the control system of the engineering vehicle. The feedforward control means that a unit in charge of control sends an instruction to a controlled component to drive the controlled component to perform one or more actions, meanwhile, a control unit detects the action condition of the controlled component at any moment, calculates and monitors the difference between the real-time action condition and a preset target requirement, and when the difference exceeds a threshold value, the difference between the condition of the controlled component actually controlled to generate the action and the preset requirement reaches an unacceptable degree, at the moment, the control unit calculates a feedforward control parameter by using the calculated difference as a calculation factor, and applies the feedforward control parameter to an instruction for correcting or compensating the action of the controlled component through another control channel with higher priority, and in general, the control unit sends initial control information and the feedforward control parameter during the initial control information to the controlled component before the controlled component finishes the action, the purpose is to make the action condition of the controlled unit more accurate, smooth and accord with the expected action assumption. The feedforward is characterized in that after the disturbance is generated, before the variable which is controlled to generate the change is not changed, the control is carried out according to the disturbance magnitude so as to compensate the influence of the disturbance action on the controlled variable. That is, feedforward control is a predictive or regularly described method of solving the problem of future deviations in the controlled variable. Compared with a feedback control system, the control method can control in a more timely manner and is not influenced by system lag. The general feedforward control scheme or control scheme adopted by the control module for the industrial vehicle in the prior art basically calculates a feedforward value by using a mode of detecting vehicle acceleration and estimated rotational inertia, and the specific process is approximately that a feedforward value for control is formed by searching and matching a two-dimensional table of the relation between preset detection factors and feedforward control parameters when a detection error exceeds a preset undershoot threshold value according to the acceleration detected at the moment of starting, stopping or shifting of the engineering vehicle or the real-time rotating speed of a driving part or at a transient fine moment, namely the generation of the feedforward value is completed based on a lookup table. However, since the prior art solutions use a look-up table to generate the feedforward values, i.e., the selectable range of feedforward values is relatively fixed, the prior art proposal can generate the feedforward value well for the vehicle working condition that the detection factor changes little or changes within the expected range, but has poor applicability to the feedforward adjustment of the industrial vehicle with large dynamic change, because the conditions of high load change range, various working conditions, overload and the like of the industrial vehicle often occur, the detection factors automatically detected by adopting the prior art exceed the range, a reasonable feedforward value cannot be obtained by a lookup table, the system robustness is not strong, and the problem of exceeding the range is easy to occur, in addition, numerical values and threshold values such as table lookup, error tracking, undershoot judgment and the like are judged fussy, and engineering realization is complex.
In the embodiment, the traditional lookup table is not adopted, but the fuzzification design is carried out on the basis of the feedforward process of calculating mechanical or electromechanical parameters, so that the calculation range and the amplitude can be promoted to multi-stage or even stepless transformation, a feedforward output curve can be formed, theoretically, any feedforward output value on the curve can be obtained correspondingly according to the specific vehicle state at the control starting moment, the lookup table step is not needed in the process, and the feedforward output value can be obtained directly according to the curve and the corresponding vehicle state.
Specifically, the present embodiment includes at least the following steps. And acquiring at least one operating parameter of the vehicle, and performing combined operation on the at least one operating parameter or the plurality of operating parameters as a first feedforward calculation factor and the first correction coefficient to obtain first feedforward quantity curve data. Wherein the operation parameters are any action parameters that can be obtained by a detector arranged on the work vehicle and are related to the work vehicle during operation, the parameters include but are not limited to vehicle speed, acceleration, tire rotation speed, power output power, output energy, driving motor rotation speed, driving torque and the like, the operation parameters are possible to be directly controlled or indirectly controlled in actual vehicle control, for example, most common adjustment of the work vehicle speed, such as vehicle starting or braking process or variable speed running process of the vehicle during running, the macro adjustment parameter is the vehicle speed or acceleration of the work vehicle, the micro adjustment parameter is the output power, the change of the motor rotation speed and the like, and in other cases, the driving torque parameter needs to be adjusted to improve the trafficability of the work vehicle in steep slopes, in this case, the drive torque is the controlled object. It can therefore be seen that the acquisition of the operating parameters of the vehicle is selected based on the anticipated control targets, i.e., targets that are manually selected or automatically triggered, like the acceleration or deceleration, passing changes, etc., of the vehicle described above. The selected operation parameters in the current feedforward process are used as first feedforward calculation factors, corresponding to the first feedforward calculation factors, a corresponding first correction coefficient exists, the first correction coefficient is different for different first feedforward calculation factors, for example, when the rotation speed is selected as the first feedforward calculation factor, the first correction coefficient is a speed-related correction coefficient, in this case, the formation of the correction coefficient is at least formed based on a speed theory or empirical data obtained by a speed-related practical experiment; when the first feedforward calculation factor is selected as the drive torque, the first correction factor needs to be formed at least empirically with respect to dynamics or corresponding transmission practice. The first correction coefficient is selected to be a fixed value which can at least adjust and control the first feedforward calculation factor under the condition that the corresponding first feedforward calculation factor is changed in a large range. Preferably, the first correction factor is configured to be a fixed value or a variable value in accordance with the uniformity of the degree of difficulty of adjustment of the first feedforward calculation factor with a change in the range from the minimum value to the maximum value. Specifically, the first feedforward calculation factor is acquired from an operation parameter of an actual vehicle in operation, actual values of the parameter in different time periods or moments are different, and in summary of collected data for numerous times, a change range of the first feedforward calculation factor has at least one maximum value and one minimum value, in terms of the running speed, when the speed of the vehicle running along any direction vector is calculated as a positive value or a modulus, the minimum value of the running speed is generally zero, namely the situation that the engineering vehicle stops, the maximum value is generally a maximum speed which can be reached by the engineering vehicle, and the maximum speed is a maximum speed which can be reached by the engineering vehicle comprehensively determined under body factors such as energy of the engineering vehicle, strength of the vehicle and the like. The uniformity degree of the adjustment difficulty refers to the corresponding degree of the feedforward adjustment value of the operation parameter along with the change range of the operation parameter under the condition that a certain operation parameter of the engineering vehicle changes within the range from the minimum value to the maximum value, and under the condition that the uniformity degree is very high or higher than a preset difficulty judgment threshold value, the change range of the operation parameter is consistent or approximately consistent with the change condition of the corresponding feedforward adjustment value, that is, if the operation parameter or a first feedforward calculation factor is taken as an independent variable and the feedforward adjustment value is taken as a dependent variable, at this moment, a first correction coefficient is a fixed value or can be set as a fixed value, so that a relation image of the operation parameter and the feedforward adjustment value is a linear relation with a certain slope, and the slope is just the first correction coefficient; conversely, if they do not match, the relationship image of the two is configured in a nonlinear curve form, and the change of the first correction coefficient can be obtained by deriving the curve, that is, in the case where the adjustment value for performing the feed-forward adjustment is different for a certain operating parameter having a different value, for example, for a vehicle having a large moving speed, the braking force required for controlling the braking is relatively larger than that for the same vehicle having a small moving speed, and the feed-forward adjustment value for correcting the large inertia braking force is relatively larger in maintaining the accuracy of the control as the feed-forward.
The obtained plurality of feedforward adjusting values take the first feedforward calculating factor as an independent variable to obtain the first feedforward quantity curve data through connection, namely the curve, and aiming at the transient time of starting control, the selected feedforward adjusting value of which amplitude is obtained by combining the second feedforward calculating factor collected at the moment of starting control with the first feedforward quantity curve data. In particular, the actual operating parameter N detected by the detector which continuously detects the operating parameter is disconnected as a criterion by the instant of generation of the heuristic signal or divided as a node, based on the instant of initiation of the dynamic regulationPractice ofAt this time, the data sampled last by the detector is taken as the instantaneous operation parameter N of the sample holdInstantaneous moment of actionConsidered as the second feedforward calculation factor that calculates the magnitude of the feedforward clipping value. And calculating a feedforward adjusting value which accords with the change of the first correction coefficient based on the second feedforward calculation factor as an independent variable in the first feedforward quantity curve, wherein the feedforward adjusting value determines the amplitude value given by feedforward, namely, the feedforward system obtains the feedforward adjusting value by taking the data collected at the moment of keeping the transient time for starting control as a calculation basis, and the feedforward adjusting value accords with the actual running condition of the vehicle at the moment of dynamically adjusting. The above-mentioned elicitation signal is a control signal for controlling a change in one or several operating parameters of the vehicle or a purposeful change of a specific directional amplitude at the starting instant of the dynamic regulation, for example a control command for braking the running work vehicle, orThe operator sends a starting control command to the stationary engineering vehicle, the heuristic signal acts as a signal command for mainly controlling one or more controlled objects on the engineering vehicle to act or change the action amplitude, and the signal command is not equivalent to the function of feed-forward regulation, and on the contrary, the feed-forward regulation process is a functional step for regulating the follow-up performance of the controlled object in the heuristic signal control process. The perception here can be extended to determine how the onset of motion of the heuristic signal, in conjunction with the accuracy of the sampling, determines the amplitude of the feedforward generation.
Preferably, after the generation of the feed-forward adjustment value, it is not applied directly to the control process regulating the heuristic signal, but is applied to the adjustment process in case the difference between the actually detected operating parameter and the expected operating parameter commanded by the heuristic signal is greater than a predetermined decision value. Specifically, a feedforward output control instruction is also present, the instruction is used for controlling whether a feedforward adjustment value is output outwards, the instruction is generated based on the comparison condition of the error between the actual operation parameter and the expected operation parameter and a preset threshold value, when the error between the actual operation parameter and the expected operation parameter is smaller than a given threshold value delta Nref, the feedforward adjustment value is not output outwards, and at the moment, the actual output operation parameter of the controlled object can well follow the expected operation parameter or the change value of the actual output operation parameter of the controlled object; when the error between the actual operating parameter and the expected operating parameter is greater than a given threshold value Δ Nref, a feedforward adjustment value is output outwards, which indicates that the actual output operating parameter of the controlled object cannot follow the expected operating parameter, but has a large deviation, and the feedforward adjustment value is needed to accurately guide the control process to the correct control direction.
As shown in fig. 2, the above-mentioned overall process takes the vehicle brake as an example, the collected actual rotating speed is used as a first feedforward calculation factor and is combined with a first correction coefficient to calculate to obtain first feedforward quantity curve data describing the first feedforward calculation factor as an independent variable and the feedforward adjustment value as a dependent variable, as shown in fig. 3, the process can be completed under the condition that any different actual rotating speed collected at any time when the engineering vehicle runs is used as a calculation factor, and the variation range and the corresponding condition of the first feedforward quantity of the vehicle actual rotating speed in the process of changing from the minimum value to the maximum value can be obtained through the process. When the enlightening signal is generated to control the vehicle to brake, the enlightening signal, namely the brake signal is generated to instantly disconnect the detection of the detector, the actual rotating speed of the vehicle detected by the detector for the last time is used as a second feedforward calculation factor to calculate a corresponding feedforward adjusting value in the first feedforward quantity curve data, the difference is made between the actual rotating speed detected in real time and the expected rotating speed expected by the current regulation, the feedforward adjusting value is not output when the formed difference is within a given threshold value, and the feedforward adjusting value is output when the difference exceeds the given threshold value.
The invention adopts a feedforward self-adaptive method to calculate the time of introducing feedforward and calculate how to currently control the feedforward value of the demand. And for the moment of introducing feedforward, judging by setting a threshold point of the difference value between the target rotating speed and the actual rotating speed: when the actual rotating speed difference is within the range of a given threshold value delta Nref, the speed regulator has considerable rotating speed following capacity and does not need feedforward interference; feed forward is introduced when the actual speed difference is greater than a given threshold Δ Nref range. Calculated values for feed forward: the real-time rotating speed and the instantaneous speed of the motor at the time of sampling and holding and needing to introduce feedforward are jointly used as feedforward calculation factors for calculation. The calculation mode fuzzily processes the calculation mode of acceleration feedforward/friction feedforward, a relatively stable feedforward is used for giving, the burden of a PI regulator is greatly reduced, and then the unrefined calculation part of the feedforward is made up by means of the robustness of the regulator.
In one embodiment of the present invention, the feedforward adjustment method according to the present invention is used for controlling an industrial vehicle, especially an electric vehicle such as a forklift in the industrial vehicle, as shown in fig. 1, which is a control system topology diagram of the industrial vehicle, and for the speed control of the vehicle, a speed command input is set as a speed knob or an accelerator pedal signal in an acceleration condition, and a brake pedal signal in a deceleration condition, which are detected by sensors arranged on a button, a push rod and a pedal. These signals are indicative of control operations on the vehicle intended by the actual operator of the vehicle, such as controlling acceleration and deceleration of the vehicle. The acceleration signal or the braking signal is sent to a motor control module, and unlike the common fuel oil engine industrial vehicle, the motor industrial vehicle directly uses the motor to drive the tires of the vehicle to realize the movement of the vehicle, so the speed change signal is directly transmitted to the motor control module and processed into an instruction for controlling the output parameter of the motor to further control the output of the motor. The motor control module sends the processed speed control signal to the main drive motor to directly act on the main drive motor to realize direct control. According to different driving modes of industrial vehicles, the electric industrial vehicles have different driving modes, wherein one mode is a scheme that a central output motor is matched with a transmission system of a traditional vehicle to drive the vehicle, the transmission system comprises a clutch, a transmission, a direction joint, a transmission shaft and the like, one of the general functions of the system is to convert the rotation of the central output motor into the driving of at least one driving wheel, and the difference between two-wheel drive and four-wheel drive is generally provided, and in the mode, only one central output motor is generally provided, which is similar to the condition that the number of engines of an automobile using a fuel engine is single; another way is to use a driving mode specific to electric driving, i.e. a distributed motor driving mode, in which an electric driving extension set is arranged on a rotating shaft of each wheel or at least most of the wheels of the vehicle, each extension set can independently rotate according to different rotation parameters, and accordingly, each tire linked with the electric driving extension set can actively rotate to drive the vehicle to run.
The feedforward control module designed by the invention starts from a motor control link to generate control, so that the motor control module in the embodiment further comprises an adaptive feedforward control unit, and sensors for speed/position measurement/current measurement are also arranged on the main drive motor for other purposes or specially, the sensors are arranged on the main drive motor to obtain the actual motor output condition, and the sensors and the main drive motor can be combined to be called as a motor and a sensor module. According to the feedforward control scheme of the invention, the interaction mode of the working data stream or the control command stream of the control system with the adaptive feedforward control unit is as follows for the overall control system of the industrial vehicle in the embodiment.
The speed/current control module in the motor control module controls the speed of the industrial vehicle driven by the output of the main drive motor by intermittently or continuously sending speed/current control instructions to the main drive motor which provides power for the industrial vehicle. The speed/current control command is generated or adjusted based on a speed command input consisting of a speed knob/accelerator pedal/brake pedal signal generated by a driver manually operating a knob, push rod, pedal, which components or operable portions may be referred to as speed command input. In the operation process of the industrial vehicle, a speed/position measurement/current sensor arranged at any or characteristic position on a link from a main driving motor to a wheel transmission system acquires actual operation parameters related to the vehicle, the actual operation parameters are returned to an adaptive feedforward module arranged in a motor control module, the actual operation parameters are used as a first feedforward calculation factor to be subsequently processed, the adaptive feedforward module multiplies the first feedforward calculation factor by a first correction coefficient K1 to obtain a feedforward adjustment value, and a plurality of first feedforward quantities changing along with the changed first feedforward calculation factor can form first feedforward quantity curve data according to corresponding relations. This first feedforward quantity curve data is retained as a data template in the memory of the motor control module or the adaptive feedforward module. The speed instruction generated based on the operation of the industrial vehicle driver to the speed instruction input end, at the same time, because the speed instruction reflects the expectation of the driver to dynamically adjust the operation vehicle, the speed instruction can be regarded as an initiating signal at least comprising the information of the time point when the driver starts to dynamically adjust, the initiating signal is instantaneously transmitted to the motor control module, the latter extracts the time point information and transmits the time point information to the sensor of speed/position measurement/current measurement in the shortest time allowed by the system, and the sensor immediately receives the time point information and then sends the instantaneous rotating speed sampling holding parameter detected at the current time point, namely the actual operation parameter, as the second feedforward calculation factor K2 to the adaptive feedforward module in the motor control module. And the self-adaptive feedforward module receives the second feedforward calculation factor K2 and then carries out comparison calculation on the second feedforward calculation factor K2 and the pre-stored first feedforward quantity curve data to obtain a characteristic feedforward adjustment value corresponding to the second feedforward calculation factor K2. However, in the present invention, the characteristic feedforward adjustment value obtained by the adaptive feedforward module does not directly act on the main drive motor at the rear end of the control chain, but a determination process is performed in advance, and additionally, a determination switch unit is further provided in the motor control module, and the determination switch unit is provided on a communication link between the characteristic feedforward adjustment value and the main drive motor to control whether the characteristic feedforward adjustment value can act on the main drive motor. Specifically, the determination switch unit determines a difference between a command parameter represented or regulated by the characteristic feedforward adjustment value and an actual parameter detected by the sensor, in this embodiment, the command parameter and the actual parameter are a rotation speed or a vehicle speed, and data adopted when the command parameter and the actual parameter are determined by the command parameter and the actual parameter are very close in time, and data are generated at approximately the same time, if the difference is smaller than a given threshold Δ Nref, the determination switch unit selects to close an action channel of the characteristic feedforward adjustment value to the main drive motor, and correspondingly generates a given threshold determination parameter K3, at this time, K3 may be assigned by a signal, symbol or numerical value representing closing, for example, a value 0 in a binary system is selected as a control signal for channel closing, and may also select an "OFF" value. If the difference is greater than the given threshold value Δ Nref, the decision switch unit selects the active channel for communicating the characteristic feed-forward regulation value to the main drive motor, and accordingly also generates the given threshold decision parameter K3, where K3 is also assigned by a signal, sign or value indicating turn-ON, e.g., a value of 1 in binary is selected as the control signal for channel turn-ON, and also an "ON" value may be selected.
It should be noted that the above-mentioned embodiments are exemplary, and that those skilled in the art, having benefit of the present disclosure, may devise various arrangements that are within the scope of the present disclosure and that fall within the scope of the invention. It should be understood by those skilled in the art that the present specification and figures are illustrative only and are not limiting upon the claims. The scope of the invention is defined by the claims and their equivalents. The present description contains several inventive concepts, such as "preferably", "according to a preferred embodiment" or "optionally", each indicating that the respective paragraph discloses a separate concept, the applicant reserves the right to submit divisional applications according to each inventive concept.
Claims (8)
1. A method for improving the acceleration and deceleration dynamic performance of an industrial vehicle,
it is characterized in that the preparation method is characterized in that,
a process of acquiring at least one operating parameter of the electric industrial vehicle and performing combined operation on the operating parameter as a first feedforward calculation factor and a first correction coefficient to acquire first feedforward quantity curve data, acquiring a second feedforward calculation factor based on a dynamic regulation starting moment and combining the second feedforward calculation factor with the first feedforward quantity curve data to acquire a feedforward regulation value, wherein the feedforward regulation value is selectively output to a regulation instruction under the judgment of a given threshold value;
switching off the continuously detected operating parameter based on the instant of starting the dynamic regulation and taking the last sampling-held instant operating parameter as a second feedforward calculation factor for calculating the feedforward regulation value;
the first correction coefficient is formed into a fixed value or a variable value according to the uniform degree of the adjusting difficulty of the first feedforward calculation factor under the change of the range from the minimum value to the maximum value;
the self-adaptive feedforward module arranged in the motor control module multiplies the first feedforward calculation factor by the first correction coefficient to obtain a feedforward adjustment value, and a plurality of first feedforward quantities changing along with the changing first feedforward calculation factor can form first feedforward quantity curve data according to the corresponding relation;
and the self-adaptive feedforward module receives the second feedforward calculation factor and then carries out comparison calculation on the second feedforward calculation factor and pre-stored first feedforward quantity curve data to obtain a characteristic feedforward adjustment value corresponding to the second feedforward calculation factor.
2. A method according to claim 1, characterized in that at least one of said operating parameters of the vehicle is obtained on the basis of an anticipated control objective which is the purpose of the control procedure or procedures selected this time, either manually or automatically, during the operation of the vehicle.
3. The method according to claim 1 or 2, characterized in that the first correction coefficient is set to a fixed value when the degree of uniformity is higher than a preset difficulty determination threshold.
4. The method according to claim 1 or 2, characterized in that when the degree of uniformity is below a preset difficulty determination threshold, the first correction coefficient is set to a variation value, wherein the variation includes at least gradually increasing and gradually decreasing variations.
5. Method according to claim 1 or 2, characterized in that the moment at which the dynamic adjustment starts is determined on the basis of the moment of generation of a heuristic signal, i.e. a control signal at which the moment at which the dynamic adjustment starts is used to control one or several operating parameters of the vehicle to change or a purposeful change of a specific directional amplitude.
6. Method according to claim 1 or 2, characterized in that at least one of said operating parameters relating to the electric working vehicle is implemented by a sensor with speed/position vehicle/current measuring function arranged on the vehicle.
7. Method according to claim 1 or 2, characterized in that after obtaining the feed forward adjustment value it is determined whether the difference between the commanded speed described or adjusted by the feed forward adjustment value and the actual speed of the industrial vehicle detected by the sensor exceeds the given threshold value, and that the feed forward adjustment value is controlled to act on the regulation of the command when the difference exceeds the given threshold value.
8. The method according to claim 1 or 2, wherein the feedforward adjustment value obtained by the combined operation of the first feedforward calculation factor and the first correction coefficient is correspondingly continuously changed along with the continuous change of the first feedforward calculation factor.
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| CN102019927B (en) * | 2010-12-14 | 2015-04-22 | 湖南南车时代电动汽车股份有限公司 | Method and device for controlling auxiliary power unit of tandem hybrid vehicle with feedforward |
| CN111090237A (en) * | 2019-11-08 | 2020-05-01 | 华南理工大学 | Robust feedforward controller and high-frequency gain compensator optimization method |
| CN110861090B (en) * | 2019-12-03 | 2021-04-06 | 泉州华中科技大学智能制造研究院 | Torque feedforward control system and method |
| CN111590568B (en) * | 2020-05-14 | 2023-05-16 | 平安科技（深圳）有限公司 | Method and device for processing signals of robot arm, computer equipment and storage medium |
| CN112051726B (en) * | 2020-07-27 | 2023-08-11 | 北京控制工程研究所 | Position feedforward control method based on linear tracking differentiator |
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| CN105676896A (en) * | 2016-01-06 | 2016-06-15 | 西安交通大学 | Feed-forward control method for robot servo system |
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