CN111934586B - Electric automobile in-wheel motor disturbance attenuation controller - Google Patents
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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
- H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
- H02P21/0003—Control strategies in general, e.g. linear type, e.g. P, PI, PID, using robust control
- H02P21/0007—Control strategies in general, e.g. linear type, e.g. P, PI, PID, using robust control using sliding mode control
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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
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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
- H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
- H02P21/13—Observer control, e.g. using Luenberger observers or Kalman filters
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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
- B60L2220/00—Electrical machine types; Structures or applications thereof
- B60L2220/40—Electrical machine applications
- B60L2220/44—Wheel Hub motors, i.e. integrated in the wheel hub
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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
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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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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Control Of Electric Motors In General (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention discloses an electric automobile hub motor disturbance attenuation controller in the field of automobile driving control, wherein an output signal matrix of a hub motor system is input into a nonlinear observer, an integrated total disturbance estimated value output by the nonlinear observer is respectively input into a slip mode control module and a reference current calculation module, a rotating speed difference value is respectively input into the slip mode control module and a slip mode variable calculation module, a reference current output by the reference current calculation module is input into the slip mode control module, a current difference value is input into the slip mode variable calculation module, a slip mode variable output by the slip mode variable calculation module is input into the slip mode control module, a control voltage output by the slip mode control module is respectively input into the hub motor system and a control input module, and the control input module outputs a modified control voltage to the nonlinear observer; the nonlinear observer effectively estimates the integrated disturbance by using a nonlinear design function, and the control performance of the hub motor system in the aspects of robustness and quick transient response is ensured by adopting sliding mode control.
Description
Technical Field
The invention belongs to the field of automobile driving control, and particularly relates to an in-wheel motor controller of an electric automobile, which is used for controlling an in-wheel motor.
Background
The new energy automobile has become trend to replace the traditional automobile, and unlike the traditional internal combustion engine automobile, the hub motor integrates the driving, transmission and braking devices into the hub, omits heavy and complex transmission parts such as a clutch, a speed changer, a transmission shaft, a differential mechanism, a transfer case and the like, and reduces the space complexity. Moreover, the wheel hub motor greatly improves the transmission efficiency through the use of an electric control technology. The permanent magnet synchronous motor is widely applied to new energy automobiles because the advantages of simple structure, high efficiency, high dynamic performance, small volume, light weight and the like are taken as the advantage options of the hub motor.
The exploration of more intelligent and high-performance motor controllers is an important direction for the development of pure electric vehicles in the future. PID control is the most common control strategy in industrial production and is widely used in motor control because no specific controlled object parameters are required. However, for the nonlinear and strongly coupled multivariable system of the motor, when the control system is subjected to external disturbance or internal parameter change of the motor, the conventional PID control cannot meet the requirement of actual working conditions, and often causes the control performance to be deteriorated. Therefore, in order to better improve the control performance of the hub motor for the electric automobile and improve the economical efficiency and the dynamic performance of the whole automobile, a new control technology must be adopted.
The anti-interference controller disclosed by China patent application number 201910025397.2 and named as 'an anti-interference intelligent controller for a hub motor for a pure electric automobile' only considers that the compensation of external load is used on a state observer, does not consider the modeling error of a hub motor system and complex disturbance in total disturbance, and has complex algorithm, so that the anti-interference capability of the whole hub motor system is poor, and real-time disturbance cannot be completely eliminated.
Disclosure of Invention
The invention aims to provide an electric automobile hub motor disturbance attenuation controller which can effectively improve various performance indexes of a motor, and particularly ensure that a hub motor system has outstanding control performance in aspects of robustness, quick transient response and smaller steady-state error.
The technical scheme adopted by the invention is as follows: the system consists of a sliding mode control module, a control input module, a nonlinear observer, a reference current calculation module and a sliding mode variable calculation module, wherein the output of a hub motor system comprising a hub motor is the rotation speed omega and the current i d 、i q The output signal matrix x= [ omega, i obtained by collection and processing d ，i q ] T Input to a nonlinear observer, the nonlinear observer outputs an integrated total disturbance estimated value d, the integrated total disturbance estimated value d is respectively input to a sliding mode control module and a reference current calculation module, and the current i d In the input slip-form control module, the rotation speed omega is input into the control input module, and the given rotation speed omega is given by the rotation speed giving module * Inputting a reference current calculation module, and obtaining the rotation speed omega and a given rotation speed omega * The difference is the rotational speed difference Δω=ω - ω * Respectively input to a sliding mode control module and a sliding mode variable computing module, and a reference current computing module outputs reference electricityFlow ofThe reference current->Input slip-form control module, current i q And reference current->Difference of current obtained by difference ∈>Input to a sliding mode variable computing module, the sliding mode variable computing module outputs a sliding mode variable q, the sliding mode variable q is input to a sliding mode control module, and the sliding mode control module outputs a control voltage u d 、u q Control voltage u d 、u q Respectively input into an in-wheel motor system and a control input module, and the control input module outputs a modified control voltage u in Into a nonlinear observer.
The beneficial effects of the invention are as follows:
1. under actual operating conditions, the control performance of the in-wheel motor system may be degraded due to disturbances. To ensure performance, the proposed nonlinear observer has appropriate disturbance rejection capability to appropriately enhance tracking performance of the sliding mode speed control designed for the in-wheel motor system.
2. The nonlinear observer provided by the invention can effectively estimate integrated disturbance, such as uncertainty parameters and unmodeled dynamics, by using a nonlinear design function, eliminates complex disturbance, and can self-adjust the gain of the observer to improve convergence speed.
3. Traditional PID control cannot meet the actual requirement under external disturbance and internal parameter change. By adopting sliding mode control based on a nonlinear interference observer, the control performance of the surface-mounted permanent magnet synchronous hub motor system in the aspects of robustness, rapid transient response and smaller steady-state error is ensured.
Drawings
FIG. 1 is a block diagram of a disturbance attenuation controller 2 of the present invention, which is composed of a slip-form control module 21, a control input module 22, a nonlinear observer 23, a reference current calculation module 25, and a slip-form variable calculation module 26, connected to an in-wheel motor system 1;
fig. 2 is an equivalent structural block diagram of the in-wheel motor system 1 composed of a voltage coordinate transformation module 11, a PWM module 12, an inverter module 13, an in-wheel motor 14, a current coordinate transformation module 15;
fig. 3 is a block diagram of the structure of the nonlinear observer 23 in fig. 1.
Detailed Description
As shown in fig. 1, the disturbance attenuation controller 2 of an electric automobile hub motor according to the present invention is composed of a sliding mode control module 21, a control input module 22, a nonlinear observer 23, a reference current calculation module 25 and a sliding mode variable calculation module 26, which are connected to the input and output ends of the hub motor system 1, and is used for controlling the hub motor system 1 including the hub motor.
The output of the in-wheel motor system 1 is the rotational speed ω and the current i d 、i q The output ends of the two-way sliding mode variable calculation module are respectively connected with the input ends of the sliding mode control module 21, the control input module 22, the nonlinear observer 23 and the sliding mode variable calculation module 26. The output end of the sliding mode control module 21 is respectively connected with the input ends of the hub motor system 1 and the control input module 22, the output end of the control input module 22 is connected with the reference current calculation module 25 through the nonlinear observer 23, and the output ends of the nonlinear observer 23, the reference current calculation module 25 and the sliding mode variable calculation module 26 are respectively connected with the input end of the sliding mode control module 21.
The rotational speed omega and the current i output to the hub motor system 1 d 、i q Collecting and processing to obtain an output signal matrix x= [ omega, i ] d ，i q ] T The output signal matrix x= [ ω, i d ，i q ] T Is input into the nonlinear observer 23, and as a first input of the nonlinear observer 23, the nonlinear observer 23 outputs an integrated total disturbance estimation value d, which is input to the sliding mode control module 21 and the reference current calculation module 2, respectively5 as a fifth input to the slip mode control module 21 and a second input to the reference current calculation module 25.
Current i output by in-wheel motor system 1 d Is input to the slip form control module 21 as a first input to the slip form control module 21. The rotational speed ω output from the in-wheel motor system 1 is input to the control input module 22 as a first input to the control input module 22.
The given rotational speed ω given by the rotational speed given module 24 * Is input to the reference current calculation module 25 as a first input to the reference current calculation module 25.
The rotational speed ω output by the in-wheel motor system 1 and the given rotational speed ω given by the rotational speed given module 24 * Difference is made, resulting in a rotational speed difference Δω=ω - ω * Are input to the sliding mode control module 21 and the sliding mode variable calculation module 26, respectively, as a first input to the sliding mode variable calculation module 26 and a third input to the sliding mode control module 21.
The reference current calculation module 25 outputs a reference currentThe reference current->Is input to the slip-form control module 21 as a fourth input to the slip-form control module 21.
Current i output by in-wheel motor system 1 q And the reference current outputted from the reference current calculation module 25Difference, difference->Is input to the sliding mode variable calculation module 26 as a second input to the sliding mode variable calculation module 26.
The sliding mode variable calculation module 26 calculates the current difference value inputted theretoAnd rotational speed difference Δω=ω - ω * The calculation is carried out, a sliding mode variable q is obtained and is input into the sliding mode control module 21, the sliding mode variable q is used as the second input of the sliding mode control module 21, and a calculation formula is that;
q＝c 1 Δi q -c 2 Δω (1)
wherein: c 1 ＝3p n 2 ψ f /2J，c 2 ＝B/J，p n Is the pole pair number, psi f Is a permanent magnet flux linkage, J is moment of inertia, and B is a coefficient of friction.
The sliding mode control module 21 processes the five input signals to obtain a control voltage u d 、u q And will control the voltage u d 、u q Respectively, to the in-wheel motor system 1 and the control input module 22. Control voltage u d 、u q As second and third inputs to the control input module 22, the control input module 22 controls the rotational speed ω and the control voltage u d 、u q Processing to obtain a modified control voltage u in ＝[u do ，u qo ] T The calculation formula is:
wherein: c 6 ＝1/L s ，L s Is the stator inductance of the hub motor, and T is the matrix transposition.
The modified control voltage u in Is input to the non-linear observer 23 as a second input to the non-linear observer 23. The nonlinear observer 23 outputs a matrix x= [ ω, i of signals to the input d ，i q ] T And a modified control voltage u in And processing to obtain an integrated total disturbance estimated value d.
The integrated total disturbance estimation d is input to the slip-mode control module 21 and the reference current calculation module 25, respectively, as a second input to the reference current calculation module 25. The reference current calculation module 25 calculates the reference current for a given rotational speed ω * And integrated total disturbance estimationCalculating the calculated value d to obtain a reference current
Wherein: c 1 ＝3p n 2 ψ f /2J，c 2 ＝B/J,p n Is the pole pair number, psi f Is a permanent magnet flux linkage, J is moment of inertia, B is a friction coefficient,is given rotational speed omega * D ω For integrating the component of the disturbance estimate d. Reference current->Is q-axis reference current +.>The d-axis reference current is 0.
The slip-form controller 21 controls the voltage u d 、u q Is decomposed into feedforward voltage u qf ,u df The term sum feedback control voltage u qb ,u db The items are:
wherein,and->For a first and second derivative of a given rotational speed ω c 1 ＝3p n 2 ψ f /2J，c 2 ＝B/J，c 4 ＝R s /L s ，c 5 ＝ψ f /L s ，c 6 ＝1/L s ，ψ f Is a permanent magnet flux linkage, L s Is the stator inductance, J is the moment of inertia, B is the coefficient of friction, p n Is the number of pole pairs, R s Is the stator resistance.
The remaining nonlinear terms in the dynamic error model that take into account the parameter uncertainty are processed in this way. The dynamic error model is expressed as:
the sliding mode surface is designed according to a sliding mode function s:
wherein: the sliding mode coefficient c satisfies the Huwz condition, c>0, c=60 is taken according to the debug. s is(s) q 、s d D, q-axis components, d, of the sliding mode function s q 、d d To integrate the components of the total disturbance estimate d,is the first derivative of the rotational speed difference Δω. The approach law of sliding mode control adopts constant speed control rate and feedback control voltage u qb ,u db Can be expressed as:
wherein: gain k q >0、k d >0, get k according to debug q ＝k d ＝600。Is s q The first derivative of (a) and the control voltage u output by the final sliding mode control module 21 d 、u q The expression is as follows:
referring to fig. 2, the in-wheel motor system 1 is composed of a voltage coordinate change module 11, a pulse width modulation module 12, an inverter 13, a current coordinate conversion module 15, and an in-wheel motor 14. The voltage coordinate transformation module 11, the pulse width modulation module 12 and the inverter 13 are sequentially connected in series, and the output end of the inverter 13 is respectively connected with the current coordinate transformation module 15 and the hub motor 14. The voltage coordinate change module 11 rotates the voltage u in the coordinate system synchronously d 、u q For inputting signals, which are also inputs to the in-wheel motor system 1, the output of the voltage coordinate change module 11 is the stator voltage u in the stationary coordinate system after coordinate transformation α 、u β . Stator voltage u α 、u β As the input of the pulse width modulation module 12, the output end of the pulse width modulation module 12 is provided with a switch pulse signal U, the switch pulse signal U is 0 and 1 (respectively representing turn-off and turn-on), the switch pulse signal U is input into the inverter 13, and the output of the inverter 13 is the variable-frequency and variable-voltage three-phase alternating current i of the drive hub motor 14 a 、i b 、i c The current i a 、i b 、i c Respectively input to a current coordinate transformation module 15 and a hub motor 14 for driving the hub motor 14, wherein the hub motor 14 outputs the rotor rotation speed omega, and simultaneously, the current coordinate transformation module 15 performs coordinate transformation and outputs the current as current i under a synchronous rotation coordinate system d 、i q Therefore, the output of the in-wheel motor system 1 is the rotational speed ω and the current i d 、i q 。
The hub motor system 1 adopts the hub motor 14 as a surface-mounted permanent magnet synchronous motor, and the mathematical model equation is obtained by analyzing, equivalently and deducting according to various parameters thereof and considering parameter changes and external disturbance, and is specifically as follows:
wherein: c 1 ＝3p n 2 ψ f /2J，c 2 ＝B/J，c 3 ＝p n /4J，c 4 ＝R s /L s ，c 5 ＝ψ f /L s ，c 6 ＝1/L s ；ψ f Is a permanent magnet flux linkage in the hub motor; l (L) s Is the stator inductance of the hub motor; j is the rotational inertia of the hub motor; b is the coefficient of friction; p is p n Is the number of pole pairs; r is R s Is the stator resistance; delta ω ，δ q ，δ d The motor parameters are represented, the unmodeled dynamics is determined by the motor parameters, and the motor parameters are respectively 6sin (5 t), 20sin (120 t) and 40sin (120 t); Δc i (i=1, …, 6) is the parameter c i Is not determined by the degree of uncertainty of (2); the integrated total disturbance of the hub motor is D= [ D ] ω ,D q ,D d ] T ，D ω ,D q ,D d ]Is the rotational speed and current component of the integrated total disturbance D.
As shown in fig. 3, the nonlinear observer 23 includes a design function module 31 and a state function module 41, and an output terminal of the design function module 31 is connected to an input terminal of the state function module 41. The first input of the nonlinear observer 23 is the output signal matrix x= [ ω, i d ，i q ] T Respectively inputting the design function module 31 and the state function module 41, wherein the design function module 31 obtains a function f (x) to be designed through the design function module 31:
f(x)＝[m 1 ω+m 2 ω 3 ，m 3 i q +m 4 i q 3 ，m 5 i d +m 6 i d 3 ] (13)
wherein: m is m i >0, i=1, …,6, all initially take smaller values. Low speed condition increasing parameter m 1 And m 2 To obtain a higher gain to estimate the load torque variation well. At high speed, parameter m 1 And m 2 Reduced to ensure good speed tracking. Parameter m 3 ，m 4 ，m 5 ，m 6 The motor parameter change degree is selected according to the motor parameter change degree, the larger the change degree is, the larger the value is, the parameter change degree is evaluated through the speed and the load torque, and the larger the speed and the load torque is, the more the parameter change degree is. From debug resulting m 1 ,…,m 6 ＝(600,1,600,1,600,1)。
The function f (x) to be designed is input to the state function module 41 with the modified control voltage u in Is also input into the state function module 41, and the state function module 41 inputs the output signal matrix x= [ omega, i d ，i q ] T A function f (x) to be designed, a modified control voltage u in Calculated to obtain the first derivative of the internal state variable z of the nonlinear observer 23The following are provided:
wherein:gain matrix for linear observerThe gain matrix l (x) is defined by updating the state feedback on-line in the input value x, with a faster convergence speed and accurate results.
Will first derivativeAnd then the internal state variable z is obtained through an integration link. Then, the internal state variable z is added to the function f (x) to be designed output by the design function module 31 to obtain an integrated total disturbance estimated value d= [ d ] at the output end of the sliding mode observer 23 ω ,d q ,d d ] T The calculation formula is:
d＝z+f(x) (15)
d ω ,d q ,d d the rotational speed and current component of d.
The integrated disturbance estimation d output by the nonlinear observer 23 is input into the sliding mode speed control module 21, and thus the control voltage u output by the sliding mode control module 21 d 、u q The integrated total disturbance estimated value D which is estimated by the nonlinear observer 23 is included, and the integrated total disturbance D= [ D ] of the hub motor is given ω ,D q ,D d ] T Compensating for, suppressing interference to control voltage u d 、u q The anti-interference capability of the whole controller is improved, and the control performance of the surface-mounted permanent magnet synchronous hub motor system 1 in the aspects of robustness, quick transient response, small steady-state error and the like is ensured.
Claims (3)
1. An electric automobile in-wheel motor disturbance decay controller, characterized by: the system consists of a sliding mode control module (21), a control input module (22), a nonlinear observer (23), a reference current calculation module (25) and a sliding mode variable calculation module (26), wherein the output of a hub motor system (1) comprising a hub motor is the rotation speed omega and the current i d 、i q The output signal matrix x= [ omega, i obtained by collection and processing d ，i q ] T Is input to a nonlinear observer (23), the nonlinear observer (23) outputs an integrated total disturbance estimated value d which is respectively input to a sliding mode control module (21) and a reference current calculation module (25), and the current i d In the input slip-form control module (21), the rotation speed omega is input into the control input module (22), and the rotation speed omega is given by the rotation speed giving module (24) * The reference current calculation module (25) is input, and the rotation speed omega is equal to the given rotation speed omega * The difference is the rotational speed difference Δω=ω - ω * Respectively input to a sliding mode control module (21) and a sliding mode variable calculation module (26), and a reference current calculation module (25) outputs a reference currentThe reference current->Input slip-form control module (21), current i q And reference current->Difference of current obtained by difference ∈>Is input into a sliding mode variable computing module (26), the sliding mode variable computing module (26) outputs a sliding mode variable q, the sliding mode variable q is input into a sliding mode control module (21), and the sliding mode control module (21) outputs a control voltage u d 、u q Control voltage u d 、u q Respectively input into an in-wheel motor system (1) and a control input module (22), and the control input module (22) outputs a modified control voltage u in Into a nonlinear observer (23);
said modified control voltage u in ＝[u do ，u qo ] T ，u do ＝u d +ωi q /c 6 ，u qo ＝u q -ωi d /c 6 The method comprises the steps of carrying out a first treatment on the surface of the Said sliding mode variable q=c 1 △i q -c 2 Δω; the control voltageSliding mode functionCoefficient of slip form c>0,/>First order of a given rotational speed ω,Second derivative, gain k q >0、k d >0，/>Is s q T is the matrix transpose, c 1 ＝3p n 2 ψ f /2J，c 2 ＝B/J，c 4 ＝R s /L s ，c 5 ＝ψ f /L s ，c 6 ＝1/L s ，p n Is the pole pair number, psi f Is a permanent magnet flux linkage, J is rotational inertia, B is friction coefficient, R s Is the stator resistance, L s Is the stator inductance of the hub motor, d q ,d d Is the current component of the integrated total disturbance estimate d.
2. The electric automobile in-wheel motor disturbance attenuation controller of claim 1, wherein: the integrated total disturbance estimated value d= [ d ] ω ,d q ,d d ] T ＝z+f(x)，f(x)＝[m 1 ω+m 2 ω 3 ,m 3 i q +m 4 i q 3 ,m 5 i d +m 6 i d 3 ] T ，/>Is the first derivative of z, which is the internal state variable of the nonlinear observer (23), parameter m i >0，i＝1,…,6，/>Gain matrix of nonlinear observer (23)d ω Is the rotational speed of the integrated total disturbance estimate d.
3. According to claim2, an electric automobile in-wheel motor disturbance decay controller, characterized by: the reference current
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| CN109842342A (en) * | 2019-01-11 | 2019-06-04 | 江苏大学 | A kind of anti-interference intelligent controller of pure electric automobile hub motor |
| CN209844868U (en) * | 2019-04-25 | 2019-12-24 | 西安理工大学 | Dead beat current prediction control system of permanent magnet synchronous motor |
| CN110289795A (en) * | 2019-05-29 | 2019-09-27 | 南京金崎新能源动力研究院有限公司 | A kind of Over Electric Motor with PMSM control system and control method |
| CN110138297A (en) * | 2019-05-31 | 2019-08-16 | 东南大学 | A kind of permanent magnetic linear synchronous motor speed and current double closed-loop control system and control method |
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