CN112046300A - Anti-shake control method based on torque compensation control - Google Patents
Anti-shake control method based on torque compensation control Download PDFInfo
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- CN112046300A CN112046300A CN202010884204.1A CN202010884204A CN112046300A CN 112046300 A CN112046300 A CN 112046300A CN 202010884204 A CN202010884204 A CN 202010884204A CN 112046300 A CN112046300 A CN 112046300A
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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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- 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
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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
- B60L2240/421—Speed
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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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Abstract
The invention discloses an anti-shake control method based on torque compensation control, which comprises the following steps: after the electric drive system receives a torque instruction through a CAN bus, working condition decoupling is carried out through a whole vehicle working condition separation module according to the running working condition of a whole vehicle; calculating the current real-time rotating speed through a rotating speed acquisition module, acquiring a rotating speed and a position signal of the motor, and calculating an average filtering value of the rotating speed within a preset time length through the acquired real-time rotating speed; calculating a compensation torque value through a torque compensation calculation module according to the difference value of the instantaneous rotating speeds and the difference value of the average filtering rotating speed and the current rotating speed; the magnitude of the torque compensation value is limited according to the actual working condition through the execution torque output module, and the required torque is adjusted in real time through a feedback link. The torque compensation can be effectively carried out aiming at the jitter generated by the instantaneous sudden change of the rotating speed; working conditions are decoupled, and compensation torque is acted on the required torque through a feedback link to achieve the effect of inhibiting jitter.
Description
Technical Field
The invention belongs to the technical field of anti-shake, and relates to an anti-shake control method based on torque compensation control.
Background
In recent years, new energy automobiles are rapidly developed, wherein pure electric automobiles are accepted by more and more customers as the most common and representative products in the new energy automobiles; meanwhile, higher and higher requirements are provided for the driving comfort of the new energy automobile. The factors influencing the driving comfort of the whole vehicle are many, and most commonly, the clearance exists between the motor and the gear of the speed reducer, so that the shaking of the whole vehicle is greatly influenced by the force magnitude, the force direction and the gear kneading time under different working conditions. The whole vehicle shaking phenomenon generally easily occurs in the following 3 working conditions: 1. in the medium-speed section (500 rpm-3000 rpm), the phenomena of electromotion and power generation state switching and gear beating which cannot be masked by shaking of a vehicle body mainly exist under the working condition; 2. the gear low-speed stage is also called as a starting stage, and under the working condition, the gear tooth beating phenomenon occurs because the gear engagement force is not enough to continuously loosen and step on the accelerator; 3. the gear shifting working condition, under the working condition, due to different gear functions, the shaking phenomenon is caused by the fact that the kneading directions and sizes of the electric drive and the reducer gears are different.
The most widely used method at present is to detect the rotating speed of the motor: 1. obtaining the smooth acceleration of the whole vehicle; 2. and acquiring the instantaneous acceleration of the whole vehicle, judging whether the whole vehicle has a shaking phenomenon at the moment according to the difference value of the smooth acceleration and the instantaneous acceleration, and if the whole vehicle has the shaking phenomenon at the moment, adopting the speed difference and the adjusting parameters as a compensation torque value at the moment to eliminate the shaking of the whole vehicle. The method for eliminating jitter mainly has the following problems: 1. if the whole vehicle has no creeping function and the gear clearance is larger, the gear beating phenomenon still exists due to the instantaneous fluctuation of the gear shifting rotating speed; 2. the electric and power generation state is switched, and the kneading force direction is changed and still slightly shakes; 3. the torque compensation size influences the kneading torque size and direction, and the special situation has the risk of over-compensation; 4. and the vibration is more obvious after torque compensation aiming at the whole vehicle working condition solution with high complex coupling degree.
Disclosure of Invention
The invention aims to: providing an anti-shake control method for obtaining a torque compensation value according to the difference between the instantaneous speed difference and the difference between the average filtering and the instantaneous speed; the instantaneous speed difference can effectively perform torque compensation on the jitter generated by the instantaneous sudden change of the rotating speed, and the average filtering value of the rotating speed and the current speed difference can further correct the instantaneous speed jitter; meanwhile, the coupling working condition of the whole vehicle is decomposed, and the compensation torque is acted on the required torque through a feedback link, so that the effect of inhibiting the jitter is achieved.
The technical scheme of the invention is as follows: an anti-shake control method based on torque compensation control is applied to a system comprising a whole vehicle working condition separation module, a rotating speed acquisition module, a torque compensation calculation module and an execution torque output module, and comprises the following steps:
after the electric drive system receives a torque instruction through the CAN bus, the working condition is decoupled according to the running working condition of the whole vehicle through the whole vehicle working condition separation module, and the required torque is decoupled in a segmented manner;
calculating the current real-time rotating speed through the rotating speed acquisition module, acquiring a rotating speed and a position signal of the motor, and calculating an average filtering value of the rotating speed within a preset time length through the acquired real-time rotating speed;
calculating a compensation torque value according to the difference value of the instantaneous rotating speeds and the difference value of the average filtering rotating speed and the current rotating speed by the torque compensation calculating module;
and limiting the size of the torque compensation value according to the actual working condition through the execution torque output module, and adjusting the required torque in real time through a feedback link.
The further technical scheme is as follows: the operating condition decoupling comprises the following steps:
step 1, taking a VCU front collision enable signal and a gear signal as judgment conditions; when the determination condition is established, executing step 21 to step 23; when the determination condition is not satisfied, executing steps 31 to 38;
step 21, judging whether the current rotating speed is in a preset rotating speed range; if the current rotating speed is not in the preset rotating speed range, defining the current rotating speed as a first working condition;
step 22, if the current rotating speed in the step 21 is within a preset rotating speed range, judging whether the required torque is larger than the actual torque; if the required torque is larger than the actual torque, the first working condition is defined as a second working condition;
step 23, if the required torque in the step 22 is smaller than or equal to the actual torque, determining whether the actual torque is larger than a threshold value; if the actual torque is larger than the threshold value, defining the actual torque as a third working condition; if the actual torque is smaller than or equal to the threshold value, defining the actual torque as a fourth working condition;
step 31, judging whether the required torque is larger than the actual torque;
step 32, if the required torque in the step 31 is larger than the actual torque, judging whether the required torque is larger than the required torque obtained by actual working condition calibration;
step 33, if the required torque in the step 32 is larger than the required torque obtained by actual working condition calibration, judging whether the current gear is a forward gear; if the current gear is not the forward gear, defining the current gear as a fifth working condition;
step 34, if the current gear in the step 33 is a forward gear, judging whether the whole vehicle mode is a motion mode; if the whole vehicle mode is the motion mode, defining the whole vehicle mode as a sixth working condition; if the whole vehicle mode is not the motion mode, defining the whole vehicle mode as a seventh working condition;
step 35, if the required torque in the step 32 is smaller than or equal to the required torque obtained by actual working condition calibration, judging whether the current brake is enabled; if the current brake is enabled, defining the current brake as an eighth working condition; if the current brake is not enabled, defining the current brake as a ninth working condition;
step 36, if the required torque in the step 31 is smaller than or equal to the actual torque, judging whether the required torque is larger than the required torque obtained by calibration of the actual working condition;
step 37, if the required torque in the step 36 is larger than the required torque obtained by actual working condition calibration, judging whether the power generation and trip flag bit is enabled; if the power generation and electricity skipping flag bit is enabled, defining the situation as a tenth working condition; if the power generation and electricity skipping flag bit is not enabled, defining the power generation and electricity skipping flag bit as an eleventh working condition;
step 38, if the required torque in the step 36 is smaller than or equal to the required torque obtained by actual working condition calibration, judging whether the current brake is enabled; if the current brake is enabled, defining the current brake as a twelfth working condition; and if the current brake is not enabled, defining the current brake as a thirteenth working condition.
The further technical scheme is as follows: the process is that the rotating speed acquisition module calculates the current real-time rotating speed, acquires the rotating speed and the position signal of the motor, and calculates the average filtering value of the rotating speed in the preset time through the acquired real-time rotating speed, and the method comprises the following steps:
sampling the current instantaneous rotating speed k (n) of the motor through the rotating speed acquisition module, and storing the instantaneous rotating speed k (n-1) at the last moment; and sampling and storing N instantaneous rotating speed values of the motor within the sampling time t, and calculating an average filtering value ks = k (sum)/(N-1) of rotating speed accumulation within the sampling time t.
The further technical scheme is as follows: the torque compensation calculation module calculates a compensation torque value according to the difference value of the instantaneous rotating speed and the difference value of the average filtering rotating speed and the current rotating speed, and comprises the following steps:
calculating the difference value of the motor speed of the current sampling point and the motor speed of the last sampling point by the torque compensation calculation module to be used as the instantaneous motor speed difference value E1= k (n) -k (n-1);
calculating the difference E2= ks-k (n) between the average filtering of the rotating speed and the current instantaneous rotating speed;
calculating the compensation torque Tp = E1 fx + E2 mx, wherein fx is an E1 regulating parameter and mx is an E2 regulating parameter, wherein x represents subscript numbers and takes positive integers;
and performing filtering processing on the compensation torque, wherein when the compensation torque Tp is greater than the filtering torque Tf, Tf = Tf + a, and otherwise, Tf = Tp, wherein a is a filtering calibration value.
The further technical scheme is as follows: the size of the torque compensation value is limited according to the actual working condition through the execution torque output module, and the required torque is adjusted in real time through a feedback link, and the method comprises the following steps:
calibrating the whole vehicle according to the actual working condition decoupled by the whole vehicle working condition separation module, and calibrating a compensation torque range corresponding to the current working condition;
acquiring the current compensation torque according to the calculated filter torque Tf, and respectively limiting different torque compensation adjustment ranges, so that the torque compensation value is automatically adjusted within a small range in the compensation torque range corresponding to each working condition;
judging whether state jump occurs currently according to the current steering direction, the current direction and the actual torque of the motor, if so, judging that the compensated required torque Tr = the compensation torque Tp + the actual torque Tc, and if not, carrying out no compensation;
and outputting the compensated execution torque.
The further technical scheme is as follows: when the torque compensation processing is not needed in one working condition, the required torque is directly output after filtering the command torque.
The invention has the advantages that:
the compensation torque is obtained through the adjustment of the instantaneous deviation of the rotating speed, the average filtering value of the rotating speed and the deviation of the instantaneous rotating speed, the compensation torque is adjusted in real time according to the conditions of the torque and the rotating speed, the compensation torque is limited through decoupling of the working condition of the whole vehicle, and the current lookup table is protected in real time according to the current motor state, so that the robustness effect is better.
Drawings
The invention is further described with reference to the following figures and examples:
FIG. 1 is a control schematic block diagram of an anti-shake control method based on torque compensation control provided by the present application;
FIG. 2 is a flow chart of a condition decoupling provided herein;
FIG. 3 is a flow chart of another condition decoupling provided herein;
FIG. 4 is a control flow diagram of an implement torque output module provided herein.
Detailed Description
Example (b): in the related technology, only the difference between the average acceleration and the instantaneous acceleration is considered, and the difference is superposed and fed back to the input torque for torque compensation, so that the conditions of regulation lag and instantaneous overshoot generated by sudden change of the rotating speed exist, and particularly, the required torque cannot be timely adjusted or overshot is caused during the shifting and the state switching to gear kneading of the whole vehicle, so that larger jitter is caused.
The application provides an anti-shake control method based on torque compensation control, which is considered from the following points: (1) the required compensation torque is taken as a current torque compensation value through the product of the current real-time speed difference value and the coefficient P, the product of the average rotating speed filtering and the current rotating speed difference value and the coefficient M; then, the required torque is given through a feedback link; finally, the torque instruction of the controller is subjected to self-adaptive adjustment within a certain torque range by changing the magnitude of the required torque; (2) and (3) decoupling the driving working condition of the whole vehicle according to the calculated torque compensation size in the step (1), and limiting the torque compensation size under different working conditions.
Referring to fig. 1 to 4 in combination, the anti-shake control method is applied to a system including a vehicle condition separation module, a rotating speed acquisition module, a torque compensation calculation module, and an execution torque output module, and may include the following steps.
The method comprises the steps that after an electric drive system receives a torque instruction through a CAN bus, working condition decoupling is carried out through a whole vehicle working condition separation module according to the running working condition of a whole vehicle, and required torque is subjected to segmented decoupling.
After the electric drive controller receives a torque instruction from the VCU, the working condition decoupling is carried out on the working condition of the whole vehicle through the whole vehicle working condition separation module, and the main purpose is as follows: (1) carrying out segmented smoothing filtering processing on the required torque; (2) the torque compensation value is limited by a threshold, the specific working condition decoupling condition is shown in fig. 2 and fig. 3, for convenience of description, a gear signal is set to be g, the current rotating speed is k, the required torque is Tm, the actual torque is Tc, and the brake signal is B.
The working condition decoupling comprises the following steps:
step 1, taking a VCU front collision enable signal and a gear signal as judgment conditions; when the determination condition is established, steps 21 to 23 are performed, as shown in fig. 2; when the determination condition is not satisfied, steps 31 to 38 are performed as shown in fig. 3.
Illustratively, the determination condition is a frontal collision enable bit and shift = 3.
Step 21, judging whether the current rotating speed is in a preset rotating speed range; if the current rotating speed k is not in the preset rotating speed range (k 1, k 2), the first working condition (working condition 1) is defined.
Step 22, if the current rotating speed k in the step 21 is within the preset rotating speed range (k 1, k 2), judging whether the required torque Tm is larger than the actual torque Tc; if the required torque Tm is greater than the actual torque Tc, the first condition (condition 2) is defined.
Step 23, if the required torque Tm in step 22 is less than or equal to the actual torque Tc, determining whether the actual torque Tc is greater than the threshold a; if the actual torque Tc is greater than the threshold value, defining the third working condition (working condition 3); if the actual torque Tc is less than or equal to the threshold value, a fourth operating condition (operating condition 4) is defined.
The threshold value a is obtained by calibration, and is exemplarily 2.
In step 31, it is determined whether the required torque Tm is greater than the actual torque Tc.
And step 32, if the required torque Tm in the step 31 is larger than the actual torque Tc, judging whether the required torque Tm is larger than the required torque Tb calibrated by the actual working condition.
Illustratively, the actual operating condition calibrates the resulting requested torque Tb to be 0.
Step 33, if the required torque Tm in step 32 is greater than the required torque Tb calibrated by the actual operating condition, determining whether the current gear is a forward gear (i.e. g = = 3); if the current gear is not the forward gear, a fifth operating condition (operating condition 5) is defined.
Step 34, if the current gear in the step 33 is a forward gear, judging whether the whole vehicle mode is a motion mode; if the whole vehicle mode is the motion mode, defining the whole vehicle mode as a sixth working condition (working condition 6); and if the whole vehicle mode is not the motion mode, defining the whole vehicle mode as a seventh working condition (working condition 7).
Step 35, if the required torque Tm in the step 32 is less than or equal to the required torque Tb calibrated by the actual working condition, determining whether the current brake is enabled (i.e. B = = 0); if the current brake is enabled, defining the current brake as an eighth working condition (working condition 8); and if the current brake is not enabled, defining the ninth working condition (working condition 9).
And step 36, if the required torque Tm in the step 31 is less than or equal to the actual torque Tc, judging whether the required torque Tm is greater than the required torque Tb calibrated by the actual working condition.
Step 37, if the required torque Tm in the step 36 is greater than the required torque Tb calibrated under the actual working condition, determining whether the power generation and trip flag is enabled (that is, the power generation and trip flag = = 1); if the power generation and electricity skipping flag bit is enabled, defining the situation as a tenth working condition (working condition 10); and if the power generation and trip flag is not enabled, defining the eleventh working condition (working condition 11).
Step 38, if the required torque Tm in the step 36 is less than or equal to the required torque Tb calibrated under the actual working condition, determining whether the current brake is enabled (i.e. B = = 0); if the current brake is enabled, defining the current brake as a twelfth working condition (working condition 12); if the current brake is not enabled, a thirteenth operating condition (operating condition 13) is defined.
And secondly, calculating the current real-time rotating speed through a rotating speed acquisition module, acquiring a rotating speed and a position signal of the motor, and calculating an average filtering value of the rotating speed within a preset time length through the acquired real-time rotating speed.
Exemplarily, a current instantaneous rotating speed k (n) of the motor is sampled through a rotating speed acquisition module, n is a current rotating speed sampling point, and the instantaneous rotating speed k (n-1) at the last moment is saved; and sampling and storing N instantaneous rotating speed values of the motor within the sampling time t, and calculating an average filtering value ks = k (sum)/(N-1) of rotating speed accumulation within the sampling time t.
And thirdly, calculating a compensation torque value through a torque compensation calculation module according to the difference value of the instantaneous rotating speeds and the difference value of the average filtering rotating speed and the current rotating speed.
Illustratively, the third step is specifically realized as the following step:
calculating the difference value of the motor speed at the current sampling point and the motor speed at the last sampling point by a torque compensation calculation module to be used as the instantaneous motor speed difference value E1= k (n) -k (n-1);
calculating a difference value E2= ks-k (n) between the rotating speed average filtering and the current instantaneous rotating speed k (n);
calculating a compensation torque Tp = E1 fx + E2 mx, fx being an E1 adjustment parameter and mx being an E2 adjustment parameter, wherein x represents a subscript number and takes a positive integer value, i.e. x =1,2,3, …;
to ensure the smoothness of the required torque Tm, the compensation torque is filtered, when the compensation torque Tp > the filter torque Tf, Tf = Tf + a, otherwise Tf = Tp, where a is the filter calibration value.
And fourthly, limiting the size of the torque compensation value according to the actual working condition through the execution torque output module, and adjusting the required torque in real time through a feedback link.
According to the current vehicle running working condition z (z =1,2,3, …) obtained in the first step, vehicle calibration is carried out on compensation torque parameters (fx and mx) according to the current working condition z, and a compensation torque range (Tmin, Tmax) of the current working condition is calibrated at the same time, so that a torque compensation value is adjusted in a small range in a proper compensation range under each working condition; during the switching of the motor state, the phenomenon that the state cannot be switched due to the fact that the compensation torque is over-compensated is easily generated when the torque is small, and whether torque compensation is needed or not is judged according to the existence of skip of the motor state, the current motor steering, the current direction and the required torque.
Illustratively, the fourth step is embodied as the following steps:
calibrating the whole vehicle for the adjusting parameters (fx and mx) of the compensation torque according to the actual working condition z decoupled by the whole vehicle working condition separating module, and calibrating a compensation torque range (Tmin, Tmax) corresponding to the current working condition;
acquiring the current compensation torque according to the calculated filter torque Tf, and respectively limiting different torque compensation adjustment ranges, so that the torque compensation value is automatically adjusted within a small range in the compensation torque range corresponding to each working condition;
judging whether the current state jump occurs according to the current steering direction, the current direction and the actual torque Tc of the motor, if the state jump occurs, the compensated required torque Tr = the compensation torque Tp + the actual torque Tc, otherwise, no compensation is performed, and the purpose is to prevent the abnormal state jump of the motor caused by excessive compensation;
and outputting the compensated execution torque.
In practical application, when one working condition does not need to be subjected to torque compensation processing, the required torque is directly output after filtering the command torque.
To sum up, the anti-shake control method based on torque compensation control that this application provided finds the compensation moment of torsion through the adjustment of rotational speed instantaneous deviation and the average filtering value of rotational speed and instantaneous rotational speed deviation, adjusts the compensation moment of torsion in real time according to moment of torsion and rotational speed condition, prescribes a limit to the compensation moment of torsion through whole car operating mode decoupling to look up the table according to current motor state and carry out real-time protection, make the robustness effect better.
The terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implying a number of the indicated technical features. Thus, a defined feature of "first", "second", may explicitly or implicitly include one or more of that feature. In the description of the present application, "a plurality" means two or more unless otherwise specified.
The above-mentioned serial numbers of the embodiments of the present application are merely for description and do not represent the merits of the embodiments.
It will be understood by those skilled in the art that all or part of the steps for implementing the above embodiments may be implemented by hardware, or may be implemented by a program instructing relevant hardware, where the program may be stored in a computer-readable storage medium, and the above-mentioned storage medium may be a read-only memory, a magnetic disk, an optical disk, or the like.
The above description is only exemplary of the present application and should not be taken as limiting the present application, as any modification, equivalent replacement, or improvement made within the spirit and principle of the present application should be included in the protection scope of the present application.
Claims (6)
1. The anti-shake control method based on torque compensation control is applied to a system comprising a whole vehicle working condition separation module, a rotating speed acquisition module, a torque compensation calculation module and an execution torque output module, and comprises the following steps:
after the electric drive system receives a torque instruction through the CAN bus, the working condition is decoupled according to the running working condition of the whole vehicle through the whole vehicle working condition separation module, and the required torque is decoupled in a segmented manner;
calculating the current real-time rotating speed through the rotating speed acquisition module, acquiring a rotating speed and a position signal of the motor, and calculating an average filtering value of the rotating speed within a preset time length through the acquired real-time rotating speed;
calculating a compensation torque value according to the difference value of the instantaneous rotating speeds and the difference value of the average filtering rotating speed and the current rotating speed by the torque compensation calculating module;
and limiting the size of the torque compensation value according to the actual working condition through the execution torque output module, and adjusting the required torque in real time through a feedback link.
2. The anti-shake control method based on torque compensation control according to claim 1, wherein the operating condition decoupling comprises:
step 1, taking a VCU front collision enable signal and a gear signal as judgment conditions; when the determination condition is established, executing step 21 to step 23; when the determination condition is not satisfied, executing steps 31 to 38;
step 21, judging whether the current rotating speed is in a preset rotating speed range; if the current rotating speed is not in the preset rotating speed range, defining the current rotating speed as a first working condition;
step 22, if the current rotating speed in the step 21 is within a preset rotating speed range, judging whether the required torque is larger than the actual torque; if the required torque is larger than the actual torque, the first working condition is defined as a second working condition;
step 23, if the required torque in the step 22 is smaller than or equal to the actual torque, determining whether the actual torque is larger than a threshold value; if the actual torque is larger than the threshold value, defining the actual torque as a third working condition; if the actual torque is smaller than or equal to the threshold value, defining the actual torque as a fourth working condition;
step 31, judging whether the required torque is larger than the actual torque;
step 32, if the required torque in the step 31 is larger than the actual torque, judging whether the required torque is larger than the required torque obtained by actual working condition calibration;
step 33, if the required torque in the step 32 is larger than the required torque obtained by actual working condition calibration, judging whether the current gear is a forward gear; if the current gear is not the forward gear, defining the current gear as a fifth working condition;
step 34, if the current gear in the step 33 is a forward gear, judging whether the whole vehicle mode is a motion mode; if the whole vehicle mode is the motion mode, defining the whole vehicle mode as a sixth working condition; if the whole vehicle mode is not the motion mode, defining the whole vehicle mode as a seventh working condition;
step 35, if the required torque in the step 32 is smaller than or equal to the required torque obtained by actual working condition calibration, judging whether the current brake is enabled; if the current brake is enabled, defining the current brake as an eighth working condition; if the current brake is not enabled, defining the current brake as a ninth working condition;
step 36, if the required torque in the step 31 is smaller than or equal to the actual torque, judging whether the required torque is larger than the required torque obtained by calibration of the actual working condition;
step 37, if the required torque in the step 36 is larger than the required torque obtained by actual working condition calibration, judging whether the power generation and trip flag bit is enabled; if the power generation and electricity skipping flag bit is enabled, defining the situation as a tenth working condition; if the power generation and electricity skipping flag bit is not enabled, defining the power generation and electricity skipping flag bit as an eleventh working condition;
step 38, if the required torque in the step 36 is smaller than or equal to the required torque obtained by actual working condition calibration, judging whether the current brake is enabled; if the current brake is enabled, defining the current brake as a twelfth working condition; and if the current brake is not enabled, defining the current brake as a thirteenth working condition.
3. The anti-shake control method based on torque compensation control according to claim 2, wherein the calculating of the current real-time rotation speed by the rotation speed acquisition module to obtain the rotation speed and position signal of the motor, and the calculating of the average filtered value of the rotation speed within the predetermined time period from the acquired real-time rotation speed comprises:
sampling the current instantaneous rotating speed k (n) of the motor through the rotating speed acquisition module, and storing the instantaneous rotating speed k (n-1) at the last moment; and sampling and storing N instantaneous rotating speed values of the motor within the sampling time t, and calculating an average filtering value ks = k (sum)/(N-1) of rotating speed accumulation within the sampling time t.
4. The anti-shake control method based on torque compensation control according to claim 3, wherein the calculating a compensation torque value by the torque compensation calculating module according to the difference of the instantaneous rotating speeds and the difference of the average filtered rotating speed and the current rotating speed comprises:
calculating the difference value of the motor speed of the current sampling point and the motor speed of the last sampling point by the torque compensation calculation module to be used as the instantaneous motor speed difference value E1= k (n) -k (n-1);
calculating the difference E2= ks-k (n) between the average filtering of the rotating speed and the current instantaneous rotating speed;
calculating the compensation torque Tp = E1 fx + E2 mx, wherein fx is an E1 regulating parameter and mx is an E2 regulating parameter, wherein x represents subscript numbers and takes positive integers;
the compensation torque is subjected to filter processing, Tf = Tf + a when the compensation torque Tp > the compensation torque filter value Tf, and Tf = Tp otherwise, where a is a filter calibration value.
5. The anti-shake control method based on torque compensation control according to claim 4, wherein the executing torque output module limits the magnitude of the torque compensation value according to the actual working condition, and the required torque is adjusted in real time through a feedback link, and the method comprises the following steps:
calibrating the whole vehicle according to the actual working condition decoupled by the whole vehicle working condition separation module, and calibrating a compensation torque range corresponding to the current working condition;
acquiring the current compensation torque according to the calculated filter torque Tf, and respectively limiting different torque compensation adjustment ranges, so that the torque compensation value is automatically adjusted within a small range in the compensation torque range corresponding to each working condition;
judging whether state jump occurs currently according to the current steering direction, the current direction and the actual torque of the motor, if so, judging that the compensated required torque Tr = the compensation torque Tp + the actual torque Tc, and if not, carrying out no compensation;
and outputting the compensated execution torque.
6. The anti-shake control method based on torque compensation control according to any one of claims 1 to 5, further comprising:
when the torque compensation processing is not needed in one working condition, the required torque is directly output after filtering the command torque.
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