CN111731297A - Novel electric automobile hill-holding strategy - Google Patents
Novel electric automobile hill-holding strategy Download PDFInfo
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- CN111731297A CN111731297A CN202010584923.1A CN202010584923A CN111731297A CN 111731297 A CN111731297 A CN 111731297A CN 202010584923 A CN202010584923 A CN 202010584923A CN 111731297 A CN111731297 A CN 111731297A
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- rotating speed
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- vehicle
- holding
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- 230000001133 acceleration Effects 0.000 claims abstract description 26
- 238000000034 method Methods 0.000 claims description 15
- 230000033228 biological regulation Effects 0.000 claims description 8
- 238000011217 control strategy Methods 0.000 description 8
- 230000000694 effects Effects 0.000 description 5
- 238000010586 diagram Methods 0.000 description 3
- 238000004088 simulation Methods 0.000 description 3
- 230000036039 immunity Effects 0.000 description 2
- 230000005465 channeling Effects 0.000 description 1
- 238000007405 data analysis Methods 0.000 description 1
- 230000003137 locomotive effect Effects 0.000 description 1
- 238000005096 rolling process Methods 0.000 description 1
- 230000006641 stabilisation Effects 0.000 description 1
- 238000011105 stabilization Methods 0.000 description 1
- 230000003068 static effect Effects 0.000 description 1
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Classifications
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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
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18109—Braking
- B60W30/18118—Hill holding
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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
- B60L15/2018—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 for braking on a slope
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
- H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
- H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using dc to ac converters or inverters
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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
- Y02T10/64—Electric machine technologies in electromobility
-
- 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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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention discloses a novel electric automobile slope-parking strategy, which relates to the technical field of automatic control, and has the following two functions of slope-parking mode judgment and 2-function reduction of the rotating speed loop overshoot, and the slope-parking mode is entered under the condition that the form of a state machine is used for judging the condition of a vehicle, so that the mistaken slope-parking mode caused by the conditions of interference, uneven road surface and the like is avoided, the forward-moving phenomenon is relieved by adding an acceleration differential term, and the influence of noise is effectively avoided.
Description
Technical Field
The invention relates to the technical field of automatic control, in particular to a novel electric automobile slope-parking strategy.
Background
The purpose of the hill-holding function is to avoid backward slip of the vehicle when the vehicle starts on a hill and improve driving convenience. The four indexes for evaluating the hill-holding performance are as follows: whether the vehicle enters a slope parking mode or not is accurately judged, the slope parking process is stable, the slope sliding distance is small, and the vehicle forward moving distance is small when the slope sliding is finished (also called forward movement phenomenon). The main stream of the current new energy automobile is in a slope stopping strategy, whether a slope stopping mode is entered or not is directly judged through the rotating speed of a motor and gears, then a zero rotating speed function is realized through a traditional PI regulator, the strategy has the phenomenon of mistaken entering the slope stopping mode and serious forward leaping, and driving comfort is reduced.
Disclosure of Invention
The invention aims to provide a novel electric automobile slope-parking strategy, which judges the situation of a vehicle to enter a slope-parking mode through a state machine mode, avoids a mistaken slope-parking mode caused by interference, uneven road surface and the like, relieves a forward-moving phenomenon through increasing an acceleration differential term, and effectively avoids the influence of noise.
A novel electric automobile hill-holding strategy comprises the following two functions:
firstly, determining a hill-holding mode, specifically comprising the following procedures:
(1) the motor controller detects the rotating speed of the motor in a task period of 2ms, and when the rotating speed of the motor is detected to be 0RPM, the timer starts timing;
(2) the timer counts 100ms, and the rotating speed of the motor is always 0RPM within 100 ms;
(3) after the timer counts 100ms, when the motor controller detects the motor rotating speed opposite to the whole vehicle gear, the motor controller judges that the vehicle needs to enter a hill-holding mode;
secondly, the overshoot of the rotating speed ring is reduced, and the specific mode is as follows:
when the vehicle enters a hill-holding mode, a differential term is added on the basis of the traditional PI rotation speed regulation;
the acceleration of the rotating speed of the motor is selected as a reference phase, rotating speed regulation is introduced, the rotating speed and the result of the acceleration PI regulator are accumulated together, and the result is fed back to the motor through the INV inverter.
Preferably, in the hill-holding mode determination process, after the timer counts 100ms, when the motor controller detects the motor speed consistent with the whole gear, the timer counts and clears.
Preferably, a differential tracker is used to estimate the acceleration and the rotation speed of the motor.
The invention has the advantages that: the mode of the state machine is used for judging under which condition the vehicle enters the slope parking mode, the mode of mistakenly entering the slope parking mode caused by the conditions of interference, uneven road surface and the like is avoided, the forward channeling phenomenon is relieved by adding an acceleration differential term, and the influence of noise is effectively avoided.
Drawings
FIG. 1 is a flow chart illustrating a hill-holding mode determination according to the present invention;
FIG. 2 is a diagram of a conventional hill-holding control strategy;
FIG. 3 is a hill hold control strategy diagram of the present invention;
FIG. 4 is a graph illustrating the simulation effect of hill-holding conditions of the conventional 0-rpm control strategy and the hill-holding control strategy of the present invention;
Detailed Description
In order to make the technical means, the creation characteristics, the achievement purposes and the effects of the invention easy to understand, the invention is further described with the specific embodiments.
As shown in fig. 1 to 4, a novel electric vehicle hill-holding strategy includes the following two functions:
firstly, determining a hill-holding mode, specifically comprising the following procedures:
(1) the motor controller detects the rotating speed of the motor in a task period of 2ms, and when the rotating speed of the motor is detected to be 0RPM, the timer starts timing;
(2) the timer counts 100ms, and the rotating speed of the motor is always 0RPM within 100 ms;
(3) after the timer counts 100ms, when the motor controller detects the motor rotating speed opposite to the whole vehicle gear, the motor controller judges that the vehicle needs to enter a hill-holding mode; whether the vehicle is to enter the hill-holding mode or not is judged through the state machine, the hill-holding mode is not directly judged according to the fact that the rotating speed is opposite to the gear signal, and the vehicle can be prevented from entering the hill-holding mode by mistake.
Secondly, the overshoot of the rotating speed ring is reduced, and the specific mode is as follows:
when the vehicle enters a hill-holding mode, a differential term is added on the basis of the traditional PI rotation speed regulation;
the acceleration of the rotating speed of the motor is selected as a reference phase, rotating speed regulation is introduced, the rotating speed and the result of the acceleration PI regulator are accumulated together, and the result is fed back to the motor through the INV inverter.
The vehicle enters a slope parking mode, and actually enters a 0-rotating-speed mode for the motor, and the rotating speed of the motor is inevitably overshot on the basis of ensuring a shorter slope sliding distance through PI control of a traditional rotating speed ring. The process that the locomotive rushes forward exists in the process that the rotating speed is overshot to cause the vehicle to stay on the slope, and passengers experience discomfort.
The most effective way to reduce the overshoot is to add a differential term on the basis of the conventional PI speed regulation, but the introduction of the differential term will simultaneously introduce noise. To avoid the introduction of noise, this patent uses the differential term (acceleration) of the motor speed as a reference phase, introducing speed regulation. The motor acceleration is the differential term of motor speed, so motor acceleration itself has feedforward consciousness, can obtain stable acceleration signal through differential tracker simultaneously, effectively avoids the influence of noise.
In the process of determining the hill-holding mode, after the timer counts 100ms, when the motor controller detects the motor rotating speed consistent with the whole vehicle gear, the timer counts time and clears.
And estimating the acceleration and the rotating speed of the motor by adopting a differential tracker. TD immunity is excellent, can output stable acceleration value. The output signal of the differential Tracker (TD) can be converged to the input signal quickly, and the noise effect of the differentiator can be well inhibited.
The specific implementation mode and principle are as follows:
as shown in fig. 1, the MCU periodically detects whether the motor speed is 0 in a task of 2ms, and if the condition one is that the motor speed is 0, the time for maintaining the state of 0 speed for the condition two is longer than 100ms, so as to ensure that the vehicle is in a stationary state. And on the condition that the vehicle is in a static state, the motor controller further judges whether the vehicle has a backward slip phenomenon or not, and finally judges whether the vehicle needs to enter a slope parking mode or not. The mode of the state machine is used for judging under which condition the vehicle enters the slope parking mode, so that the mode of mistakenly entering the slope parking mode caused by the conditions of interference, uneven road surface and the like is avoided.
As shown in fig. 2, the control block diagram of the conventional rotation speed mode gives a command rotation speed of 0. The motor controller enters the hill-holding mode, i.e., the controller enters the 0-speed mode. The traditional rotating speed closed loop principle is that proportional integral adjustment is carried out according to errors of feedback rotating speed and instruction rotating speed, and a torque is output to enable the feedback rotating speed of a vehicle to be the instruction rotating speed. Because the principle of the traditional rotating speed closed loop is error adjustment, the overshoot is inevitably generated before the feedback rotating speed is adjusted to the instruction rotating speed. The method is characterized in that the rotating speed is overshot in the process of parking the vehicle on a slope, namely the vehicle shakes forwards in the parking process, and the driver feels that the vehicle rushes forwards after the vehicle slips backwards for a certain distance, and then the vehicle is stable. This hill-holding process is extremely uncomfortable for the driver, and the hill-holding process generally accepted by the driver is a process in which the vehicle is stopped at 0rpm after the vehicle rolls backward for a certain distance, no forward rushing occurs, and the backward rolling distance of the vehicle is maintained within a reasonable range.
As shown in fig. 3, to avoid speed overshoot, a quantity needs to be predicted that is capable of predicting the motor speed, thus introducing a variable of acceleration. The acceleration is a differential phase of the rotational speed, i.e., a phase in which the acceleration leads the rotational speed by 90 degrees. The overshoot of the rotational speed can be reduced by adding the results of the rotational speed and acceleration PI regulators together. In order to obtain stable acceleration value, the differential tracker is adopted to estimate the acceleration and the rotating speed of the motor, TD immunity is excellent, and stable acceleration value can be output. The output signal of the differential Tracker (TD) can be converged to the input signal quickly, and the noise effect of the differentiator can be well inhibited.
As shown in FIG. 4, under the conventional 0-speed control strategy and the hill-holding control strategy of the present invention, the simulation effect of the hill-holding condition of the vehicle is shown.
Wherein, the vehicle weight is 1.8 tons, the gradient is 3, the motor rotating speed is-20 RPM at the moment of entering the slope-stopping mode, and the following conclusion is obtained according to simulation data analysis: the time from the vehicle entering the hill-holding mode to the stabilization is basically consistent; the slope sliding distance of the slope stopping control strategy is superior to that of the traditional 0-rotating speed mode; after the hill-holding control strategy disclosed by the invention slips down on a hill, the forward-facing distance of the vehicle is superior to that of the traditional 0-rotating-speed mode.
Wherein, 2ms _ Task refers to a program 2ms Task; v denotes the motor speed; acc refers to motor acceleration; PI refers to a proportional integral regulator; TD refers to a differential tracker; INV means an inverter.
Based on the above, the invention judges the situation of the vehicle by the state machine, and enters the hill-holding mode, thereby avoiding the false hill-holding mode caused by the conditions of interference, uneven road surface and the like, relieving the forward movement phenomenon by increasing the acceleration differential term, and effectively avoiding the influence of noise.
It will be appreciated by those skilled in the art that the invention may be embodied in other specific forms without departing from the spirit or essential characteristics thereof. The embodiments disclosed above are therefore to be considered in all respects as illustrative and not restrictive. All changes which come within the scope of or equivalence to the invention are intended to be embraced therein.
Claims (3)
1. The utility model provides a novel electric automobile strategy of staying on a slope which characterized in that, includes following two functions:
firstly, determining a hill-holding mode, specifically comprising the following procedures:
(1) the motor controller detects the rotating speed of the motor in a task period of 2ms, and when the rotating speed of the motor is detected to be 0RPM, the timer starts timing;
(2) the timer counts 100ms, and the rotating speed of the motor is always 0RPM within 100 ms;
(3) after the timer counts 100ms, when the motor controller detects the motor rotating speed opposite to the whole vehicle gear, the motor controller judges that the vehicle needs to enter a hill-holding mode;
secondly, the overshoot of the rotating speed ring is reduced, and the specific mode is as follows:
when the vehicle enters a hill-holding mode, a differential term is added on the basis of the traditional PI rotation speed regulation;
the acceleration of the rotating speed of the motor is selected as a reference phase, rotating speed regulation is introduced, the rotating speed and the result of the acceleration PI regulator are accumulated together, and the result is fed back to the motor through the INV inverter.
2. The novel electric vehicle hill-holding strategy according to claim 1, characterized in that: in the process of determining the hill-holding mode, after the timer counts 100ms, when the motor controller detects the motor rotating speed consistent with the whole vehicle gear, the timer counts time and clears.
3. The novel electric vehicle hill-holding strategy according to claim 1, characterized in that: and estimating the acceleration and the rotating speed of the motor by adopting a differential tracker.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010584923.1A CN111731297A (en) | 2020-06-24 | 2020-06-24 | Novel electric automobile hill-holding strategy |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010584923.1A CN111731297A (en) | 2020-06-24 | 2020-06-24 | Novel electric automobile hill-holding strategy |
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| CN111731297A true CN111731297A (en) | 2020-10-02 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202010584923.1A Withdrawn CN111731297A (en) | 2020-06-24 | 2020-06-24 | Novel electric automobile hill-holding strategy |
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| CN (1) | CN111731297A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2022234366A1 (en) * | 2021-05-04 | 2022-11-10 | Altigreen Propulsion Labs Private Limited | Sensorless hill hold assist system for three wheeler electric vehicle |
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| CN102887081A (en) * | 2012-09-27 | 2013-01-23 | 重庆长安汽车股份有限公司 | Control method for hill-start of new energy vehicle |
| FR2979313A1 (en) * | 2011-08-23 | 2013-03-01 | Peugeot Citroen Automobiles Sa | Method for controlling activation of crawling system in e.g. electric car, involves shifting adjustable activation duration of crawling system to coincide activation of crawling system with deactivation of maintenance system |
| DE102013208859A1 (en) * | 2012-05-21 | 2013-11-21 | GM Global Technology Operations, LLC (n.d. Ges. d. Staates Delaware) | Method for controlling performance of vehicle from stationary state, involves providing command to increase input torque, operating speed regulation module to prevent falling of speed of crankshaft below predetermined engine idling speed |
| FR3033758A1 (en) * | 2015-03-16 | 2016-09-23 | Peugeot Citroen Automobiles Sa | TRACTION ASSEMBLY FOR A MOTOR VEHICLE |
| CN107697067A (en) * | 2017-09-27 | 2018-02-16 | 上海金脉电子科技有限公司 | Electric automobile ramp auxiliary starting control method |
| CN108556684A (en) * | 2018-06-04 | 2018-09-21 | 四川野马汽车股份有限公司 | A kind of electric vehicle electronics stays the control system and its control method on slope |
| CN208602331U (en) * | 2018-06-04 | 2019-03-15 | 四川野马汽车股份有限公司 | A kind of electric car electronics stays the control system on slope |
| CN111002985A (en) * | 2019-12-24 | 2020-04-14 | 东风航盛（武汉）汽车控制系统有限公司 | Control method of electric automobile slope parking system |
-
2020
- 2020-06-24 CN CN202010584923.1A patent/CN111731297A/en not_active Withdrawn
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2979313A1 (en) * | 2011-08-23 | 2013-03-01 | Peugeot Citroen Automobiles Sa | Method for controlling activation of crawling system in e.g. electric car, involves shifting adjustable activation duration of crawling system to coincide activation of crawling system with deactivation of maintenance system |
| DE102013208859A1 (en) * | 2012-05-21 | 2013-11-21 | GM Global Technology Operations, LLC (n.d. Ges. d. Staates Delaware) | Method for controlling performance of vehicle from stationary state, involves providing command to increase input torque, operating speed regulation module to prevent falling of speed of crankshaft below predetermined engine idling speed |
| CN102887081A (en) * | 2012-09-27 | 2013-01-23 | 重庆长安汽车股份有限公司 | Control method for hill-start of new energy vehicle |
| FR3033758A1 (en) * | 2015-03-16 | 2016-09-23 | Peugeot Citroen Automobiles Sa | TRACTION ASSEMBLY FOR A MOTOR VEHICLE |
| CN107697067A (en) * | 2017-09-27 | 2018-02-16 | 上海金脉电子科技有限公司 | Electric automobile ramp auxiliary starting control method |
| CN108556684A (en) * | 2018-06-04 | 2018-09-21 | 四川野马汽车股份有限公司 | A kind of electric vehicle electronics stays the control system and its control method on slope |
| CN208602331U (en) * | 2018-06-04 | 2019-03-15 | 四川野马汽车股份有限公司 | A kind of electric car electronics stays the control system on slope |
| CN111002985A (en) * | 2019-12-24 | 2020-04-14 | 东风航盛（武汉）汽车控制系统有限公司 | Control method of electric automobile slope parking system |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2022234366A1 (en) * | 2021-05-04 | 2022-11-10 | Altigreen Propulsion Labs Private Limited | Sensorless hill hold assist system for three wheeler electric vehicle |
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Application publication date: 20201002 |
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