CN110893774B - Wheel anti-skid control method and system based on energy distribution model - Google Patents
Wheel anti-skid control method and system based on energy distribution model Download PDFInfo
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- 230000001276 controlling effect Effects 0.000 description 9
- 230000000694 effects Effects 0.000 description 6
- 238000004422 calculation algorithm Methods 0.000 description 5
- 238000010586 diagram Methods 0.000 description 4
- 238000004088 simulation Methods 0.000 description 4
- 230000001133 acceleration Effects 0.000 description 1
- 230000037396 body weight Effects 0.000 description 1
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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
- B60L15/2009—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 for braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/46—Drive Train control parameters related to wheels
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Abstract
The invention provides a wheel anti-skid control method based on an energy distribution model, which comprises the following steps: obtaining the mechanical power consumed by the wheels at the actual rotation speed according to the angular speed and the moment of inertia of each wheel of the vehicle; acquiring the power which the motor should distribute to the wheels when the wheels do not slip at the current rotating speed; the method comprises the steps of obtaining constraint power by comparing mechanical power consumed at an actual rotating speed with power which is required to be distributed to wheels by a motor when the wheels do not slip; the upper power output request value is regulated by constraint power control to generate a power instruction value; the torque output to drive the wheels is controlled based on the power command value.
Description
Technical Field
The invention relates to a vehicle driving/braking control technology, in particular to a wheel anti-skid control method based on an energy distribution model.
Background
Vehicle braking systems with electronic Slip control function belong to the prior art, and known vehicle braking systems are capable of braking the individual wheels of a vehicle independently of the wishes of the driver, for example anti-lock braking systems (ABS) for preventing wheel locking, traction distribution control systems (TCS) for distributing traction reasonably, form devices (body electronic stability systems ESP) for letting the vehicle enter into a stable form, slip at the driving wheels (driving Slip control systems ASR) etc., which are all under floor wheel control, and need to be based on the wheel Slip Ratio (Slip Ratio). However, calculation of slip ratio often requires the use of information from other wheels. Slip ratio-based slip control tends to be ineffective when all wheels are in an active state (drive/brake).
Some researchers have abandoned the application of slip ratio and in the application of electric vehicles driven in a distributed manner, proposed anti-slip control based entirely on mechanics, such as MFC, MTTE, etc. methods proposed by Yoichi Hori, hiroshi Fujimoto, dejun Yin et al, but these control methods rely heavily on vehicle parameters, are sensitive to changes in the resistance and body weight of the vehicle, and require accurate motor torque output values (which require relatively high costs), thus limiting the applicability of these methods.
Disclosure of Invention
The invention aims to provide a wheel anti-skid control method and system based on an energy distribution model, and the method and the system can be used for solving the problem that all wheels have a good anti-skid control effect.
The technical scheme for realizing the purpose of the invention is as follows: an energy distribution model-based wheel anti-skid control method, comprising: based on the angular velocity omega and moment of inertia J of the individual wheels of the vehicle ω Obtaining the wheel atMechanical power P consumed at actual rotational speed ω The method comprises the steps of carrying out a first treatment on the surface of the Obtaining the power P to be distributed to the wheels by the motor when the wheels do not slip at the current rotation speed n The method comprises the steps of carrying out a first treatment on the surface of the By comparing P ω and Pn To obtain the constraint power P l The method comprises the steps of carrying out a first treatment on the surface of the Constraint power P l Controlling and adjusting upper power output request value P r Generating a power command value P c The method comprises the steps of carrying out a first treatment on the surface of the According to the power command value P c Obtaining torque output T for controlling driving wheels d 。
The invention also provides a wheel anti-skid control system based on the energy distribution model, which comprises the following steps: based on the angular velocity omega and moment of inertia J of the individual wheels of the vehicle ω Obtaining the mechanical power P consumed by the wheel at the actual rotating speed ω A wheel power calculation module of (a); obtaining the power P to be distributed to the wheels by the motor when the wheels do not slip at the current rotation speed n The motor of (1) provides a wheel non-slip power calculation module; by comparing P ω and Pn To obtain the constraint power P l A constrained power calculation module of (2); constraint power P l Controlling and adjusting upper power output request value P r Generating a power command value P c A power adjustment module of (a); according to the power command value P c Obtaining torque output T for controlling driving wheels d Is provided.
Compared with the prior art, the invention has the following advantages: (1) high adaptability. The electric energy/torque output can be directly regulated according to the motion state of the wheels, the road surface adaptability is high, and the electric energy/torque regulator has excellent control performance on two-dimensional curve motion of a butt joint road surface, a split road surface and a vehicle naturally; while still having good anti-skid control for a 4-wheel drive/brake vehicle. (2) high robustness. The accurate current-torque corresponding relation is not needed, the motor parameter change is insensitive, and only the current-voltage product relation needed by calculating the motor power is concerned; the control algorithm directly controls the torque/current of the motor, and naturally has higher response speed and smoother control effect. (3) high reliability. The proposed controller does not require non-measurable parameters, in particular the motor output torque signal; the anti-skid control can be independently finished by a single wheel without depending on the wheel speeds of other wheels, so that the usability of the system when the vehicle breaks down is greatly improved. (4) low cost. Only a group of angular velocity sensors existing for realizing ESC/ESP functions are needed to be utilized, and the application value is high.
The invention is further described below with reference to the drawings.
Drawings
Fig. 1 is a flow chart of a wheel slip control method according to some embodiments of the present invention.
Fig. 2 is a schematic diagram of the actual power consumption of each wheel according to some embodiments of the present invention.
Fig. 3 is an exemplary graph of power applied to wheels by a motor when the wheels are not slipping, according to some embodiments of the invention.
Fig. 4 is a schematic diagram of a wheel slip control system according to some embodiments of the present invention.
FIG. 5 is a schematic diagram of an example of a control for implementing the anti-skid control of FIG. 1 described above for a round of models according to some embodiments of the present invention.
Fig. 6 is a graph comparing effects after the wheel slip control using some embodiments of the present invention, in which fig. 6 (a) shows simulation results without the aforementioned slip control applied, and fig. 6 (b) shows simulation results after the aforementioned slip control applied.
Detailed Description
Wheel anti-skid control method based on energy distribution model, and method for acquiring angular velocity omega of each wheel of vehicle and combining moment of inertia J of wheels ω Obtaining the mechanical power P consumed by the wheel at the actual wheel rotation speed ω The method comprises the steps of carrying out a first treatment on the surface of the Obtaining the current value I, and combining the current value I with the energy distribution model to obtain the power P which the motor should distribute to the wheels when the current rotating speed does not slip n The method comprises the steps of carrying out a first treatment on the surface of the By comparing the mechanical power P consumed by the wheels at the actual vehicle speed ω And the power P to be distributed to the wheels when the actual wheel rotation speed is not slipping n To adjust the output power P of the motor d Thereby controlling the torque output T of the driving wheel d The skid resistance of the wheels is realized.
Based on the control strategy, the power which is needed to be provided for the wheels by the motor when the motor is not slipping is calculated by using the motor current value which is easy to measure, and the actual power consumption value of the wheels which is obtained by calculation based on the actually detected wheel rotating speed is compared, if the conditions of slipping and unstable grip are existed, the difference between the wheel speed and the vehicle body speed is larger as expressed, so that the absolute value of the actual power consumption value of the wheels is obviously larger than the power provided for the wheels by the motor when the wheels are not slipping, at the moment, the control intervention is implemented, the output power of the motor is controlled, and the torque output of the driving wheels is controlled and adjusted, namely, the absolute value of the torque output value of the motor is adjusted, so that the aim of anti-slip control is realized.
With reference to fig. 1, a wheel anti-skid control method based on an energy distribution model for achieving the above purpose includes the following steps:
step S101, obtaining the angular velocity omega and the moment of inertia J of each wheel ω ；
Step S102, according to the angular velocity ω and the moment of inertia J ω Calculating to obtain the mechanical power P consumed by the wheel at the actual rotating speed ω ；
Step S103, obtaining the power P to be distributed to the wheels by the motor when the wheels do not slip at the current rotation speed n ；
Step S104, by comparing P ω and Pn To obtain constraint value P l ；
Step S105, constraint value P l Controlling and adjusting upper power output request value P r Generating a power command value P c ；
Step S106, according to the power instruction value P c Obtaining torque output T for controlling driving wheels d The T is d The torque smaller than the torque of the original driving wheel is used for preventing the wheel from slipping.
Calculating the power consumed by the wheel at the rotating speed by using the rotating speed value of the wheel; and the current value of the driving motor is combined with the energy distribution model to obtain the power which the motor should provide for the wheels when the wheels do not slip, and when the absolute value of the difference between the actual consumed power of the wheels and the power provided by the motor when the wheels do not slip is larger than a limit value, the absolute value of the power applied to the wheels is adjusted, so that the torque output value of the motor is controlled and adjusted.
Referring to FIG. 2, P in step S101 ω ＝T×ω
wherein ,
J ω the moment of inertia of the wheel, ω is the angular velocity of the wheel, and t is time. The parameters in fig. 2 are explained as follows:
m: vehicle mass
J ω : moment of inertia of the wheel
T: driving wheel torque
Omega: angular velocity of wheel
r: effective radius of wheel
I: motor line current
Referring to fig. 3, in step S103
Wherein K is the ratio of the kinetic energy of the wheels to the kinetic energy of the whole vehicle when the vehicle does not slip, eta is the motor efficiency including mechanical loss and electrical loss,
the power factor of the motor is that I is motor line current, and U is motor bus voltage.
The power P to be supplied by the wheels when they are not slipping n The calculation is as follows:
kinetic energy T of whole vehicle without slipping 1 (neglecting the running resistance of the automobile)
Kinetic energy T of wheel without slipping 2 (neglecting the running resistance of the automobile)
The ratio K of the kinetic energy of the wheels to the kinetic energy of the whole vehicle when the vehicle does not slip
M ω Is a single wheel mass; v is the running speed of the vehicle;
in the case of non-slip or locked wheels, the absolute value of the power supplied to the wheels by the motor should be less than or equal to the absolute value of the actual power consumed by the wheels. If the absolute value of the power supplied to the wheel by the motor when the wheel is not slipping is significantly larger than the absolute value of the actual power consumed by the wheel, it can be ascertained that the wheel is about to slip or has already slipped or locked. Therefore, the controller should adjust the power request value P at this time r Thereby realizing the purpose of skid resistance.
P in step S103 n Is a power value, is a hook of energy. On electric vehicles, the calculation can be performed not only by the motor, but also by the conversion of a power battery, even if the method is applied to an oil vehicle, the power can be calculated by an engine if the method is applied to the oil vehicle, and the power P which is allocated to the wheels by the motor when the wheels do not slip is obtained n The method of (2) is not limited to the method of the present invention.
In step S104, constraint value P l May be P ω 、P n The absolute value of the difference value can also be P ω 、P n The ratio between.
In step S105, P is compared l And a magnitude between a preset value: if P l A indicates that the torque output of the driving wheel is too large, and the upper-layer power output request value P is adjusted r Generating a power command value P c To reduce the torque output; otherwise not to P r Adjusting; wherein A is a preset value, P l Is P ω 、P n The absolute value of the difference or the preset value A of the ratio is different.
In step S106, the power command value P c The torque output T of the driving wheels can be controlled directly or indirectly d . For a pair ofThe command given to the motor in some vehicle control systems is torque or current, i.e., according to P c Direct control of torque output T of driving wheels d The method comprises the steps of carrying out a first treatment on the surface of the For some vehicle control systems, the command to the motor is power, which is ultimately converted to torque T due to the reciprocal relationship between power and torque d 。
Referring to FIG. 4, a wheel slip control system based on an energy distribution model includes
A power request module for receiving information of the upper controller and generating an upper power output request value P r ；
The driving motor module receives the power instruction value P sent by the power adjustment module c The torque is output by the driving motor in combination with the wheel rotating speed so as to drive the wheels to rotate;
the wheel power calculation module is used for differentiating the obtained angular speeds omega of the wheels to obtain angular acceleration and combining the rotational inertia J of the wheels ω Calculating the power P consumed by each wheel at the actual rotation speed ω ；
The motor provides the wheel not-slipping power calculation module, and the power P which the motor should provide to the wheel when the current rotating speed is not slipping is calculated according to the motor output current and the energy distribution model n ；
Constraint power calculation module, actual consumption power P of wheels ω And the power P to be supplied to the wheels when not slipping n Is calculated to obtain the constraint power magnitude P l 。
The power adjustment module is used for adjusting the power according to the constraint power P l For the upper power output request value P r And adjusting.
Referring to fig. 5, the wheel power calculation module obtains P by ω
P ω ＝T×ω
wherein ,
J ω the moment of inertia of the wheel, ω is the angular velocity of the wheel, and t is time.
Motor with a motor housingProviding a wheel non-slip power calculation module to obtain P through the following calculation n
Wherein K is the ratio of the kinetic energy of the wheels to the kinetic energy of the whole vehicle when the vehicle does not slip, eta is the motor efficiency including mechanical loss and electrical loss,
the power factor of the motor is that I is motor line current, and U is motor bus voltage.
Referring to fig. 5, the aforementioned wheel power calculation module and motor provide wheel non-slip power calculation module for adjusting the constraint power P l The control algorithm of (2) is a PID control algorithm, and specifically, PID parameters can be obtained through various methods such as an empirical method which is frequently used in engineering practice. In other examples, other control algorithms may be employed to perform the calculation of the constrained power adjustment value, such as fuzzy control/optimal control/sliding mode control algorithms, and the like.
Referring to fig. 5, the constraint power calculation module controls the constraint power adjustment value P in response to the absolute value of the actual power consumption of the wheel being significantly greater than the absolute value of the power provided to the wheel by the motor without slipping l The magnitude of the constraint power is fed back to the power adjustment module, so that the power adjustment module adjusts the value P according to the constraint power l Controlling and adjusting upper power output request value P r Thereby generating a drive motor power command value P for ensuring no wheel slip c The driving motor is driven according to the power command value P c And the wheel rotating speed is used for controlling the motor to output corresponding torque to drive the vehicle.
Preferably, the torque level is further controlled based on battery, motor, and other vehicle conditions.
Fig. 6 (a) and 6 (b) are diagrams showing the comparison of effects of the wheel slip control according to some embodiments of the present invention, wherein fig. 6a shows simulation results without the application of the slip control, and fig. 6b shows simulation results with the application of the slip control. In connection with the control example shown in fig. 5, it simulates the scene: the wheels enter the low friction road surface from about 3 seconds, and it can be seen that the wheels slip significantly without control, whereas in the case of control, the wheels slip only slightly.
The anti-skid control method provided by the invention has high adaptability and robustness, has good anti-skid control effect on two-wheel drive/brake, four-wheel drive/brake, eight-wheel drive/brake and other distributed drive/brake vehicles and on centralized drive/brake vehicles with brakes on each wheel, and can ensure that all wheels have good anti-skid control effect under any state of vehicle cross-country, wheel slip, vehicle load, vehicle resistance, wheel steering angle change and the like.
Claims (6)
1. An energy distribution model-based wheel anti-skid control method is characterized by comprising the following steps of:
according to the angular velocity omega and moment of inertia J of each wheel of the vehicle ω Obtaining the mechanical power P consumed by the wheel at the actual rotating speed ω ；
P ω ＝T×ω
wherein ,
J ω the rotational inertia of the wheel is represented by ω, the angular velocity of the wheel, T is time, and T is driving wheel torque;
obtaining the power P which the motor should distribute to the wheels when the wheels do not slip in the current vehicle motion state n ；
Wherein K is the ratio of the kinetic energy of the wheels to the kinetic energy of the whole vehicle when the vehicle does not slip, eta is the motor efficiency including mechanical loss and electrical loss,
the power factor of the motor is that I is motor line current, and U is motor bus voltage;
T 1 for the kinetic energy of the whole vehicle when not slipping, T 2 For the kinetic energy of the wheel when not slipping, M ω The mass of a single wheel is M, the mass of the vehicle is M, and r is the effective radius of the wheel;
by comparing P ω and Pn To obtain constraint value P l ；
Constraint value P l Control upper power output request value P r Generating a power command value P c ；
According to the power command value P c Controlling torque output T of driving wheels directly or indirectly d 。
2. The method according to claim 1, wherein P l Is P ω 、P n Absolute value of difference between or P ω 、P n The ratio between.
3. The method of claim 1, wherein P is compared l And a magnitude between a preset value: if P l Adjusting the upper power output request value P if A is greater than r Generating a power command value P c The method comprises the steps of carrying out a first treatment on the surface of the Otherwise not to P r Adjusting; wherein A is a preset value.
4. An energy distribution model-based wheel slip control system, comprising:
generating upper power output request value P r Is a power request module of (a);
according to the angular velocity omega and moment of inertia J of the wheels of the vehicle ω Obtaining the mechanical power P consumed by the wheel at the actual rotating speed ω A wheel power calculation module of (a); the wheel power calculation module is obtained by
P ω ＝T×ω
wherein ,
t is the torque of the driving wheel, J ω The rotational inertia of the wheel is represented by ω, the angular velocity of the wheel is represented by t, and the time is represented by t;
obtaining the power P to be distributed to the wheels by the motor when the wheels do not slip in the current vehicle movement state n The motor of (1) provides a wheel non-slip power calculation module; the calculation module for calculating the non-slip power of the wheels provided by the motor obtains P through the following calculation n ：
Wherein K is the ratio of the kinetic energy of the wheels to the kinetic energy of the whole vehicle when the vehicle does not slip, eta is the motor efficiency including mechanical loss and electrical loss,
the power factor of the motor is that I is motor line current, and U is motor bus voltage;
T 1 for the kinetic energy of the whole vehicle when not slipping, T 2 For the kinetic energy of the wheel when not slipping, M ω The mass of a single wheel is M, the mass of the vehicle is M, and r is the effective radius of the wheel;
by comparing P ω and Pn To obtain constraint value P l A constrained power calculation module of (2);
constraint value P l Controlling and adjusting upper power output request value P r Generating a power command value P c A power adjustment module of (a);
according to the power command value P c Obtaining torque output T for controlling driving wheels d Is provided.
5. The system of claim 4, wherein the constrained power calculation module calculates P ω 、P n Absolute value or ratio P of difference between l 。
6. The system of claim 4, wherein the power adjustment module compares P l And a magnitude between a preset value: if P l Adjusting the upper power output request value P if A is greater than r Generating a power command value P c The method comprises the steps of carrying out a first treatment on the surface of the Otherwise not to P r Adjusting; wherein A is a preset value.
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| CN105882634B (en) * | 2016-05-13 | 2018-06-12 | 南京理工大学 | High robust vehicle wheel non-slip control method, antiskid control system and vehicle |
| CN107662522B (en) * | 2016-07-28 | 2019-11-08 | 比亚迪股份有限公司 | Anti-skid control method, system and the vehicle of vehicle |
| CN106114287B (en) * | 2016-08-27 | 2018-03-06 | 上海交通大学 | A kind of electric automobile antiskid control system and control method |
| CN106809207B (en) * | 2017-01-19 | 2019-04-05 | 无锡南理工新能源电动车科技发展有限公司 | A kind of electric vehicle load-carrying and gradient self-adaptation control method and its vehicle |
| CN107161271B (en) * | 2017-05-09 | 2019-04-26 | 无锡南理工新能源电动车科技发展有限公司 | Moped Scooter based on acceleration detection brakes anti-skidding method |
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