CN111845375B - Zero-rotation-speed control method for single-pedal accelerator parking motor - Google Patents
Zero-rotation-speed control method for single-pedal accelerator parking motor Download PDFInfo
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- CN111845375B CN111845375B CN202010649179.9A CN202010649179A CN111845375B CN 111845375 B CN111845375 B CN 111845375B CN 202010649179 A CN202010649179 A CN 202010649179A CN 111845375 B CN111845375 B CN 111845375B
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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
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/423—Torque
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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
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- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention relates to a zero-rotation-speed control method for an accelerator single-pedal parking motor, which comprises the following steps of: obtaining a speed-acceleration ideal curve; obtaining a real acceleration; judging the relation between the real acceleration and the speed-acceleration ideal curve, if the real acceleration is positioned above the speed-acceleration ideal curve, the motor controller gives a compensation torque in the negative direction, and if the real acceleration is positioned below the speed-acceleration ideal curve, the motor controller gives a compensation torque in the positive direction; obtaining a proportional torque; adding the compensation torque and the proportional torque to obtain a control torque; the motor controller uses the control torque to perform accelerator single-pedal parking control on the motor. Compared with the prior art, the method can avoid using gradient signals with poor precision and time delay, and simultaneously avoid the influence of the deviation of the preset finished automobile mass and the actual unloaded or fully loaded mass on the calculation of the compensation torque; can creep slowly or start smoothly without backward slipping.
Description
Technical Field
The invention relates to the field of accelerator single-pedal parking control, in particular to a zero-rotation-speed control method for an accelerator single-pedal parking motor.
Background
The single-pedal parking working condition is that a driver releases an accelerator, the driving motor outputs negative torque to brake and recover the capacity, and when the vehicle speed is lower than a certain value, the driving motor controls the vehicle speed to be zero rotating speed, so that the function of braking is functionally replaced; this process requires a quick and smooth drop to 0.
Generally, when a vehicle runs on a stable road surface, the rotation speed is controlled at 0 (0 vehicle speed control), the traditional control method can use PID control, a good PID control curve has 2 waves, and the conditions of quick response and small oscillation are met. However, PID control apparently reverses vehicle speed and is not consistent with customer expectations (accelerator pedal stop). Considering the whole vehicle feeling, the vehicle can be considered to finish parking when the vehicle speed is lower than 0.1km/h, because the frictional resistance is always opposite to the vehicle speed direction. If the integral term is not started or a very small integral term is used in the PID control, the PID control can quickly respond at a higher speed through actual measurement, and the vehicle speed is slowly changed into 0 at a lower speed; a vehicle speed of 0, twice the desired time of 1.5s in time, can also be achieved using only the proportional term.
For the rotating speed control on a certain slope, one method is to adopt torque compensation, the additional load can be known to be the downward component force of the gravity extension slope through stress analysis, and in order to ensure the achievement of the rotating speed control target of 0, the final steady-state integral term value needs to be equal to the downward component force of the gravity extension slope in magnitude and opposite in direction. Under the working condition, the traditional PID control is used, and the increase of integral term Ki parameter can lead to overshoot, namely reverse rotation speed. The other method is that hydraulic braking is involved, if the motor control cannot be effectively stopped on a slope under the condition of a large slope, slope slipping occurs, and hydraulic braking is involved to assist the vehicle in stopping the slope.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide a method for controlling the zero rotating speed of an accelerator single-pedal parking motor.
The purpose of the invention can be realized by the following technical scheme:
a zero-rotation-speed control method for an accelerator single-pedal parking motor comprises the following steps:
step S1: obtaining a speed-acceleration ideal curve;
step S2: the motor controller samples historical rotating speed to obtain real acceleration;
step S3: judging the relation between the real acceleration and the speed-acceleration ideal curve, if the real acceleration is positioned above the speed-acceleration ideal curve, the motor controller gives a compensation torque in the negative direction, and if the real acceleration is positioned below the speed-acceleration ideal curve, the motor controller gives a compensation torque in the positive direction;
step S4: calculating the difference value between the target speed and the real speed to obtain proportional torque;
step S5: adding the compensation torque and the proportional torque to obtain a control torque;
step S6: the motor controller uses the control torque to perform accelerator single-pedal parking control on the motor.
The ideal curve of the speed and the acceleration is an ideal curve of the speed and the acceleration in a horizontal plane.
The velocity-acceleration ideal curve is represented as:
0＝V+C×a
wherein V is an ideal speed, a is an ideal acceleration, and C is a sliding mode surface coefficient.
The step S2 includes:
step S21: the motor controller samples historical rotating speed, and logarithms are obtained for the historical rotating speed to obtain the logarithms of the historical rotating speed;
step S22: fitting the historical rotational speed logarithm to obtain a fitting curve;
step S23: and calculating an index value of the slope of the fitting curve to obtain the real acceleration.
And the motor controller performs band-pass filtering on the sampled historical rotating speed.
After the compensation torque is obtained in step S3, the compensation torque is integrated, and the magnitude of the compensation torque is limited by preventing the integration saturation.
After the proportional torque is obtained in step S4, the proportional torque is integrated, and the magnitude of the proportional torque is limited by preventing the integration from saturating.
After the control torque is obtained in step S5, the control torque is integrated, and the magnitude of the control torque is limited by preventing saturation of the integration.
In step S5, the control torque is obtained and smoothed.
This method is only used when the speed is below the set value.
Compared with the prior art, the invention has the following advantages:
(1) the method can avoid using gradient signals with poor precision and time delay, and simultaneously avoid the influence of the deviation of the mass of the whole vehicle and the mass of the actual empty load or full load on the calculation of the compensation torque.
(2) The time from the entering of 0 rotating speed control to the vehicle stop can be directly changed by changing the slope parameter of the preset speed-acceleration ideal curve, and the time has a theoretical calculation method and perfectly meets the control requirement of the whole vehicle.
(3) Compared with the traditional PID control only using speed as a control object, after the acceleration control quantity is added, the dynamic regulation capacity is stronger, the method can adapt to more complex industrial control and a larger gradient range, can reach a preset curve in the early stage of control intervention, and avoids overshoot or vibration.
(4) The slope can be stabilized only by using the motor controller without the cooperation of a hydraulic braking system, and the motor can creep slowly or start stably.
(5) The problem of backward slip after slope stabilization in the traditional control is solved.
Drawings
FIG. 1 is a flow chart of the present invention.
Detailed Description
The invention is described in detail below with reference to the figures and specific embodiments. The present embodiment is implemented on the premise of the technical solution of the present invention, and a detailed implementation manner and a specific operation process are given, but the scope of the present invention is not limited to the following embodiments.
Examples
The embodiment provides a zero-rotation-speed control method for an accelerator single-pedal parking motor, which comprises the following steps of:
step S1: obtaining a speed (or rotating speed) -acceleration ideal curve;
step S2: the motor controller samples historical rotating speed to obtain real acceleration;
step S3: judging the relation between the real acceleration and the speed-acceleration ideal curve, if the real acceleration is positioned above the speed-acceleration ideal curve, the motor controller gives a compensation torque in the negative direction, and if the real acceleration is positioned below the speed-acceleration ideal curve, the motor controller gives a compensation torque in the positive direction;
step S4: calculating the difference value between the real speed and the target speed to obtain a proportional torque;
step S5: adding the compensation torque and the proportional torque to obtain a control torque;
step S6: the motor controller uses the control torque to perform accelerator single-pedal parking control on the motor.
The control method has the final effect that the sliding mode is carried out on a preset speed-acceleration ideal curve, and the curve is called as a sliding mode surface in the following description; the vehicle controller is used as a request party for starting the zero-rotation-speed control function, and the motor controller is used as an executor of the zero-rotation-speed control strategy, so that torque is output and the vehicle is controlled to stop rapidly.
The following description will be given by taking the accelerator single-pedal parking zero-rotation-speed control during the uphill as an example.
The motor controller enables the method after receiving a control signal requesting zero rotation speed of the accelerator single-pedal parking motor, otherwise the motor outputs 0 torque.
The calculation of the true acceleration comprises the following steps: the motor controller samples historical rotating speed, and logarithms are obtained for the historical rotating speed to obtain the logarithms of the historical rotating speed; fitting the historical rotational speed logarithm to obtain a fitting curve; and calculating an index value of the slope of the fitting curve to obtain the real acceleration. In order to ensure the accuracy of the control of the rotating speed (or the speed of the vehicle), band-pass filtering needs to be performed on the historical rotating speed acquired by the rotary variable sensor, and high-frequency sampling clutter and low-frequency jitter are filtered out to be as same as the actual vehicle speed as possible. The following steps all use the filtered historical rotational speed.
The slip plane is 0 ═ V + C × a, where V is the ideal velocity, a is the ideal acceleration, C is the slip plane coefficient, and C is selected to be-0.24 in this embodiment. The sliding mode surface is calibrated in advance under a zero slope (horizontal plane), and the sliding mode surface is selected as a line segment in consideration of that the acceleration is not too large in the actual control process, and is determined to be controlled by the sliding mode only when the rotating speed is lower than a certain value (obtained according to experience), otherwise, the proportional control is used.
Under the action of proportional control, in the embodiment, because of the uphill process, the rotating speed is positive, the difference value between the target rotating speed and the real rotating speed is negative, the proportional torque is negative, and the downward component force of the gravity extension slope of the vehicle is also negative. For the initial sliding mode entering control, the actual acceleration in the negative direction on a slope is necessarily larger than the negative reverse acceleration under the ideal horizontal working condition, namely the state quantity (real acceleration) is below the sliding mode surface.
For the embodiment, the compensation torque direction is positive when the vehicle is stopped during uphill, and the actual physical meaning is that the compensation torque is equal to the gravity component force downwards along the inclined plane when the vehicle is stable.
After the compensation torque, the proportional torque and the control torque are obtained, the compensation torque, the proportional torque and the control torque are respectively integrated, the magnitude of the compensation torque is limited by preventing integral saturation, the gradient ratio is generally below 15%, and when the gravity of the whole vehicle is 1600kg to 2000kg, the saturation value is set to be +/-50 Nm.
The control torque is obtained, and the control torque is smoothed to prevent abrupt change of the torque.
In this embodiment, if the working condition is a 15% gradient ratio and the gradient torque acting on the motor end is 30Nm, the single-step torque of the smoothed control torque may be set to 0.03, and the program operation cycle is 0.001s, that is, the sliding mode surface may be reached after 1 s. In the actual process, the value is larger due to the friction force of the tire and the mechanical loss in the driving process.
Claims (6)
1. A method for controlling the zero rotation speed of an accelerator single-pedal parking motor is characterized in that the method is only used when the speed is lower than a set value, and the method comprises the following steps:
step S1: obtaining a speed-acceleration ideal curve;
step S2: the motor controller samples historical rotating speed to obtain real acceleration;
step S3: judging the relation between the real acceleration and the speed-acceleration ideal curve, if the real acceleration is positioned above the speed-acceleration ideal curve, the motor controller gives a compensation torque in the negative direction, and if the real acceleration is positioned below the speed-acceleration ideal curve, the motor controller gives a compensation torque in the positive direction;
step S4: calculating the difference value between the target speed and the real speed to obtain a proportional torque;
step S5: adding the compensation torque and the proportional torque to obtain a control torque;
step S6: the motor controller uses the control torque to control the motor to perform accelerator single-pedal parking control;
the velocity-acceleration ideal curve is represented as:
0＝V+C×a
wherein V is an ideal speed, a is an ideal acceleration, and C is a sliding mode surface coefficient;
the method can avoid using gradient signals with poor precision and time delay, and simultaneously avoid the influence of the deviation of the mass of the whole vehicle and the actual unloaded or fully loaded mass on the calculation of the compensation torque;
the ideal curve of the speed and the acceleration is an ideal curve of the speed and the acceleration in a horizontal plane.
2. The method as claimed in claim 1, wherein the motor controller performs band-pass filtering on the sampled historical rotational speed.
3. The method as claimed in claim 1, wherein the compensation torque obtained in step S3 is integrated, and the magnitude of the compensation torque is limited by preventing integration saturation.
4. The method as claimed in claim 1, wherein after obtaining the proportional torque in step S4, the proportional torque is integrated, and the magnitude of the proportional torque is limited by preventing the integration from saturating.
5. The method as claimed in claim 1, wherein the control torque obtained in step S5 is integrated, and the control torque is limited by preventing integration saturation.
6. The method as claimed in claim 1, wherein the step S5 obtains the control torque and smoothes the control torque.
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| CN202010649179.9A CN111845375B (en) | 2020-07-08 | 2020-07-08 | Zero-rotation-speed control method for single-pedal accelerator parking motor |
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| CN202010649179.9A CN111845375B (en) | 2020-07-08 | 2020-07-08 | Zero-rotation-speed control method for single-pedal accelerator parking motor |
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| CN111845375B true CN111845375B (en) | 2022-08-09 |
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| CN114179626A (en) * | 2021-11-29 | 2022-03-15 | 江铃汽车股份有限公司 | SMC crawling control method for electric automobile |
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| CN102820843B (en) * | 2012-08-24 | 2014-08-06 | 中冶南方（武汉）自动化有限公司 | Converter parallel control method based on average power feedback |
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Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
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| JP2016096657A (en) * | 2014-11-14 | 2016-05-26 | トヨタ自動車株式会社 | Vehicle driven with motor and control method for the vehicle |
| CN106183888A (en) * | 2016-07-20 | 2016-12-07 | 深圳比亚迪戴姆勒新技术有限公司 | A kind of automobile anti-fluttering method, system and electric machine controller |
| CN107284290A (en) * | 2017-06-20 | 2017-10-24 | 清华大学苏州汽车研究院（吴江） | Pure electric automobile ramp auxiliary starting control method |
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Address after: 215000 No.99 tangjiabang Road, Suzhou Industrial Park, Suzhou City, Jiangsu Province Applicant after: Borg Warner drive system (Suzhou) Co.,Ltd. Address before: 215000 No.99 tangjiabang Road, Suzhou Industrial Park, Suzhou City, Jiangsu Province Applicant before: Delphi Technology (Suzhou) Co.,Ltd. |
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