CN111703411A - Coordination control method and device for hub motor of electric automobile - Google Patents

Coordination control method and device for hub motor of electric automobile Download PDF

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CN111703411A
CN111703411A CN202010447296.7A CN202010447296A CN111703411A CN 111703411 A CN111703411 A CN 111703411A CN 202010447296 A CN202010447296 A CN 202010447296A CN 111703411 A CN111703411 A CN 111703411A
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wheel
torque
motor
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hub
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CN111703411B (en
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田韶鹏
罗毅
郑青星
张骞
方思远
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Wuhan University of Technology WUT
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Mathematical Physics (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention relates to the technical field of drive control methods of electric automobiles, and discloses a hub motor coordination control method of an electric automobile, which comprises the following steps: acquiring running state information of a vehicle, and judging the type of the running state of the vehicle according to the running state information; matching corresponding coordination control schemes according to the driving state categories, and respectively calculating control parameters of each hub motor according to the matched coordination control schemes; and performing coordination control on each hub motor according to the control parameters. The invention has the technical effects of high driving efficiency of the hub motor and high recovery efficiency of braking energy.

Description

Coordination control method and device for hub motor of electric automobile
Technical Field
The invention relates to the technical field of driving control methods of electric automobiles, in particular to a method and a device for coordinately controlling a hub motor of an electric automobile, the electric automobile and a computer storage medium.
Background
At present, when a vehicle is subjected to drive control, all wheels are generally subjected to drive control in the same manner at the same time, and when braking is performed, only the driving wheels can perform braking energy recovery, and other wheels cannot perform braking energy recovery. However, when the vehicle is running, due to the complex and various road condition information, the driving control mode cannot enable each driving motor to work under the high-efficiency driving parameters all the time, the energy recovery efficiency is not high during braking, and the energy recovery effect is not obvious.
Disclosure of Invention
The invention aims to overcome the technical defects, provides a method, a device and a computer storage medium for coordinated control of hub motors of an electric automobile, and solves the technical problems that the driving motors cannot be simultaneously and efficiently controlled in the prior art, and the energy recovery efficiency is low during braking.
In order to achieve the technical purpose, the technical scheme of the invention provides a coordination control method for a hub motor of an electric automobile, which comprises the following steps:
acquiring running state information of a vehicle, and judging the type of the running state of the vehicle according to the running state information;
matching corresponding coordination control schemes according to the driving state categories, and respectively calculating control parameters of each hub motor according to the matched coordination control schemes;
and performing coordination control on each hub motor according to the control parameters.
The invention also provides a hub motor coordination control device of the electric automobile, which comprises a processor and a memory, wherein the memory is stored with a computer program, and the computer program is executed by the processor to realize the hub motor coordination control method of the electric automobile.
The invention also provides an electric automobile which comprises the hub motor coordination control device of the electric automobile and an automobile body, wherein the automobile body comprises a plurality of wheels, each wheel is respectively provided with a corresponding hub motor and a corresponding motor controller, and each hub motor and each motor controller are respectively arranged on the corresponding wheel.
The invention also provides a computer storage medium, wherein a computer program is stored on the computer storage medium, and when the computer program is executed by a processor, the computer storage medium realizes the hub motor coordination control method of the electric automobile.
Compared with the prior art, the invention has the beneficial effects that: according to the invention, after the form state type of the vehicle is judged according to the running state information, the corresponding coordination control scheme is matched, and then the coordination control is respectively carried out on each hub motor according to the coordination control scheme. Because each in-wheel motor is independently controlled, each in-wheel motor can be guaranteed to work under the condition of high-efficiency control parameters, and the driving efficiency of the vehicle in different driving states is improved. Meanwhile, due to the independent control of each hub motor, each hub motor can recover braking energy when braking to drive, and therefore the energy recovery efficiency during braking is improved.
Drawings
Fig. 1 is a flowchart of an embodiment of a method for coordinating and controlling an in-wheel motor of an electric vehicle according to the present invention;
FIG. 2 is a flow chart of an embodiment of a coordinated control scheme under different driving state categories according to the present invention;
FIG. 3 is a schematic diagram illustrating the calculation of a target rotational speed and a target steering angle during a non-pivot turn around according to an embodiment of the present invention;
FIG. 4 is a schematic diagram illustrating the calculation of a target rotational speed and a target steering angle in an in-situ u-turn according to an embodiment of the present invention;
fig. 5 is a schematic view of a driving structure of an electric vehicle according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
Example 1
As shown in fig. 1, embodiment 1 of the present invention provides a method for coordinating and controlling an in-wheel motor of an electric vehicle, including the following steps:
s1, acquiring the running state information of the vehicle, and judging the type of the running state of the vehicle according to the running state information;
s2, matching corresponding coordination control schemes according to the driving state types, and respectively calculating control parameters of each hub motor according to the matched coordination control schemes;
and S3, performing coordination control on each in-wheel motor according to the control parameters.
In the embodiment, after the form state type of the vehicle is judged according to the running state information, the corresponding coordination control scheme is matched, and then the coordination control is respectively carried out on each hub motor according to the coordination control scheme. Because the hub motors are independently controlled, the hub motors can be ensured to work under high-efficiency control parameters, and the duration of the vehicle can be improved and the power consumption of the vehicle can be reduced as the hub motors work in a high-efficiency area; meanwhile, under different driving states of the vehicle, the hub motors run in a coordinated mode and work in a coordinated mode, and the driving efficiency of the vehicle under different driving states is improved. Meanwhile, due to the independent control of each hub motor, the six wheels are respectively and independently driven by the corresponding hub motors, and when the vehicle is braked and driven, each hub motor can recover braking energy, so that the energy recovery efficiency during braking is improved.
Preferably, the method includes acquiring driving state information of the vehicle, and determining a driving state type of the vehicle according to the driving state information, specifically:
the driving state information comprises a steering wheel angle signal, a brake pedal opening signal and an accelerator pedal opening signal;
if the brake pedal opening degree signal is zero and the accelerator pedal opening degree signal is not zero, judging that the driving state type of the vehicle is an acceleration driving state;
if the brake pedal opening degree signal is zero and the accelerator pedal opening degree signal is zero, judging that the type of the running state of the vehicle is a constant speed running state;
if the brake pedal opening degree signal is not zero and the accelerator pedal opening degree signal is zero, judging that the driving state type of the vehicle is a braking driving state;
and if the steering wheel angle signal is not zero, judging that the driving state type of the vehicle is a steering driving state.
It should be understood that the vehicle may have two driving state categories at the same time, for example, a constant speed driving state and a steering driving state at the same time, if two driving states exist at the same time, the priority levels of the driving state categories are set in advance, and the coordinated control scheme corresponding to the driving state category with the higher priority level is selected for control.
Preferably, the corresponding coordination control schemes are matched according to the driving state categories, and the control parameters of each hub motor are respectively calculated according to the matched coordination control schemes, specifically:
the driving state categories comprise an acceleration driving state, a constant speed driving state, a braking driving state and a steering driving state;
the acceleration running state is matched with an acceleration coordination scheme, and starting and stopping signals of all hub motors and target working rotating speeds of all hub motors are respectively calculated according to the acceleration coordination scheme and are used as the control parameters;
the constant-speed running state is matched with a constant-speed coordination scheme, and the target working rotating speed of each hub motor is respectively calculated according to the constant-speed coordination scheme and is used as the control parameter;
the brake driving state is matched with a brake coordination scheme, and start-stop signals of all hub motors and target working rotating speeds of all hub motors are respectively calculated according to the brake coordination scheme and are used as the control parameters;
and the steering driving state is matched with a steering coordination scheme, and the target steering angle and the target working rotating speed of each hub motor are respectively calculated according to the steering coordination scheme and are used as the control parameters.
Specifically, as shown in fig. 2:
when the vehicle runs in an accelerating mode, a steering wheel angle signal is zero, a brake pedal opening signal is zero, an accelerator pedal opening signal is not zero, a target driving torque required by accelerating is obtained through calculation, calculation is carried out according to the target driving torque, the number of hub motors (hereinafter referred to as motors) required to be started and the required target working rotating speed are obtained, and start-stop signals of the motors and target working rotating speed signals are transmitted to corresponding motor controllers; the motor controller controls the starting and stopping of the motor according to the starting and stopping signal, and corrects the real-time rotating speed of the motor according to the comparison between the target working rotating speed signal and the real-time rotating speed of the motor;
when the vehicle runs at a constant speed, a steering wheel corner signal is zero, an accelerator pedal opening signal is zero, a brake pedal opening signal is zero, the obtained wheel speed signals of the wheels are not processed, the minimum wheel speed signal is selected as a target working rotating speed, and a motor controller corrects the real-time rotating speed of the motor by comparing the real-time rotating speed of the motor with the received target working rotating speed;
when the vehicle is driven in a steering mode, a steering wheel corner signal is not zero, a brake pedal opening signal is zero, an accelerator pedal opening signal is zero, a target steering angle and a target working rotating speed are calculated according to the real-time wheel speed of wheels and the steering wheel corner signal, a motor controller corrects the real-time rotating speed of a motor by comparing the real-time rotating speed of the motor with the received target working rotating speed, a steering system controls the wheels to complete steering according to the target steering angle, and finally the vehicle is driven in a steering mode;
when the vehicle is braked and driven, the opening signal of an accelerator pedal is zero, the corner signal of a steering wheel is zero, the opening signal of a brake pedal is not zero, a target braking torque required by braking is calculated through the opening signal of the brake pedal, the target braking torque is compared with a braking torque threshold value, and when the target braking torque is smaller than the maximum braking torque threshold value, the motor anti-drag torque is adopted to realize the braking of the vehicle; when the target torque is larger than the maximum braking torque threshold value, the motor back-dragging and the mechanical braking are adopted to complete braking, the mechanical braking torque is set as the difference value of the target braking torque and the maximum back-dragging torque of the motor, and vehicle braking is completed.
Specifically, in the present embodiment, a distributed six-wheel hub motor is adopted for driving, and a coordination control process of the electric vehicle with the six-wheel hub motor is described in detail below.
Preferably, the method respectively calculates the start-stop signals of the hub motors and the target working rotating speeds of the hub motors according to the acceleration coordination scheme, and specifically comprises the following steps:
calculating a target driving torque required for acceleration of the vehicle according to an accelerator pedal opening degree signal of the vehicle:
Figure BDA0002506352190000051
wherein, TrIn order to achieve the target drive torque,
Figure BDA0002506352190000064
is a signal of the opening degree of the accelerator pedal,
Figure BDA0002506352190000065
maximum opening signal of accelerator pedal, TrmaxThe maximum driving torque can be provided for the hub motor;
setting the number of in-wheel motors required to provide the driving torque according to the target driving torque:
when T ism_a-1＜Tr＜Tm_aThe number of in-wheel motors required to provide drive torque is 2a, where Tm_a-1Is the a-1 th driving torque threshold value, Tm_aThe a-th driving torque threshold value is 1,2, …, K/2, K is the total number of hub motors,
Figure BDA0002506352190000061
Tmkrated torque of the kth hub motor;
setting start-stop signals for the hub motors according to the number of the hub motors needing to provide driving torque;
distributing target working torque for each hub motor which needs to provide driving torque:
Figure BDA0002506352190000062
wherein, TriSetting i to be 1,2, …,2a for the target operating torque of the ith in-wheel motor which needs to provide the driving torque;
calculating a target working rotating speed of the hub motor required to provide driving torque according to the target working torque:
Figure BDA0002506352190000063
wherein v isiTarget operating speed assigned to the i-th in-wheel motor which is required to provide driving torque, i being 1,2, …,2a, PmiThe rated power of the hub motor for the ith wheel hub motor which needs to provide the driving torque.
Specifically, the present embodiment employs a six-wheel hub motor, so that K is 6;
when 0 < Tr＜Tm_1In the process, the number of hub motors required to provide driving torque is 2;
when T ism_1＜Tr＜Tm_2In time, the number of hub motors required to provide driving torque is 4;
when T ism_2＜Tr＜Tm_3In time, the number of hub motors required to provide driving torque is 6;
wherein, Tm_1、Tm_2、Tm_3Three driving torque thresholds respectively;
the three driving torque thresholds are respectively:
Tm_1＝Tm1+Tm2
Tm_2＝Tm1+Tm2+Tm3+Tm4
Tm_3＝Tm1+Tm2+Tm3+Tm4+Tm5+Tm6
wherein, TmkThe rated torque of the kth in-wheel motor, k is 1,2,…,6；
distributing driving torque for each hub motor needing to provide driving torque according to the target driving torque and the number of the hub motors needing to provide driving torque:
when 0 < Tr＜Tm_1When the temperature of the water is higher than the set temperature,
Figure BDA0002506352190000071
when T ism_1＜Tr＜Tm_2When the temperature of the water is higher than the set temperature,
Figure BDA0002506352190000072
when T ism_2＜Tr＜Tm_3When the temperature of the water is higher than the set temperature,
Figure BDA0002506352190000073
Trithe target working torque of the ith in-wheel motor which needs to provide the driving torque is provided;
calculating a target working rotating speed of the hub motor required to provide driving torque according to the target working torque;
and combining start-stop signals of all the hub motors and target working rotating speed of the hub motor required to provide driving torque as the control parameters.
Preferably, the target working rotating speeds of the hub motors are respectively calculated according to the uniform speed coordination scheme, and specifically:
acquiring the real-time rotating speed of each hub motor, and selecting the minimum real-time rotating speed as the target working rotating speed of each hub motor:
vkr＝min(vk_act)
wherein v iskrSetting K as 1,2, …, K as the total number of hub motors, min () representing the minimum value, v as the target working speed of the kth hub motork_actThe real-time rotating speed of the kth hub motor.
Preferably, the method respectively calculates the start-stop signal of each hub motor and the target working rotating speed of each hub motor according to the brake coordination scheme, and specifically comprises the following steps:
calculating a target braking torque required for braking the vehicle according to the brake pedal opening signal:
Figure BDA0002506352190000074
wherein, TBTheta is a brake pedal opening degree signal, theta is a target braking torquemaxIs the maximum opening signal of the brake pedal, TBmaxThe sum of the maximum anti-dragging torque and the mechanical braking torque which can be provided by the hub motor;
comparing the target braking torque with a braking torque threshold value, and determining the number of hub motors needing to provide braking torque: when T ism_b-1＜TB＜Tm_bThe number of hub motors required to provide braking torque is 2b, wherein Tm_b-1Is the b-1 braking torque threshold value, Tm_bThe number b of braking torque threshold values is 1,2, …, K/2, K is the total number of hub motors,
Figure BDA0002506352190000081
Tmk_Bthe maximum anti-drag torque of the kth hub motor;
distributing target working torque for each hub motor which needs to provide braking torque:
Figure BDA0002506352190000082
wherein, TBjJ is 1,2, …,2b for the target working torque of the jth hub motor which needs to provide the braking torque;
when T isB＞Tm_K/2In the process, the number of the hub motors needing to provide the braking torque is K, and the target working torque of the hub motors needing to provide the braking torque is as follows:
TBj＝Tmj_B
TB_m＝TB-ΣTmj_B
wherein, TBjProviding braking force for jth needTarget operating torque of torque hub motor, j ═ 1,2, …, K, Tmj_BMaximum anti-drag torque, T, for jth in-wheel motor requiring braking torqueB_mIs a mechanical braking torque;
setting start-stop signals for the hub motors according to the number of the hub motors needing to provide braking torque;
calculating the target working rotating speed of the hub motor which needs to provide the braking torque according to the target working torque:
Figure BDA0002506352190000083
wherein v isjTarget operating speed assigned to the jth in-wheel motor requiring braking torque, j being 1,2, …,2b, PmjAnd the rated power of the hub motor for providing the braking torque for the jth requirement.
Specifically, for an electric vehicle with a six-wheel hub motor:
when T ism_0＜TB＜Tm_1In time, the number of hub motors required to provide braking torque is 2;
when T ism_1＜TB＜Tm_2In time, the number of hub motors required to provide braking torque is 4;
when T ism_2＜TB＜Tm_3In time, the number of hub motors required to provide braking torque is 6;
when T isB＞Tm_3In time, the number of hub motors required to provide braking torque is 6;
wherein, Tm_1、Tm_2、Tm_3Three braking torque thresholds respectively;
the three braking torque thresholds are respectively:
Tm_1＝Tm1-B+Tm2-B
Tm_2＝Tm1-B+Tm2-B+Tm3-B+Tm4-B
Tm_3＝Tm1-B+Tm2-B+Tm3-B+Tm4-B+Tm5-B+Tm6-B
wherein, Tmk_BThe maximum back-dragging torque of the kth hub motor is k, which is 1,2, …, 6;
distributing target working torque for the hub motor needing to provide braking torque:
when T ism_0＜TB＜Tm_1When the temperature of the water is higher than the set temperature,
Figure BDA0002506352190000091
when T ism_1＜TB＜Tm_2When the temperature of the water is higher than the set temperature,
Figure BDA0002506352190000092
when T ism_2＜TB＜Tm_3When the temperature of the water is higher than the set temperature,
Figure BDA0002506352190000093
when T isB＞Tm_3When, TBj＝Tmj_B,TB_m＝TrB-∑Tmj_B；
Calculating the target working rotating speed of each hub motor according to the target working torque;
and setting start-stop signals for the hub motors according to the number of the hub motors needing to provide the braking torque, and taking the start-stop signals of the hub motors and the target working rotating speed of the hub motors needing to be braked as the control parameters.
Preferably, the step of calculating the target steering angle and the target working rotating speed of each hub motor according to the steering coordination scheme comprises the following steps:
acquiring the real-time wheel speed of each wheel, and calculating the running speed of the vehicle according to the real-time wheel speed of each wheel:
Figure BDA0002506352190000101
where N is the running speed of the vehicle, Nk_actThe real-time wheel speed of the kth wheel is K, wherein K is 1,2, …, and K is the total number of wheels;
when the steering driving state is a non-in-place turning around state, the target steering angle of the hub motor corresponding to each wheel is as follows:
k＝arctan(L/Rk_1)
wherein,kis a target steering angle, R, of the kth in-wheel motork_1Is the vertical distance R between the center of the corner and the center line of the wheel on the side where the kth wheel is positionedk_1Get RleftOr Rright，RleftIs the vertical distance, R, between the center of the corner and the center line of the left wheelrightThe vertical distance between the connecting line from the corner center to the center of the right wheel;
when the steering driving state is in-situ turning, the target steering angle of the hub motor corresponding to each wheel is as follows:
k＝(-1)k×arctan(D/2lc)
wherein,kis the target steering angle of the kth in-wheel motor, D is the wheel track, lkThe vertical distance from the gravity center of the vehicle to the center connecting line of the kth wheel and the wheel on the opposite side of the kth wheel;
when the steering driving state is a non-pivot turning, calculating the distance between the center of each wheel and the center of the turning angle:
Figure BDA0002506352190000102
wherein R iskThe distance from the center of the kth wheel to the center of the corner;
when the steering driving state is the pivot turning, calculating the distance between the center of each wheel and the center of the turning angle:
Figure BDA0002506352190000103
wherein R iskThe distance from the center of the kth wheel to the center of the corner;
calculating the distance between the gravity center of the vehicle and the center of the corner:
Figure BDA0002506352190000111
wherein R isGThe distance between the gravity center of the vehicle and the center of the corner;
calculating a target wheel speed for each wheel:
Figure BDA0002506352190000112
wherein n iskA target wheel speed for the k-th wheel;
calculating the target working rotating speed of the hub motor corresponding to each wheel:
Figure BDA0002506352190000113
wherein v iskAnd the target working rotating speed of the hub motor corresponding to the kth wheel is obtained.
Specifically, for the electric automobile with the six-wheel hub motor, when the steering driving state is the non-pivot turning around, Rleft、RrightThe calculation method comprises the following steps:
Figure BDA0002506352190000114
Figure BDA0002506352190000115
wherein R isleftIs the vertical distance, R, between the center of the corner and the center line of the left wheelrightIs the vertical distance, R, between the center of the corner and the center line of the right wheel0The vertical distance between the center of the corner and the central axis of the vehicle,
Figure BDA0002506352190000116
l is the distance between the front and rear wheels and D isThe wheel track of the wheel is provided with a plurality of wheels,
Figure BDA0002506352190000117
the average rotation angle of the c-th group of wheels is 1,2, … and K/2, wherein K is the total number of the wheels, and the total number of the wheels is equal to the number of the in-wheel motors and corresponds to the number of the in-wheel motors one by one;
the average rotation angle of the c group of wheels is as follows:
Figure BDA0002506352190000118
wherein,
Figure BDA0002506352190000119
is the average rotation angle of the c-th group of wheels,d-1a steering wheel angle signal indicating the d-1 th wheel,da steering wheel angle signal indicating the d-th wheel, d being 1,2, …, K, d being 2 c;
for example, as shown in fig. 3, six rectangular blocks in fig. 3 represent six wheels, which are respectively indicated by numerals 1 to 6, and the line segment with an arrow represents the real-time wheel speed direction of the wheels, taking the average rotation angle of the first set of wheels as an example:
Figure BDA0002506352190000121
Rleft、Rrightafter the calculation is finished, the corresponding R can be obtainedk_1So that a corresponding target steering angle can be calculated, and further, a distance R from the center of each wheel to the corner center O can be calculatedkAs shown in fig. 3, the first set of wheels is also taken as an example:
Figure BDA0002506352190000122
Figure BDA0002506352190000123
distance R between center of each wheel and corner center OkCompletion of computationThen, the target wheel speed for each wheel can be calculated:
Figure BDA0002506352190000124
Figure BDA0002506352190000125
further calculating the target working rotating speed according to the target wheel speed;
and taking the target steering angle and the target working rotating speed as control parameters.
Specifically, for an electric vehicle with a six-wheel hub motor, when the steering driving state is in-situ turning, a steering center O coincides with a vehicle gravity center G, at this time, a calculation schematic diagram of a target steering angle and a target working rotation speed of the hub motor is shown in fig. 4, six rectangular blocks in fig. 4 represent six wheels, which are respectively represented by numerals 1 to 6, and a line segment with an arrow represents a real-time wheel speed direction of the wheels;
taking the first group of wheels as an example, the target steering angle of the hub motor corresponding to each wheel is calculated as follows:
1＝-arctan(D/2l1)
2＝arctan(D/2l1)
the distance from the center of each wheel to the corner center O is calculated as follows, taking the first group of wheels as an example:
Figure BDA0002506352190000131
Figure BDA0002506352190000132
after the distance between the center of each wheel and the center of the corner is calculated, the calculation of the target working rotating speed is the same as that of the non-original turning around, which is not repeated herein.
Example 2
Embodiment 2 of the present invention provides an in-wheel motor coordination control device for an electric vehicle, including a processor and a memory, where the memory stores a computer program, and the computer program, when executed by the processor, implements the in-wheel motor coordination control method for an electric vehicle provided in embodiment 1.
The hub motor coordination control device of the electric vehicle provided by the embodiment of the invention is used for realizing the hub motor coordination control method of the electric vehicle, so that the hub motor coordination control device of the electric vehicle has the technical effects of the hub motor coordination control method of the electric vehicle, and the hub motor coordination control device of the electric vehicle also has the technical effects, and the details are not repeated herein.
Example 3
An embodiment 3 of the present invention provides an electric vehicle, including the in-wheel motor coordination control device of the electric vehicle provided in embodiment 3, and further including a vehicle body, where the vehicle body includes a plurality of wheels, each wheel is respectively configured with a corresponding in-wheel motor and a corresponding motor controller, and each in-wheel motor and each motor controller are respectively mounted on a corresponding wheel.
Because the traditional chassis is relatively complex in structure and is provided with the chassis shaft and the transmission system, the whole vehicle has larger mass and higher chassis gravity center, the power consumption of the vehicle is increased, and the rollover probability of the vehicle when the logistics vehicle is fully loaded is increased. Therefore, the chassis of the electric vehicle in this embodiment adopts a pure wire control chassis structure, a chassis periphery and a transmission system installed on the conventional chassis are eliminated, the chassis is only provided with a power battery, a driving system (including a driving motor, a motor controller and the like), a braking system and the like are integrated on wheels, and the wheels are connected with the chassis through an independent suspension system.
Specifically, as shown in fig. 5, the six hub motors in fig. 5 are respectively identified by numerals 1-6, and similarly, the motor controllers and the wheel speed sensors corresponding to the six hub motors are also identified by numerals 1-6. In a signal transmission module, a steering wheel angle sensor, an accelerator pedal opening sensor, a brake pedal opening sensor, a wheel speed sensor and the like in the electric automobile transmit received signals to a vehicle control unit, the vehicle control unit analyzes and calculates input signals, transmits control parameters after analysis and calculation to a motor coordination controller or a brake controller respectively, judges and analyzes the input control parameters by the motor coordination controller, transmits the obtained control signals to a motor needing to be driven, and controls the motor to work as required to finish vehicle acceleration, uniform speed, climbing and steering driving; or the input signals are analyzed and compared by the brake controller, and the input signals are transmitted to the motor and the brake disc to complete vehicle braking. The motor coordination controller and the brake controller can be integrated on the whole vehicle controller or can be arranged independently. The motor coordination controller is a short name of the hub motor coordination control device of the electric vehicle in embodiment 2.
Example 4
Embodiment 4 of the present invention provides a computer storage medium having a computer program stored thereon, where the computer program, when executed by a processor, implements the in-wheel motor coordination control method for an electric vehicle provided in embodiment 1.
The computer storage medium provided by the embodiment of the invention is used for the hub motor coordination control method of the electric vehicle, so that the computer storage medium has the technical effects of the hub motor coordination control method of the electric vehicle, and the details are not repeated herein.
The above-described embodiments of the present invention should not be construed as limiting the scope of the present invention. Any other corresponding changes and modifications made according to the technical idea of the present invention should be included in the protection scope of the claims of the present invention.

Claims (10)

1. A coordination control method for an in-wheel motor of an electric automobile is characterized by comprising the following steps:
acquiring running state information of a vehicle, and judging the type of the running state of the vehicle according to the running state information;
matching corresponding coordination control schemes according to the driving state categories, and respectively calculating control parameters of each hub motor according to the matched coordination control schemes;
and performing coordination control on each hub motor according to the control parameters.
2. The in-wheel motor coordination control method of the electric vehicle according to claim 1, characterized by acquiring driving state information of the vehicle, and determining a type of the driving state of the vehicle according to the driving state information, specifically:
the driving state information comprises a steering wheel angle signal, a brake pedal opening signal and an accelerator pedal opening signal;
if the brake pedal opening degree signal is zero and the accelerator pedal opening degree signal is not zero, judging that the driving state type of the vehicle is an acceleration driving state;
if the brake pedal opening degree signal is zero and the accelerator pedal opening degree signal is zero, judging that the type of the running state of the vehicle is a constant speed running state;
if the brake pedal opening degree signal is not zero and the accelerator pedal opening degree signal is zero, judging that the driving state type of the vehicle is a braking driving state;
and if the steering wheel angle signal is not zero, judging that the driving state type of the vehicle is a steering driving state.
3. The method for the coordinated control of the in-wheel motors of the electric vehicle according to claim 1, wherein the corresponding coordinated control schemes are matched according to the driving state categories, and the control parameters of the in-wheel motors are respectively calculated according to the matched coordinated control schemes, specifically:
the driving state categories comprise an acceleration driving state, a constant speed driving state, a braking driving state and a steering driving state;
the acceleration running state is matched with an acceleration coordination scheme, and starting and stopping signals of all hub motors and target working rotating speeds of all hub motors are respectively calculated according to the acceleration coordination scheme and are used as the control parameters;
the constant-speed running state is matched with a constant-speed coordination scheme, and the target working rotating speed of each hub motor is respectively calculated according to the constant-speed coordination scheme and is used as the control parameter;
the brake driving state is matched with a brake coordination scheme, and start-stop signals of all hub motors and target working rotating speeds of all hub motors are respectively calculated according to the brake coordination scheme and are used as the control parameters;
and the steering driving state is matched with a steering coordination scheme, and the target steering angle and the target working rotating speed of each hub motor are respectively calculated according to the steering coordination scheme and are used as the control parameters.
4. The method for the coordinated control of the in-wheel motors of the electric automobile according to claim 3, wherein the start-stop signals of the in-wheel motors and the target operating speeds of the in-wheel motors are respectively calculated according to the acceleration coordination scheme, and specifically:
calculating a target driving torque required for acceleration of the vehicle according to an accelerator pedal opening degree signal of the vehicle:
Figure FDA0002506352180000021
wherein, TrIn order to achieve the target drive torque,
Figure FDA0002506352180000022
is a signal of the opening degree of the accelerator pedal,
Figure FDA0002506352180000023
maximum opening signal of accelerator pedal, TrmaxThe maximum driving torque can be provided for the hub motor;
setting the number of in-wheel motors required to provide the driving torque according to the target driving torque:
when T ism_a-1＜Tr＜Tm_aThe number of in-wheel motors required to provide drive torque is 2a, where Tm_a-1Is the a-1 th driving torque threshold value, Tm_aThe a-th driving torque threshold value is 1,2, …, K/2, K is an in-wheel motorThe total number of the chips is,
Figure FDA0002506352180000024
Tmkrated torque of the kth hub motor;
setting start-stop signals for the hub motors according to the number of the hub motors needing to provide driving torque;
distributing target working torque for each hub motor which needs to provide driving torque:
Figure FDA0002506352180000025
wherein, TriSetting i to be 1,2, …,2a for the target operating torque of the ith in-wheel motor which needs to provide the driving torque;
calculating a target working rotating speed of the hub motor required to provide driving torque according to the target working torque:
Figure FDA0002506352180000031
wherein v isiTarget operating speed assigned to the i-th in-wheel motor which is required to provide driving torque, i being 1,2, …,2a, PmiThe rated power of the hub motor for the ith wheel hub motor which needs to provide the driving torque.
5. The coordination control method for the in-wheel motors of the electric automobile according to claim 3, wherein the target working rotating speeds of the in-wheel motors are respectively calculated according to the uniform speed coordination scheme, and specifically:
acquiring the real-time rotating speed of each hub motor, and selecting the minimum real-time rotating speed as the target working rotating speed of each hub motor:
vkr＝min(vk_act)
wherein v iskrSetting K as 1,2, …, K as the total number of hub motors, min () representing the minimum value, v as the target working speed of the kth hub motork_actThe real-time rotating speed of the kth hub motor.
6. The method for the coordinated control of the in-wheel motors of the electric automobile according to claim 3, wherein the start-stop signals of the in-wheel motors and the target operating speeds of the in-wheel motors are respectively calculated according to the brake coordination scheme, and specifically:
calculating a target braking torque required for braking the vehicle according to the brake pedal opening signal:
Figure FDA0002506352180000032
wherein, TBTheta is a brake pedal opening degree signal, theta is a target braking torquemaxIs the maximum opening signal of the brake pedal, TBmaxThe sum of the maximum anti-dragging torque and the mechanical braking torque which can be provided by the hub motor;
comparing the target braking torque with a braking torque threshold value, and determining the number of hub motors needing to provide braking torque: when T ism_b-1＜TB＜Tm_bThe number of hub motors required to provide braking torque is 2b, wherein Tm_b-1Is the b-1 braking torque threshold value, Tm_bThe number b of braking torque threshold values is 1,2, …, K/2, K is the total number of hub motors,
Figure FDA0002506352180000033
Tmk_Bthe maximum anti-drag torque of the kth hub motor;
distributing target working torque for each hub motor which needs to provide braking torque:
Figure FDA0002506352180000041
wherein, TBjJ is 1,2, …,2b for the target working torque of the jth hub motor which needs to provide the braking torque;
when T isB＞Tm_K/2When in use, the number of the hub motors which need to provide braking torque is K,the target working torque of the hub motor required to provide the braking torque is as follows:
TBj＝Tmj_B
TB_m＝TB-∑Tmj_B
wherein, TBjFor the j target operating torque of the j-th in-wheel motor which needs to provide the braking torque, j is 1,2, …, K, Tmj_BMaximum anti-drag torque, T, for jth in-wheel motor requiring braking torqueB_mIs a mechanical braking torque;
setting start-stop signals for the hub motors according to the number of the hub motors needing to provide braking torque;
calculating the target working rotating speed of the hub motor which needs to provide the braking torque according to the target working torque:
Figure FDA0002506352180000042
wherein v isjTarget operating speed assigned to the jth in-wheel motor requiring braking torque, j being 1,2, …,2b, PmjAnd the rated power of the hub motor for providing the braking torque for the jth requirement.
7. The method for the coordinated control of the in-wheel motors of the electric vehicle according to claim 3, wherein the target steering angle and the target operating speed of each in-wheel motor are respectively calculated according to the steering coordination scheme, and specifically:
acquiring the real-time wheel speed of each wheel, and calculating the running speed of the vehicle according to the real-time wheel speed of each wheel:
Figure FDA0002506352180000043
where N is the running speed of the vehicle, Nk_actThe real-time wheel speed of the kth wheel is K, wherein K is 1,2, …, and K is the total number of wheels;
when the steering driving state is a non-in-place turning around state, the target steering angle of the hub motor corresponding to each wheel is as follows:
k＝arctan(L/Rk_1)
wherein,kis a target steering angle, R, of the kth in-wheel motork_1Is the vertical distance R between the center of the corner and the center line of the wheel on the side where the kth wheel is positionedk_1Get RleftOr Rright，RleftIs the vertical distance, R, between the center of the corner and the center line of the left wheelrightThe vertical distance between the connecting line from the corner center to the center of the right wheel;
when the steering driving state is in-situ turning, the target steering angle of the hub motor corresponding to each wheel is as follows:
k＝(-1)k×arctan(D/2lc)
wherein,kis the target steering angle of the kth in-wheel motor, D is the wheel track, lkThe vertical distance from the gravity center of the vehicle to the center connecting line of the kth wheel and the wheel on the opposite side of the kth wheel;
when the steering driving state is a non-pivot turning, calculating the distance between the center of each wheel and the center of the turning angle:
Figure FDA0002506352180000051
wherein R iskThe distance from the center of the kth wheel to the center of the corner;
when the steering driving state is the pivot turning, calculating the distance between the center of each wheel and the center of the turning angle:
Figure FDA0002506352180000052
wherein R iskThe distance from the center of the kth wheel to the center of the corner;
calculating the distance between the gravity center of the vehicle and the center of the corner:
Figure FDA0002506352180000053
wherein R isGThe distance between the gravity center of the vehicle and the center of the corner;
calculating a target wheel speed for each wheel:
Figure FDA0002506352180000054
wherein n iskA target wheel speed for the k-th wheel;
calculating the target working rotating speed of the hub motor corresponding to each wheel:
Figure FDA0002506352180000061
wherein v iskAnd the target working rotating speed of the hub motor corresponding to the kth wheel is obtained.
8. An in-wheel motor coordination control device for an electric vehicle, characterized by comprising a processor and a memory, wherein the memory stores a computer program, and the computer program is executed by the processor to realize the in-wheel motor coordination control method for the electric vehicle according to any one of claims 1 to 7.
9. An electric vehicle, characterized by comprising the in-wheel motor coordination control device of the electric vehicle according to claim 8, and further comprising a vehicle body, wherein the vehicle body comprises a plurality of wheels, each wheel is provided with a corresponding in-wheel motor and a corresponding motor controller, and each in-wheel motor and each motor controller are respectively mounted on a corresponding wheel.
10. A computer storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the in-wheel motor coordination control method for an electric vehicle according to any one of claims 1 to 7.
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