CN109941245B - Braking force distribution method for electric automobile - Google Patents
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Abstract
A braking force distribution method for an electric automobile belongs to the field of electric automobiles; the method aims to solve the problems that when the road electric automobile with low adhesion coefficient is braked, the motor is controlled to reduce energy recovery, the control complexity is increased, and the safety of the electric automobile is reduced; the method comprises the following steps: distributing the braking force of the front wheel and the rear wheel according to the braking strength; the braking strength, the battery SOC and the total required braking force are used as input, and the proportion of the regenerative braking force to the front wheel braking force is output through a fuzzy controller; subtracting the regenerative braking force from the front wheel braking force to obtain the friction braking force born by the front wheel; setting a specified slip rate, taking the actual slip rate as input, obtaining the proportion of reducing the regenerative braking force through backstepping control, and when the actual slip rate exceeds the specified slip rate, backstepping control reduces and distributes the braking share of the driving motor; the application can provide energy recovery as much as possible on the road surface with low adhesion coefficient, and can also ensure that the electric automobile keeps safety.
Description
Technical Field
A method for distributing automobile braking force belongs to the field of electric automobiles, and particularly relates to a method for distributing the braking force of an electric automobile.
Background
Because the existing automobile utilizes mechanical friction force to perform mechanical braking, while the electric automobile can enable the motor to work in a power generation state in an inertia driving mode, and the braking torque provided by the motor in the state can reduce part of mechanical braking. Although the braking torque provided by the motor is not mechanical braking, the friction force between the wheel tire and the ground can be formed, and the effect of providing the deceleration braking force to the electric automobile can also be achieved. At present, an energy recovery control strategy mainly adopts a fuzzy controller, the SOC (state of charge), the total required braking force and the braking strength of a battery are used as input, and the output is the proportion of regenerative braking. The fuzzy control distribution strategy is mainly to make the motor provide braking torque as much as possible, but cannot ensure that the front and rear wheel distribution curves meet the ideal I curve and ECE regulations.
People only aim at improving the energy recovery rate and neglect the safety and stability of the electric automobile during braking. The traditional ABS system mainly considers the braking efficiency of a vehicle and the locking condition of wheels, and when complex working conditions occur, the phenomenon of wheel locking of the vehicle before the ABS system acts can be caused by overlarge braking force. Particularly, when the electric vehicle is driven on a low-adhesion road surface, most braking force distribution schemes use regenerative braking as a main braking force when the vehicle brakes on an icy or snowy road surface, and the conventional anti-lock braking system of the electric vehicle can reduce mechanical braking force. At this time, a locking phenomenon is likely to occur, thereby reducing the driving stability of the automobile.
From the analysis of the whole vehicle layer, the braking energy recovery system mainly comprises an electric braking system and a hydraulic braking system, and simultaneously relates to related parts such as a whole vehicle controller, a transmission, a differential mechanism, wheels and the like. The electric brake system comprises a driving motor and a controller thereof, a power battery and a battery management system. The motor controller is used for controlling the driving motor to work in a power generation state and applying feedback braking force; the battery management system controls electric energy to be recovered in the battery; the hydraulic control system includes a hydraulic brake actuator and a Brake Controller (BCU) for controlling the establishment and adjustment of friction braking forces.
At present, the braking force of the electric automobile is distributed mainly according to a fixed proportion distribution mode, namely, the braking force of the front wheel and the rear wheel is distributed according to a fixed proportion, and with the development of regenerative braking, people generally know that the regenerative braking is a mode for effectively improving the driving mileage of the electric automobile. Regenerative braking torque is preferentially used, and efficient braking energy recovery is achieved. And compared with hydraulic braking, regenerative braking has the advantages of high reaction speed and high repeatability. Currently, there are mainly series and parallel regenerative braking force distribution schemes. However, when the electric vehicle brakes on a road surface (accumulated water, ice and snow) with a low adhesion coefficient, the wheels are easily locked due to the fact that most of braking force is provided by regenerative braking force, the traditional anti-lock braking system of the electric vehicle can reduce mechanical braking force, and at the moment, the motor is controlled again to reduce energy recovery, so that the complexity of control is increased, and the safety of the electric vehicle is also reduced.
Disclosure of Invention
In order to solve the problems in the prior art, the application provides a braking force distribution method for an electric automobile, which can provide energy recovery as much as possible on a road surface with low adhesion coefficient (ice and snow), can also ensure that the electric automobile keeps safety, and cannot be overturned, thrown to the tail and locked.
The invention discloses a braking force distribution method for an electric automobile, which comprises the following steps:
distributing the braking force of the front wheel and the rear wheel according to the braking strength;
the braking strength, the battery SOC and the total required braking force are used as input, and the proportion of the regenerative braking force to the front wheel braking force is output through a fuzzy controller;
subtracting the regenerative braking force from the front wheel braking force to obtain the friction braking force born by the front wheel;
and setting a specified slip rate, taking the actual slip rate as input, obtaining the proportion for reducing the regenerative braking force through backstepping control, and reducing the braking share of the distributed driving motor through the backstepping control when the actual slip rate exceeds the specified slip rate.
Further, the step-back control obtaining the proportion of the reduced regenerative braking force includes the steps of:
a. constructing a driving motor voltage equation, a moment equation, a wheel longitudinal dynamics model, a wheel moment balance model and a ground braking force model;
b. a, constructing a driving motor model and a wheel power model of the electric automobile during braking;
c. constructing a bilinear model of the attachment coefficient and the slip ratio, and obtaining a corresponding attachment coefficient through the external slip ratio;
d. and c, combining the backstepping control with the adhesion coefficient in the step c to obtain the adjusted regenerative braking force proportion.
Further, the voltage equation of the driving motor is as follows:
the moment equation is as follows: t ise＝ktia；
The wheel longitudinal dynamics model is as follows:
the wheel moment balance model is as follows:
the ground braking force model is as follows: fxb＝mgμ(s)；
In the formula iaIs the armature current; r is an armature loop resistance; l isaIs an armature inductance; k is a radical ofeIs the motor potential constant; k is a radical oftIs a motor torque constant; m is the vehicle mass; v is the vehicle speed; fxbThe ground braking force is used; g, acceleration of gravity; mu(s) is an adhesion coefficient, and s is a wheel slip rate during braking; j. the design is a squarewIs the rotational inertia of the wheel; w is awIs the wheel angular velocity; w is aw＝wm/ig，igIs the driveline gear ratio; t isbmBraking torque for driving wheels; t iseIs the motor electromagnetic torque; r is the wheel rolling radius.
Further, the driving motor model and the wheel power model during braking of the electric automobile are as follows:
in the formula (I), the compound is shown in the specification,
the regenerative braking force is pre-distributed; u is a ratio for adjusting the regenerative braking force.
Further, the step of controlling the reverse step includes:
let x1＝ia，x2＝ww,f1＝-R/La,f2＝-keig/La，f3＝Ua/La,f4＝Frer/Jw，f5＝mgrμ(s)/JwAnd converting a motor model and a wheel dynamic model into a second-order system when the electric automobile is braked:
introducing errors
In the formula, x1Is a virtual input current; i isdA desired output current value;
defining a V function V1Virtual control x1And for V function V1And (5) obtaining a derivative:
V1＝0.5ξ2
x1＝α0＝-C0ξ+Id；
defining a V function V2，V2＝V1+0.5(x1-α0)2To V pair2And (5) obtaining a derivative:
defining a V function V3，V3＝V2+0.5(x2-α1)2To V pair3And (5) obtaining a derivative:
obtaining the ratio u of the regulated regenerative braking force:
further, the bilinear model of the adhesion coefficient and the slip ratio is as follows:
in the formula soptThe optimal slip rate is obtained; mu.shPeak adhesion coefficient; mu.sgThe coefficient of adhesion was defined as the slip ratio of 100%.
The slip rate is introduced in the braking force distribution process, the control effect can be achieved from the braking source control, the difficulty of motor control can be reduced, a backstepping control method is applied, the slip rate is used as the input quantity of backstepping control, the output quantity is the proportion of reducing regenerative braking by combining the output quantity with the proportion of fuzzy control, the friction braking force of front and rear wheels is determined before the regenerative braking force is output, once the slip rate at small braking strength exceeds the specified slip rate, a backstepping controller can reduce the braking share of a distribution driving motor, and therefore the work of a traditional hydraulic anti-lock system is not influenced, and the anti-lock state of a driving wheel is also achieved; the application makes the braking effect of the electric automobile and the traditional automobile reach approximate smoothness, improves the original braking force strategy, makes the ideal I curve and the ECE rule satisfied under the backstepping control strategy, provides energy recovery as much as possible on the road surface with low adhesion coefficient (ice and snow), also makes the electric automobile keep safety, and can not generate rollover, tail flicking, locking and the like. The braking force distribution of the front wheel and the rear wheel is more reasonable and scientific, and the ratio of the regenerative braking force to the braking force of the front wheel is output as a fuzzy controller, so that the actual curve of the distribution of the front wheel and the rear wheel conforms to the ECE regulation. On the basis of an original fuzzy control distribution strategy, a backstepping controller is used for controlling under the condition of slip rate, and the dual-target requirements of stability and energy recovery efficiency of the electric automobile during braking are met. Compared with a fuzzy control strategy and an ADVISOR2002 control strategy, the slip ratio control strategy emphasizes the driving condition of the electric automobile on the actual road condition.
Drawings
FIG. 1 illustrates a prior art ADVISION 2002 blade electric vehicle model distribution control strategy;
FIG. 2 is a schematic illustration of an improved brake force distribution strategy;
FIG. 3 is a braking force distribution curve;
FIG. 4 is a schematic illustration of a braking force distribution strategy according to an embodiment of the present application;
FIG. 5 is a SOC graph under UDDS operating conditions;
fig. 6 is a slip ratio curve of the ground attachment road surface.
Detailed Description
Energy regenerative braking on an electric vehicle presents two fundamental problems to the design of its braking system: firstly, how to distribute the required braking force between the feedback braking and the friction braking and recover the braking energy as much as possible; the second is how to distribute the total braking force over the front and rear axles to achieve stable braking performance. Normally, regenerative braking is only effective on the drive shaft, and in order to recover as much braking energy as possible, the electric motor must be controlled to generate a specific amount of braking force. In order to satisfy the vehicle deceleration command from the driver, at the same time, there must be a sufficient total braking force.
Taking the ADVISOR2002 model of a pure electric vehicle as an example, regenerative braking of the electric vehicle is affected by a plurality of factors such as motor power, state of charge (SOC) of an energy accumulator, maximum current of a bus, braking strength and the like. Therefore, a fuzzy controller is adopted at present to take the brake intensity, the battery pack state of charge SOC and the required braking force as inputs, take the proportion of the regenerative braking force to the total braking force as an output, and distribute a strategy as shown in figure 1.
The regenerative braking is an electric braking which is provided with braking torque by a driving motor, acts on wheels through a transmission system, and is also a part of braking of driving wheels, because the ECE regulation ensures that the braking force of rear wheels is not small under the condition that front wheels are locked, so that the distribution strategy may not meet the requirement of the ECE regulation, in order to distribute the braking force of the front wheels and the rear wheels as reasonably as possible in the braking process of the automobile, a minimum rear wheel braking force distribution curve is required to be obtained through the formula (1) and the formula (2), and specifically, the formula (1) and the formula (2) are as follows:
Fxb1+Fxb2＝Gz (1)
in the formula: fxb1Indicating front wheel braking forces (N, F)xb2Indicating the braking force (N) of the rear wheel, G indicating the gravity (N) of the whole vehicle, hgThe height (m) of the center of mass of the whole vehicle from the horizontal ground is shown, L represents the wheelbase (m), b represents the length (m) of the center of mass from the center line of the rear axle, and z represents the braking strength.
In the braking process of the electric automobile, the stability of the automobile is required to be met, and the energy recovery efficiency is required to be improved as much as possible, as shown in fig. 2, an improved braking force distribution strategy diagram is shown, a parallel strategy is firstly used for distributing front and rear wheel braking forces according to braking strength, the fuzzy controller inputs the braking strength, the battery SOC and the total required braking force, and outputs the proportion of the regenerative braking force in the front wheel braking force. The friction braking force to be borne by the front wheels is then obtained by subtracting the regenerative braking force from the front wheel braking force.
As shown in fig. 3, the braking force distribution between the front and rear wheels is defined as a point B where the braking force z is 0.1, the braking force is provided by all the front wheels, a point C where the braking force z is 0.5, a point D where the braking force z is 0.7, and a point E where the braking force z is 1 in the ideal braking force distribution curve. Under the urban road condition, the braking strength z is less than or equal to 0.3. The braking force is distributed to the rear wheels according to a fixed proportion when the electric automobile brakes, the influence on the friction braking of the rear wheels is small, and the friction braking and the regenerative braking of the front wheels are only distributed according to a fuzzy algorithm.
Dividing the braking force of the front wheel and the braking force of the rear wheel according to the requirement of the braking strength, wherein the specific distribution strategy is as follows:
1) when z is more than or equal to 0 and less than or equal to 0.1, the braking force distribution is divided according to an AB line;
2) when z is more than 0.1 and less than or equal to 0.2, the braking force distribution is divided according to a BC line, and the section distributes the braking force according to an ECE regulation;
3) when z is more than 0.2 and less than or equal to 0.7, the braking force distribution is divided according to a CD line, and the section is rapidly switched to an ideal i curve;
4) when z is more than 0.7, the emergency brake is distributed according to the fixed proportion of the front wheel and the rear wheel, no regenerative brake is involved, and the mode is the same as the emergency brake mode of the existing electric automobile, so that the brake force distribution is divided according to a DE line, and the safety of personnel and the driving stability of the electric automobile during the emergency brake are ensured.
The braking force of the front wheel and the braking force of the rear wheel are divided into four sections, the division is more detailed, the DE section belongs to an emergency braking stage, no regenerative braking force participates, an ideal i curve is a critical value substantially, the three previous stages are all used for recovering energy as far as possible, the DE section serves as a protection section to guarantee safety, through the division of the embodiment, the energy can be distributed according to the i curve at the latest before a D point is reached, more energy can be recovered, different control strategies are adopted in different stages, and the energy recovery efficiency is improved.
On a road surface with a small adhesion coefficient, even if the braking strength is small, wheel locking is likely to occur, and the braking force is provided by the regenerative braking force at this time. Once the locking condition occurs, the traditional Anti-lock Brake System (ABS) System is difficult to solve, and a regenerative Anti-lock System is designed, so that the control of the ABS System is overlapped, and the complexity of controlling a motor is increased. And a slip rate controller is introduced when the regenerative braking force is distributed, so that the difficulty of controlling the motor can be reduced, and the conflict with an ABS system can be avoided, therefore, the braking force distribution strategy of the embodiment is as shown in FIG. 4, a backstepping control method is used for decomposing a complex nonlinear system into subsystems with the order not exceeding the system order, then a part of Lyapunov function (V function for short) and a middle virtual control quantity are designed for each subsystem, and the functions are integrated by 'backing' to the whole system to complete the design of the whole M control laws. And (4) taking the slip rate as the input quantity of the backstepping control, and combining the proportion of the fuzzy control output to output a new proportion to reasonably distribute the regenerative braking force.
Starting from a permanent magnet brushless direct current motor model and a driving wheel dynamics model, the influence of air resistance and rolling resistance on the braking of the electric automobile is ignored, the complexity of a backstepping controller can be simplified, and the control requirement can be met;
the driving motor used in this embodiment is a permanent magnet brushless dc motor, the voltage equation of which is shown in formula (3), the torque equation of which is shown in formula (4), the wheel longitudinal dynamics model and the wheel torque balance are respectively shown in formula (5) and formula (6), and the ground braking force model is shown in formula (7).
Te＝ktia (4)
Fxb＝mgμ(s) (7)
In the formula iaIs the armature current; r is an armature loop resistance; l isaIs an armature inductance; k is a radical ofeIs the motor potential constant; k is a radical oftIs a motor torque constant; m is the vehicle mass; v is the vehicle speed; fxbThe ground braking force is used; g, acceleration of gravity; mu(s) is an adhesion coefficient, and s is a wheel slip rate during braking; j. the design is a squarewIs the rotational inertia of the wheel; w is awIs the wheel angular velocity; w is aw＝wm/ig，igIs the driveline gear ratio; t isbmBraking torque for driving wheels; t iseIs the motor electromagnetic torque; r is the rolling radius of the wheel;
the motor model and the wheel dynamic model obtained by the motor voltage equation, the moment equation, the wheel longitudinal dynamic model, the wheel moment balance model and the ground braking force model when the electric automobile is braked are as follows:
in the formula
The regenerative braking force is pre-distributed; u is the proportion of regulating the regenerative braking force;
the bilinear model adopting the adhesion coefficient and the slip ratio is shown as the formula (9):
in the formula soptThe optimal slip rate is obtained; mu.shPeak adhesion coefficient; mu.sgThe coefficient of adhesion was defined as the slip ratio of 100%.
As shown in FIG. 6, in order to obtain a slip ratio curve of the road surface to be adhered to, a tendency of change from deceleration of 21m/s to 0m/s is reflected,
let x1＝ia，x2＝ww，f1＝-R/La,f2＝-keig/La，f3＝Ua/La,f4＝Frer/Jw，f5＝mgrμ(s)/JwAnd (3) converting a motor model and a wheel dynamic model during braking of the electric automobile into a second-order system as shown in (10):
if μ(s) ≠ 0, to obtain good control, a differentiation term is introduced to overcome the settling:
in the formula, x1Is a virtual input current; i isdThe desired output current value.
Defining a V function V1Virtual control x1And for V function V1And (5) obtaining a derivative:
for alpha0The derivation can be:
for x1-α0And (5) obtaining a derivative:
defining a V function V2，V2＝V1+0.5(x1-α0)2According to the theory of reverse step design, for V2The derivation can be:
then virtually control x2Comprises the following steps:
to is coming to
Is negative, rewrite equation (15) to:
in the formula C1＞0。
Alpha is known from the formula (15)1And (x)1-α1) Derivative of (a):
defining a V function V3，V3＝V2+0.5(x2-α1)2To V pair3And (5) obtaining a derivative:
get rid of
The ratio u of the regenerative braking force is adjusted to obtain:
in the formula C2＞0。
In view of the above, it is desirable to provide,
rewritten to obtain:
and when the slip ratio is below the optimal slip ratio, distributing the regenerative braking force according to the current Kb. If the slip rate is higher than the optimal slip rate, u is reduced and the regenerative braking force is distributed according to the current Kb according to the backstepping control.
To illustrate the beneficial effects of this embodiment, the energy consumption of the advasor control strategy, the fuzzy control strategy and the text control strategy under the UDDS condition are respectively shown in table 2.
Table 2 shows the energy consumption condition of Advisor control strategy, fuzzy control strategy and the control strategy of the present application under UDDS working condition;
as can be seen from Table 2, the energy recovery rate of the backstepping control strategy reaches 47.1%, which is 4.2% higher than that of the sliding mode control strategy, and the method has advantages in terms of energy recovery amount and recovery efficiency.
As can be seen from fig. 5, the backstepping control strategy of the present embodiment is superior to the sliding mode control strategy and the Advisor control strategy.
The foregoing descriptions of embodiments of the present invention have been presented for purposes of illustration and description. They are not intended to be exhaustive or to limit the invention to the precise forms disclosed, and many modifications and variations are possible in light of the above teaching. The embodiments were chosen and described in order to best explain the principles of the invention and their practical applications, to thereby enable others skilled in the art to best utilize the invention in various embodiments and with various modifications as are suited to the particular use contemplated. It is, therefore, to be understood that the invention is intended to cover all modifications and equivalents within the scope of the following claims.
Claims (5)
1. A braking force distribution method for an electric automobile is characterized by comprising the following steps: the method comprises the following steps:
distributing the braking force of the front wheel and the rear wheel according to the braking strength;
the braking strength, the battery SOC and the total required braking force are used as input, and the proportion of the regenerative braking force to the front wheel braking force is output through a fuzzy controller;
subtracting the regenerative braking force from the front wheel braking force to obtain the friction braking force born by the front wheel;
setting a specified slip rate, taking the actual slip rate as input, obtaining the proportion of reducing the regenerative braking force through backstepping control, and when the actual slip rate exceeds the specified slip rate, backstepping control reduces and distributes the braking share of the driving motor;
the process of obtaining the proportion of the reduced regenerative braking force by the reverse step control includes the steps of:
a. constructing a driving motor voltage equation, a moment equation, a wheel longitudinal dynamics model, a wheel moment balance model and a ground braking force model;
b. a, constructing a driving motor model and a wheel power model of the electric automobile during braking;
c. constructing a bilinear model of the attachment coefficient and the slip ratio, and obtaining a corresponding attachment coefficient through the external slip ratio;
d. and c, combining the backstepping control with the adhesion coefficient in the step c to obtain the adjusted regenerative braking force proportion.
2. The electric vehicle braking force distribution method according to claim 1, characterized in that: the voltage equation of the driving motor is as follows:
the moment equation is as follows: t ise＝ktia；
The wheel longitudinal dynamics model is as follows:
the wheel moment balance model is as follows:
the ground braking force model is as follows: fxb＝mgμ(s)；
In the formula iaIs the armature current; r is an armature loop resistance; l isaIs an armature inductance; k is a radical ofeIs the motor potential constant; k is a radical oftIs a motor torque constant; m is the vehicle mass; v is the vehicle speed; fxbThe ground braking force is used; g, acceleration of gravity; mu(s) is an adhesion coefficient, and s is a wheel slip rate during braking; j. the design is a squarewIs the rotational inertia of the wheel; w is awIs the wheel angular velocity; w is aw＝wm/ig，igIs the driveline gear ratio; t isbmBraking torque for driving wheels; t iseIs the motor electromagnetic torque; r is the wheel rolling radius.
3. The electric vehicle braking force distribution method according to claim 1, characterized in that: the driving motor model and the wheel power model during the braking of the electric automobile are as follows:
in the formula (I), the compound is shown in the specification,
the regenerative braking force is pre-distributed; u is a ratio for adjusting the regenerative braking force.
4. The electric vehicle braking force distribution method according to claim 3, characterized in that: the step of backstepping control comprises the following steps:
let x1＝ia，x2＝ww,f1＝-R/La,f2＝-keig/La，f3＝Ua/La,f4＝Frer/Jw，f5＝mgrμ(s)/JwAnd converting a motor model and a wheel dynamic model into a second-order system when the electric automobile is braked:
introducing errors
In the formula, x1Is a virtual input current; i isdA desired output current value;
defining a V function V1Virtual control x1And for V function V1And (5) obtaining a derivative:
defining a V function V2，V2＝V1+0.5(x1-α0)2To V pair2And (5) obtaining a derivative:
defining a V function V3，V3＝V2+0.5(x2-α1)2To V pair3And (5) obtaining a derivative:
obtaining the ratio u of the regulated regenerative braking force:
5. the electric vehicle braking force distribution method according to claim 3, characterized in that: the bilinear model of the attachment coefficient and the slip ratio is as follows:
in the formula soptThe optimal slip rate is obtained; mu.shPeak adhesion coefficient; mu.sgThe coefficient of adhesion was defined as the slip ratio of 100%.
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