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WO2018121601A1 - Procédé et appareil de commande d'entraînement anti-patinage pour automobile électrique à quatre roues motrices - Google Patents

Procédé et appareil de commande d'entraînement anti-patinage pour automobile électrique à quatre roues motrices Download PDF

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Publication number
WO2018121601A1
WO2018121601A1 PCT/CN2017/118967 CN2017118967W WO2018121601A1 WO 2018121601 A1 WO2018121601 A1 WO 2018121601A1 CN 2017118967 W CN2017118967 W CN 2017118967W WO 2018121601 A1 WO2018121601 A1 WO 2018121601A1
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WO
WIPO (PCT)
Prior art keywords
wheel
torque
driving
speed
skid
Prior art date
Application number
PCT/CN2017/118967
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English (en)
Chinese (zh)
Inventor
廉玉波
凌和平
陈昊
田果
魏新铭
Original Assignee
比亚迪股份有限公司
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Publication of WO2018121601A1 publication Critical patent/WO2018121601A1/fr

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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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/10—Indicating wheel slip ; Correction of wheel slip
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/46—Wheel motors, i.e. motor connected to only one wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present application relates to the field of electric vehicle technology, and in particular to a driving anti-skid control method for a four-wheel drive electric vehicle and a driving anti-skid control device for the four-wheel drive electric vehicle.
  • a four-wheel hub electric vehicle anti-skid control method is proposed. Specifically, the optimal slip ratio of the wheel is calculated in real time by the road surface recognition algorithm, and the desired rotational speed of the wheel is calculated from the optimal slip ratio of the wheel.
  • the compensation torque of the wheel is calculated; if the wheel is slipping, the desired wheel speed is taken as the control target, and the compensation torque is calculated by the PI controller of the wheel speed, if the wheel does not slip, the compensation turns The moment is zero; at the same time, the vehicle speed control takes the desired vehicle speed as the control target, and calculates the command torque of the motor according to the vehicle speed controller; finally, the previously added compensation torque and the command torque are added and input into the motor to realize the four-wheel hub. Electric vehicle anti-skid control.
  • the above technique requires road surface recognition first, then calculates the optimal slip ratio, and controls with the optimal slip rate as the target.
  • the speed difference of the wheel speed increases with the increase of the vehicle speed during driving, which causes the vehicle to skid and the direction cannot be controlled, and the road surface identification itself also causes a certain error, so the optimal slip ratio It is not practical to control the target.
  • the present invention aims to solve at least one of the technical problems in the above-mentioned techniques to some extent.
  • a first object of the present invention is to provide a driving slip control method for a four-wheel drive electric vehicle.
  • the control method can stabilize the difference between the wheel speed and the vehicle speed within the corresponding target difference range, so as to maintain a suitable slip ratio, without the need for road surface recognition, reducing the error caused by the road surface recognition, and being more practical. value.
  • a second object of the present invention is to provide a drive slip control device for a four-wheel drive electric vehicle.
  • a first aspect of the present invention provides a driving slip control method for a four-wheel drive electric vehicle, comprising the steps of: detecting a wheel speed of four wheels of the electric vehicle and a depth of an accelerator pedal; Estimating the vehicle speed of the electric vehicle according to the wheel speeds of the four wheels, determining a target difference between the vehicle speed and the wheel speed according to the vehicle speed, and acquiring a demand torque of the electric vehicle according to the depth of the accelerator pedal
  • the driving slip prevention method of the four-wheel drive electric vehicle estimates the vehicle speed of the electric vehicle according to the wheel speeds of the four wheels of the electric vehicle, and obtains the target difference between the vehicle speed and the wheel speed according to the vehicle speed, and according to the accelerator pedal
  • the depth acquires the demand torque of the electric vehicle, and then drives the anti-skid control of the wheel corresponding to the wheel speed according to the wheel speed, the vehicle speed, the target difference, and the demand torque.
  • a second aspect of the present invention provides a driving anti-skid control device for a four-wheel drive electric vehicle, comprising: a detecting module for detecting a wheel speed of the electric vehicle and a depth of an accelerator pedal; and an estimating module, Means for estimating a vehicle speed of the electric vehicle according to the wheel speed; determining a module, configured to determine a target difference between the vehicle speed and the wheel speed according to the vehicle speed; and acquiring a module for using the accelerator pedal a depth of the demand torque of the electric vehicle; a control module, the control module being respectively connected to the detection module, the estimation module, the determination module, and the acquisition module, for The vehicle speed, the target difference value, and the demand torque drive the slip control of the wheel corresponding to the wheel speed.
  • the driving anti-skid control device for the four-wheel drive electric vehicle estimates the vehicle speed of the electric vehicle according to the wheel speed of the four wheels of the electric vehicle through the estimating module, and determines the target difference between the vehicle speed and the wheel speed according to the vehicle speed by the determining module.
  • the value, and the acquisition module acquires the required torque of the electric vehicle according to the depth of the accelerator pedal, and then controls the anti-skid control of the wheel corresponding to the wheel speed according to the wheel speed, the vehicle speed, the target difference and the demand torque through the control module.
  • the difference between the wheel speed and the vehicle speed can be stabilized within the corresponding target difference range, the appropriate slip ratio can be maintained, and the road surface recognition is not required, the error caused by the road surface recognition is reduced, and the utility model has more practical value. .
  • FIG. 1 is a flow chart of a method for driving slip prevention of a four-wheel drive electric vehicle according to an embodiment of the present invention
  • step S3 is a specific flowchart of step S3 in the method for driving slip prevention of a four-wheel drive electric vehicle according to an embodiment of the present invention
  • FIG. 3 is a schematic diagram showing the principle of a driving slip control method for a four-wheel drive electric vehicle according to an embodiment of the present invention
  • 4a and 4b are respectively a graph of joint simulation of Carsim and Simulink when the anti-skid function is not activated and the anti-skid function is activated according to an embodiment of the present invention
  • FIG. 5 is a graph of a real vehicle matching test for driving slip control of a four-wheel drive electric vehicle according to an embodiment of the present invention
  • FIG. 6 is a flow chart of a method for driving slip prevention of a four-wheel drive electric vehicle according to another embodiment of the present invention.
  • FIG. 7a-7g are schematic views respectively showing road conditions in which an electric vehicle is in accordance with another embodiment of the present invention.
  • FIG. 8 is a graph showing actual vehicle test data of an electric vehicle from a low attached road surface to a high attached road surface according to another embodiment of the present invention.
  • FIG. 9 is a graph showing actual vehicle test data of an electric vehicle from a high attached road surface to a low attached road surface according to another embodiment of the present invention.
  • FIG. 10 is a graph showing actual vehicle test data of an electric vehicle on a facing road surface according to another embodiment of the present invention.
  • FIG. 11 is a block diagram showing the structure of a driving slip control device for a four-wheel drive electric vehicle according to an embodiment of the present invention.
  • a driving slip control method for a four-wheel drive electric vehicle and a driving anti-skid control device for a four-wheel drive electric vehicle according to an embodiment of the present invention will be described below with reference to the accompanying drawings.
  • the driving slip prevention method of the four-wheel drive electric vehicle includes the following steps:
  • the wheel speed of each wheel of the electric vehicle can be detected by a wheel speed sensor mounted on each wheel of the electric vehicle, and the depth of the accelerator pedal can be detected by a displacement sensor mounted on the accelerator pedal.
  • the wheel speed sensor may be, but not limited to, a magnetoelectric wheel speed sensor, a Hall type wheel speed sensor, or the like.
  • the minimum wheel speed method can be employed.
  • the minimum wheel speed of the four wheels can be taken as the vehicle speed; (2) the slope method.
  • the average acceleration that the electric vehicle can achieve on various road surfaces is determined. Based on this, in the process of driving the anti-skid control, the initial vehicle speed entering the driving anti-skid control is determined, and the road surface condition and the driving anti-skid are performed.
  • the acceleration of the electric vehicle is determined, and the speed value is calculated in real time according to the speed formula as the reference vehicle speed; (3) the determination method based on the vehicle system dynamics model.
  • the method is based on the model of the whole vehicle and the tire, and can correct the reference vehicle speed in real time, and can better simulate the actual vehicle speed. It can be understood that the method for estimating the vehicle speed in the embodiment of the present invention is not limited to the above three types.
  • the vehicle speed and the target difference there is a correspondence relationship between the vehicle speed and the target difference, and when the vehicle speed is greater than 10 km/h, the corresponding target difference ranges from 1.5 km/h to 2 km/h. If the vehicle speed is 15km/h, the corresponding target difference is 2km/h.
  • the target difference value Dv_aim is not fixed and varies with the change of the vehicle speed.
  • the target difference value Dv_aim is large, and when the vehicle speed is high, the target difference value Dv_aim is small.
  • step S3 further includes the following steps:
  • the PI controller for driving the slip control corresponding to the wheel motor is based on the conventional classical PI control, and the feedback amount (Dvx-Dv_aim) is introduced to correct the proportional coefficient P and the integral coefficient I.
  • Dvx is the difference between the wheel speed and the vehicle speed
  • Dv_aim is the target difference corresponding to the current vehicle speed.
  • the integral coefficient I of the PI controller is corrected according to the difference Dvx between the wheel speed and the vehicle speed and the target difference value Dv_aim, and the proportional coefficient of the PI controller is kept unchanged; and further, the difference value Dvx and the target difference value Dv_aim are used.
  • the difference between the two is used as the feedback value of the PI controller, and the corresponding driving anti-skid torque T_value is output.
  • the proportional coefficient P can be obtained by simulation and real vehicle debugging, and the integral value of the modified PI controller is proportional to the absolute value of (Dvx–Dv_aim). That is, the larger the absolute value, the larger the integral coefficient; the smaller the absolute value, the smaller the integral coefficient; when the absolute value is 0, the integral coefficient is zero.
  • S35 Determine a driving torque of the wheel motor to drive the anti-skid torque. That is, if the driving anti-skid torque is less than the required torque, it is determined that the driving torque of the wheel motor is the driving anti-skid torque.
  • the wheel does not start to drive the anti-skid control function. It can be understood that if the difference between the wheel speed and the vehicle speed is less than or equal to the target difference, the wheel does not start to drive the anti-skid control function, and the driving torque of the wheel motor is the demand torque.
  • FIG. 3 In order to facilitate understanding of the driving slip control method of the four-wheel drive electric vehicle of the above embodiment, it can be illustrated by FIG. 3, FIG. 4a, FIG. 4b, and FIG.
  • the accelerator signal is input through the accelerator pedal of the electric vehicle, and the required torque of the electric vehicle is obtained based on the throttle signal.
  • the wheel speeds of the four wheels of the electric vehicle are detected by the wheel speed sensor, and the vehicle speed of the electric vehicle can be estimated based on the four wheel speeds.
  • the target difference value Dv_aim between the vehicle speed and the wheel speed is obtained based on the vehicle speed, and for each wheel, the difference Dvx between the wheel speed and the vehicle speed can be calculated.
  • the wheel is controlled to drive the anti-skid function.
  • the proportional coefficient P can be kept constant by simulation and real vehicle debugging
  • the integral coefficient I is proportional to the absolute value of (Dvx-Dv_aim), that is, the larger the absolute value, the larger the modified integral coefficient is, absolutely The smaller the value, the smaller the integral coefficient.
  • the integral coefficient is zero.
  • the modified PI controller output driving anti-skid torque, when the driving anti-skid torque is less than the demand torque, the driving torque of the wheel motor is the driving anti-skid torque, and when the driving anti-skid torque is greater than or equal to the required torque, the driving torque of the wheel motor is taken as Demand torque and control the electric car to exit the drive anti-skid function.
  • the wheel of the electric vehicle can be stabilized under the driving anti-skid function, the proper slip ratio is maintained, and the ground driving force of the wheel is increased.
  • the wheel speed of the skid wheel will rise rapidly to the maximum speed of the wheel motor, which cannot be stabilized; as shown in Fig. 4b, After starting the anti-skid function, the wheel can be controlled by the PI controller with a slight slip, so that the wheel speed is gradually stabilized.
  • the test condition is that the low-impedance full throttle starts, taking into consideration the comfort of the driver and the passenger. It can be seen from Fig. 5 that the driving anti-skid control of the invention has better control effect and the real vehicle experience is good.
  • the driving anti-skid control method for the four-wheel drive electric vehicle adjusts the driving torque of the wheel motor by the difference between the wheel speed and the vehicle speed as a control target, if the difference between the wheel speed and the vehicle speed does not exceed the target difference For the value, the drive slip control is not performed. If the difference between the wheel speed and the vehicle speed exceeds the target difference, the drive slip control is performed, and the parameters of the PI controller that drives the slip control are corrected, and the corrected PI control is performed.
  • the drive calculates the slip resistance torque, and the drive torque of the control wheel motor takes the smaller of the drive slip torque and the demand torque.
  • the difference between the wheel speed and the vehicle speed can be stabilized within the corresponding target difference range, the appropriate slip ratio can be maintained, and the road surface recognition is not required, the error caused by the road surface recognition is reduced, and the utility model has more practical value. .
  • the step S2 further includes determining the road condition of the electric vehicle according to the wheel speed of the four wheels and the vehicle speed of the electric vehicle, and the step S3 further includes: according to the road condition and the demand torque.
  • the four wheels are driven to drive slip control.
  • the road conditions include a low-attached road surface, a docking road surface, and a facing road surface.
  • determining the road condition of the electric vehicle according to the wheel speed and the vehicle speed of the four wheels including: determining whether the wheel speed of the four wheels is greater than the vehicle speed; if the wheel speeds of the four wheels are both greater than the vehicle speed, determining that the road condition is low If the wheel speed of the front wheel of the electric vehicle is equal to the vehicle speed, and the wheel speed of the rear wheel is greater than the vehicle speed, it is determined that the road condition is the docking road surface, and the electric vehicle enters the high road surface from the low attached road surface; if the front wheel wheel If the speed is greater than the vehicle speed, and the wheel speed of the rear wheel is equal to the vehicle speed, the road condition is determined to be the docking road surface, and the electric vehicle enters the low road surface from the high-attached road surface; if only one wheel has a wheel speed greater than the vehicle speed, and the other three wheels If the wheel speed is equal to the vehicle speed, it is determined that the road condition is a split road surface, and a single wheel is on a low
  • the same side wheel is on the low attached road surface; if the wheel speed of the one-corner wheel is greater than the vehicle speed, and the wheel speed of the other diagonal wheel is equal to the vehicle speed, it is determined that the road condition is off Surface, and a pair of corner wheels attached in a low road surface; three wheels if the wheel speed is greater than the vehicle speed, the wheel and the other wheel speed is equal to vehicle speed, it is determined that the road is a split road surface, and three wheels are attached to a low road surface.
  • the four wheels of the electric vehicle are controlled to drive the anti-slip function, and each wheel is individually controlled by the corresponding motor.
  • the integral coefficient in the PI controller corresponding to the front wheel motor is respectively increased to increase the front wheel.
  • the anti-skid torque is driven, and when the driving anti-skid torque of the front wheel is greater than or equal to the required torque, the front wheel is controlled to exit the driving anti-skid function.
  • the four wheels start to drive the anti-skid function, the wheel speed is greater than the vehicle speed, and the front wheel enters the high-attached road surface, and the wheel speed is equal to the vehicle speed.
  • the integral coefficient I in the PI controller corresponding to the front wheel motor is increased, and the corresponding driving anti-skid torque will rise rapidly.
  • the front wheel is controlled to exit the driving anti-skid function.
  • the front wheel is controlled to drive the anti-skid function, and the front wheel motor is down-twisted to prevent the front wheel from flying.
  • the front wheel when the wheel enters the low-attached road surface from the high-attached road surface, if the driver's accelerator pedal is deep and the road surface adhesion coefficient is small, the front wheel may suddenly slip. At this time, the front wheel is controlled to immediately start the anti-skid function to reduce the driving torque of the front wheel motor, so that the front wheel does not fly or briefly fly, and the rear wheel does not process when it enters the low road surface, and waits until the rear wheel After entering the low attached road surface, the drive anti-skid function is activated.
  • the preset torque limit difference can be derived by simulation and real vehicle matching.
  • the vehicle speed is low, it can be regarded as the electric vehicle getting out of the trap or driving at a low speed. At this time, only the wheels on the low road surface are controlled to start the anti-skid function, and the other wheels are not processed, that is, the driving torque of the other wheel motors is required.
  • Torque if the vehicle speed is high, it is necessary to properly limit the wheel motor on the high-attachment road that is coaxial with the skid wheel (ie, the wheel on the low road surface), so that the electric vehicle does not have side deflection.
  • the wheel on the low side road is controlled to start the anti-skid function, and the wheel on the high road surface is limited.
  • the driving torque of the wheel motor on the high-attached road surface the corresponding motor torque of the wheel on the low-attached road surface + the preset limit torque difference value.
  • the diagonal wheel that controls the low road surface is activated to drive the anti-skid function, and the diagonal wheel motor is on the low road surface. Make a twist.
  • the diagonal wheel on the low road surface is controlled to start the anti-skid function, so that the motor is down-twisted, and the diagonal wheel on the high road surface does not start to drive the anti-skid function.
  • the corresponding motor does not need to limit the torque and directly respond to the demand torque. It can be understood that there is no side bias in the electric car at this time.
  • the three wheels that are controlled on the low road surface are activated to drive the anti-skid function, and determine whether the vehicle speed is less than the preset vehicle speed; If the vehicle speed is less than the preset vehicle speed, the driving torque of the wheel motor that controls the high-attach road surface is the demand torque; if the vehicle speed is greater than or equal to the preset vehicle speed, the wheel motor on the high-attach road surface is limited to prevent the electric vehicle from being deflected.
  • the driving torque of the wheel motor on the high road surface the driving torque of the wheel motor that is on the low road surface and coaxial with the wheel on the high road surface + the preset torque limit difference.
  • the three wheels are controlled to drive the anti-slip function.
  • the vehicle speed is low, it can be regarded as electric vehicle running at low speed or vehicle getting out of trouble, and the motor with high attached road surface responds to demand torque; if the vehicle speed is high, in order to prevent the electric vehicle from deflecting, the wheel motor with high attached road surface can be appropriately limited.
  • the driving torque of the wheel motor with the high road surface and the driving torque of the wheel motor with the low road surface maintain an appropriate torque difference, so that the vehicle does not occur. Sideways.
  • the driving slip control method for a single wheel in the above embodiment can be used between the wheel speed and the vehicle speed.
  • the driving torque of the wheel motor is PI adjusted according to the difference between the wheel speed and the vehicle speed, and the driving torque control of the wheel is combined with the required torque.
  • the driving anti-skid control method of the four-wheel drive electric vehicle determines the road condition of the electric vehicle according to the wheel speed and the vehicle speed of the four wheels of the electric vehicle, and adopts a corresponding control strategy to drive the electric vehicle according to the road condition.
  • Control and for the wheel that starts the anti-skid control function, when the difference between the wheel speed and the vehicle speed exceeds the target difference, the driving torque of the wheel motor is PI adjusted with the difference between the wheel speed and the vehicle speed as the control target.
  • the wheel does not fly after the electric vehicle starts to drive the anti-skid function, the electric vehicle does not have side deflection, the yaw rate is within a certain range, and the ground adhesion can be utilized to the maximum extent, so that the difference between the wheel speed and the vehicle speed is obtained. Stabilizing within the corresponding target difference range to maintain a suitable slip ratio helps to improve the ability of the electric vehicle to escape.
  • Figure 11 is a block diagram showing the structure of a driving anti-skid control device for a four-wheel drive electric vehicle according to an embodiment of the present invention.
  • the apparatus includes: a detection module 10, an estimation module 20, an acquisition module 30, and a control module 40.
  • the detection module 10 is configured to detect the wheel speeds of the four wheels of the electric vehicle and the depth of the accelerator pedal.
  • the estimation module 20 is for estimating the vehicle speed of the electric vehicle based on the four wheel speeds.
  • the determining module 30 is configured to determine a target difference between the vehicle speed and the wheel speed according to the vehicle speed.
  • the acquisition module 40 is configured to acquire the required torque of the electric vehicle according to the depth of the accelerator pedal.
  • the control module 50 is respectively connected to the detecting module 10, the estimating module 20, the determining module 30 and the obtaining module 40, and the control module 50 is configured to drive the anti-skid control of the wheel corresponding to the wheel speed according to the wheel speed, the vehicle speed, the target difference value and the demand torque. .
  • the corresponding target difference value ranges from 1.5 km/h to 2 km/h, if the vehicle speed is At 15 km/h, the corresponding target difference is 2 km/h.
  • the target difference value Dv_aim is not fixed and varies with the change of the vehicle speed.
  • the target difference value Dv_aim is large, and when the vehicle speed is high, the target difference value Dv_aim is small.
  • the control module 50 is specifically configured to determine whether the difference between the wheel speed and the vehicle speed is greater than a target difference; and when the difference between the wheel speed and the vehicle speed is greater than the target difference, the wheel is controlled.
  • the speed-corresponding wheel starts to drive the anti-skid function
  • the PI controller for correcting the driving anti-skid control of the wheel motor according to the wheel speed, the vehicle speed and the target difference is used to output the corresponding driving anti-skid torque through the corrected PI controller; Whether the torque is less than the required torque; determining that the driving torque of the wheel motor is the driving anti-skid torque when the driving anti-skid torque is less than the required torque; and determining the driving torque of the wheel motor as the demanding torque when the driving anti-skid torque is greater than or equal to the required torque, and controlling the wheel Exit the drive slip function.
  • the wheel corresponding to the wheel speed does not start to drive the anti-skid function, and the driving torque of the wheel motor is the demand torque.
  • the PI controller introduces a feedback amount to correct the proportional coefficient P and the integral coefficient I on the basis of the conventional classical PI control.
  • the control module 50 corrects the PI controller for driving the slip control corresponding to the wheel motor according to the wheel speed, the vehicle speed, and the target difference, so as to output the corresponding driving anti-skid torque through the modified PI controller, specifically for using the wheel speed.
  • the difference value Dvx between the vehicle speed and the target difference value Dv_aim corrects the integral coefficient of the PI controller and keeps the proportional coefficient of the PI controller unchanged.
  • the difference between the difference value Dvx and the target difference value Dv_aim is used as the feedback value of the PI controller, and the corresponding driving anti-skid torque T_value is output.
  • the proportional coefficient P can be obtained by simulation and real vehicle debugging, and the integral value of the modified PI controller is proportional to the absolute value of (Dvx–Dv_aim). That is, the larger the absolute value, the larger the integral coefficient; the smaller the absolute value, the smaller the integral coefficient; when the absolute value is 0, the integral coefficient is zero.
  • the driving anti-skid control device for the four-wheel drive electric vehicle performs PI adjustment on the driving torque of the wheel motor with the difference between the wheel speed and the vehicle speed as a control target, if the difference between the wheel speed and the vehicle speed does not exceed the target difference For the value, the drive slip control is not performed. If the difference between the wheel speed and the vehicle speed exceeds the target difference, the drive slip control is performed, and the parameters of the PI controller that drives the slip control are corrected, and the corrected PI control is performed.
  • the drive calculates the slip resistance torque, and the drive torque of the control wheel motor takes the smaller of the drive slip torque and the demand torque.
  • the difference between the wheel speed and the vehicle speed can be stabilized within the corresponding target difference range, the appropriate slip ratio can be maintained, and the road surface recognition is not required, the error caused by the road surface recognition is reduced, and the utility model has more practical value. .
  • the determining module 30 is further configured to determine the road condition of the electric vehicle according to the wheel speed and the vehicle speed of the four wheels, wherein the road condition includes a low-attached road surface, a docking road surface, and a facing road surface.
  • the control module 50 is configured to drive the anti-skid control of the four wheels according to the road condition and the demand torque.
  • the road conditions include a low-attached road surface, a docking road surface, and a facing road surface.
  • the determining module 30 is specifically configured to: determine whether the wheel speed of the four wheels is greater than the vehicle speed of the electric vehicle; and determine that the road condition is a low-attached road surface when the wheel speeds of the four wheels are both greater than the vehicle speed; When the wheel speed of the front wheel of the electric vehicle is equal to the vehicle speed, and the wheel speed of the rear wheel is greater than the vehicle speed, it is determined that the road condition is the docking road surface, and the electric vehicle enters the high attached road surface from the low attached road surface; the wheel speed of the front wheel is greater than the vehicle speed.
  • the road condition is determined as the docking road surface, and the electric vehicle enters the low road surface from the high-attached road surface; the wheel speed of only one wheel is greater than the vehicle speed, and the wheel speeds of the other three wheels are equal to
  • the road condition is determined to be the off road surface, and the single wheel is on the low road surface; when the wheel speed of the same side wheel is greater than the vehicle speed, and the wheel speed of the other side wheel is equal to the vehicle speed, the road condition is determined as the off road surface, and the same side The wheel is on the low attached road surface; when the wheel speed of the one-corner wheel is greater than the vehicle speed, and the wheel speed of the other diagonal wheel is equal to the vehicle speed, the road condition is determined to be the off-road surface, and the pair of angle wheels are at Attached pavement; three wheels in the wheel speed is greater than the vehicle speed, the wheel and the other wheel when the vehicle speed is equal to the speed determined for the split road surface,
  • control module 50 is specifically configured to control the four wheels of the electric vehicle to start the driving anti-skid function when the road condition is a low-attached road surface, and each wheel is driven by The corresponding motor is controlled separately.
  • control module 50 is specifically configured to increase the integral coefficient in the PI controller corresponding to the front wheel motor when the electric vehicle enters the high-attached road surface from the low-attach road surface.
  • the front wheel is controlled to drive the anti-skid function, and the driving torque of the front wheel motor is respectively reduced to prevent the front wheel from flying.
  • control module 50 is further configured to: determine whether the vehicle speed is less than a preset vehicle speed when only one wheel is on a low road surface; and control when the vehicle speed is less than the preset vehicle speed;
  • the wheel on the low attached road starts to drive the anti-skid function; when the vehicle speed is greater than or equal to the preset speed, the wheel motor on the high-attachment road coaxial with the wheel on the low-attached road is limited to prevent the electric vehicle from being deflected.
  • the driving torque of the wheel motor on the high side road surface coaxial with the wheel on the low side road surface the driving torque of the wheel motor on the low side road surface + the preset limit torque difference value.
  • control module 50 is further configured to: when the same side wheel is on the low road surface, control the wheel on the low side road to start the driving anti-skid function, and
  • the wheel motor of the road surface is torque-limited to prevent side deflection of the electric vehicle.
  • the driving torque of the wheel motor on the high-attached road surface the driving torque of the wheel motor corresponding to the coaxial low-surface road + the preset torque difference value .
  • control module 50 is further configured to: when the diagonal wheel is on the low road surface, control the diagonal wheel on the low road surface to start the driving anti-skid function, The diagonal wheel motor with low road surface is down-twisted.
  • control module 50 is further configured to: when three wheels are on the low road surface, control the three wheels on the low road surface to start the driving anti-skid function, and determine whether the vehicle speed is less than the preset speed.
  • the driving torque of the wheel motor that controls the high-attached road surface is the demand torque; when the vehicle speed is greater than or equal to the preset vehicle speed, the wheel motor on the high-attached road surface is torque-limited to prevent the electric vehicle from appearing.
  • the specific implementation manner of the driving anti-skid control device for the four-wheel drive electric vehicle of the embodiment can be referred to the specific implementation manner of the driving anti-skid control method for the four-wheel drive electric vehicle according to the above embodiment of the present invention, in order to reduce redundancy, Do not repeat it.
  • the driving anti-skid control device of the four-wheel drive electric vehicle determines the road condition of the electric vehicle according to the wheel speed and the vehicle speed of the four wheels of the electric vehicle through the determining module, and adopts a corresponding control strategy according to the road condition by the control module.
  • Driving the anti-skid control of the electric vehicle, and for the wheel that starts the anti-skid control function when the difference between the wheel speed and the vehicle speed exceeds the target difference through the control module, the difference between the wheel speed and the vehicle speed is used as the control target to the wheel
  • the motor's drive torque is PI adjusted.
  • the wheel does not fly after the electric vehicle starts to drive the anti-skid function, the electric vehicle does not have side deflection, the yaw rate is within a certain range, and the ground adhesion can be utilized to the maximum extent, so that the difference between the wheel speed and the vehicle speed is obtained. Stabilizing within the corresponding target difference range to maintain a suitable slip ratio helps to improve the ability of the electric vehicle to escape.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un procédé de commande d'entraînement anti-patinage pour une automobile électrique à quatre roues motrices, comprenant les étapes suivantes : détecter les vitesses de roue de quatre roues d'une automobile électrique et la profondeur d'une pédale d'accélérateur de l'automobile électrique ; estimer la vitesse de véhicule de l'automobile électrique en fonction des vitesses de roue des quatre roues et déterminer une valeur de différence cible entre la vitesse du véhicule et les vitesses de roue en fonction de la vitesse du véhicule ; acquérir un couple requis de l'automobile électrique en fonction de la profondeur de la pédale d'accélérateur ; et réaliser une commande d'entraînement anti-patinage sur les roues correspondant aux vitesses de roue en fonction des vitesses de roue, de la vitesse du véhicule, de la valeur de différence cible et du couple requis. L'invention concerne également un appareil de commande d'entraînement anti-patinage pour l'automobile électrique à quatre roues motrices. Dans une utilisation pratique, la valeur de différence entre les vitesses de roue et la vitesse du véhicule peut être stabilisée dans une plage de valeurs de différence cibles correspondantes de façon à maintenir un taux de glissement approprié, l'identification de la surface de la route n'étant pas nécessaire, ce qui permet de réduire l'erreur provoquée par l'identification de la surface de la route.
PCT/CN2017/118967 2016-12-29 2017-12-27 Procédé et appareil de commande d'entraînement anti-patinage pour automobile électrique à quatre roues motrices WO2018121601A1 (fr)

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