CN112224196A - Hybrid power maneuvering platform control system based on double CAN buses - Google Patents

Hybrid power maneuvering platform control system based on double CAN buses Download PDF

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CN112224196A
CN112224196A CN202011102137.XA CN202011102137A CN112224196A CN 112224196 A CN112224196 A CN 112224196A CN 202011102137 A CN202011102137 A CN 202011102137A CN 112224196 A CN112224196 A CN 112224196A
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control unit
control
generator
battery
engine
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CN112224196B (en
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苏建强
刘秋丽
刘利强
东洪武
董丹婷
贺伟龙
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Inner Mongolia University of Technology
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Inner Mongolia University of Technology
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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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • 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
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention discloses a hybrid power mobile platform control system based on double CAN buses, which comprises subsystems such as a comprehensive control unit, an engine control unit, a generator control unit, a power battery pack management system, a driving motor control unit, a driver display control terminal and the like, wherein each subsystem control unit takes a DSP (digital signal processor) as a core and constructs a double CAN bus communication network to realize information interaction of each subsystem. The comprehensive control unit is a core control unit of the whole vehicle control system, and coordinates each subsystem according to feedback data of each subsystem control unit and the current running state of the vehicle, so that energy distribution management and vehicle driving are realized. And the other control units control the corresponding parts according to the information sent by the comprehensive control unit. The invention has the advantages that: the energy distribution control of the front power chain of the maneuvering platform and the driving control of the rear power chain are realized, the dynamic property and the maneuverability of the maneuvering platform under the cross-country road condition are effectively ensured, and the fuel efficiency of the maneuvering platform is effectively improved.

Description

Hybrid power maneuvering platform control system based on double CAN buses
Technical Field
The invention relates to the technical field of hybrid power, in particular to a hierarchical networked control system of a hybrid power mobile platform based on a double CAN bus.
Background
The hybrid vehicle is a new energy vehicle, which takes more than two energy accumulators as driving energy. Due to the limitation of the development of battery technology, hybrid power driving systems have become an important development direction of new energy vehicles. The hybrid vehicle fully utilizes the advantages of the internal combustion engine and the motor drive, and has the characteristics of high efficiency, low emission and sufficient power.
The existing hybrid power control system is mainly distributed, and the distributed control system mainly comprises a comprehensive control unit, an engine control unit, a generator control unit, a power battery pack management system, a driving motor control unit, a driver display control terminal and other subsystems. The existing distributed hybrid power control system generally adopts a single CAN bus network structure, a comprehensive control unit receives a driver operation instruction, sends a control instruction to each subsystem control unit through a CAN bus, each subsystem executes the control instruction, and feeds status information back to a vehicle control unit through the CAN bus, and the vehicle control unit transmits a signal to a driver display and control terminal through the CAN bus. The state display signals and the control signals are transmitted through a single CAN, the transmission rate is the same, the number of the transmission signals is large, and the purposes of large capacity of vehicle state display information and quick real-time control of each distributed control system are difficult to meet simultaneously.
According to the invention, the low-speed CAN is used for connecting the comprehensive control unit with the driver display control terminal, the engine control unit, the generator control unit and the power battery pack management system, so that the requirements of transmitting platform state information for display and non-real-time control system are met, and the high-speed CAN is used for connecting the comprehensive control unit with the driving motor control unit, so that the real-time control of the driving of the rear power chain by the maneuvering platform is realized, and the dynamic property and the maneuverability of the maneuvering platform under cross-country road conditions are effectively ensured.
Disclosure of Invention
Aiming at the defects in the prior art, the invention provides a hybrid power mobile platform control system based on a double CAN bus, which solves the defects in the prior art.
In order to realize the purpose, the technical scheme adopted by the invention is as follows:
a hybrid power mobile platform control system based on a dual CAN bus comprises: the system comprises a comprehensive control unit, an engine control unit, a generator control unit, a power battery pack management system, a driving motor control unit, a driver display control terminal, an engine, a generator, a motor and a power battery;
the comprehensive control unit is respectively connected with the engine control unit, the generator control unit, the power battery pack management system, the driving motor control unit and the driver display control terminal through a CAN bus;
the comprehensive control unit, the engine control unit, the generator control unit, the power battery pack management system and the drive motor control unit take the DSP as a core, and a CAN bus communication network is constructed to realize information interaction.
The engine control unit controls the opening of an engine throttle through a stepping motor so as to control the rotating speed of the engine, the generator control unit controls the output voltage of the generator through controlling the exciting current of the generator, the power battery pack management system is responsible for monitoring state information such as battery SOC (state of charge) and the like of the power battery, the driving motor control unit controls the driving platform of the switched reluctance motor, the engine is mechanically connected with the generator, and direct current output by the generator through a rectifier bridge is directly connected with the power battery and a direct current bus of the motor;
the integrated control unit collects various operation information of the driver and analyzes the intention of the driver according to the operation of the driver and the current state of the vehicle. And coordinating according to the feedback data of the engine control unit, the generator control unit, the power battery pack management system, the driving motor control unit and the driver display control terminal and the current running state of the vehicle, so as to realize energy distribution management and vehicle driving.
The engine control unit is used for receiving the distributed power of the engine-generator set sent by the comprehensive control unit, looking up a table according to the current rotating speed of the engine to obtain the optimal power at the rotating speed, and after comparing the optimal power with the current rotating speed, the engine works near the optimization map by adjusting the rotating speed.
The generator control unit is used for adjusting the output voltage of the generator and realizing the charge and discharge control and energy management of the power battery.
And the power battery pack management system is used for controlling the power battery and feeding back data.
The drive motor control unit is used for control of the switched reluctance drive motor.
And the driver display control terminal is used for displaying the vehicle mode and the vehicle state.
Further, the engine control unit receives the distributed power of the engine-generator set in the CAN bus data, acquires the actual rotating speed of the engine and the bus current signal, finds out the optimal power corresponding to the current rotating speed, comprehensively calculates the pulse of the stepping motor, compares the new rotating speed signal value with the pulse number calculated in the last sampling period, and forwards rotates if the new rotating speed signal value is larger than the pulse number, or backwards rotates if the new rotating speed signal value is larger than the pulse number. In order to prevent the engine from oscillating due to too fast an adjustment, the step size of each adjustment is limited.
Further, the generator control unit collects and receives the bus voltage U transmitted by the CAN communication interfacedcBattery current IbPower battery distribution power P determined by energy management control strategybattery_reqBy means of UdcAnd IbCalculating the actual power of the battery, and combining the actual power with the P transmitted by the integrated control unitbattery_reqAnd after PID calculation, the excitation current of the generator is output, the output voltage (namely, bus voltage) of the generator is controlled, and the control of charging and discharging of the power battery and the management of platform energy distribution are realized.
The generator control unit also designs a battery overcurrent protection program. The generator control unit is provided with a batteryMaximum allowable charging current Ib_0After receiving the bus current value, the bus current value is compared with Ib_0Compared with the prior art, if the voltage is higher than the value, the exciting current is reduced, so that the output voltage of the generator is reduced, the output current is reduced, and the purpose of protecting the battery is achieved.
The generator control unit also designs a bus voltage limiting flow. When the bus voltage is detected to be higher than the highest working voltage U of the batteryb_maxTime (U)b_max270V), the generator output voltage is controlled by PID to remain at Ub_max。
Further, in order to realize the optimal control of the switched reluctance motor, the drive motor control unit adopts different control modes according to the different rotating speeds of the motor: at low speed operation, the opening angle theta is fixedonOff angle thetaoffCurrent chopping control is adopted; at the medium speed, voltage PWM control is adopted; at high speed operation, the opening angle theta is changedonOff angle thetaoffAngular position control is adopted.
The driving motor control unit collects a motor rotating speed signal, receives bus voltage, current and reference torque of the motor sent by the comprehensive control unit program, calculates the average torque of the motor and gives a reference current value. Different control algorithms are adopted according to different motor speeds: when the rotating speed of the motor is lower than 800rpm, current chopping control is adopted, and when the rotating speed of the motor meets the condition that 800rpm is more than nm1When the speed is less than 1600rpm, the voltage PWM control is adopted, otherwise, the angle position control is adopted.
Furthermore, the comprehensive control unit needs to acquire an operation signal and receive state parameters of the rotating speed of the engine, the vehicle speed, the bus voltage, the current and the charging and discharging current of the power battery, after analysis and calculation, power distribution signals of the engine-generator set and the power battery and torque or rotating speed signals of the motor are determined by a control strategy, and the control signals are transmitted to the control units of the subsystems through the CAN bus to coordinate the work of the subsystems, so that the platform runs according to the intention of a driver.
In addition, the comprehensive control unit is also responsible for coordinately controlling the electrification of the battery, controlling the on-off of the IGBT protection circuit and the DC filter capacitor pre-charging circuit and the like.
Furthermore, in order to protect the battery, the comprehensive control unit is provided with a bus overvoltage judgment and battery overcharge and overdischarge detection process. In the bus overvoltage judging process, when the bus transient voltage is higher than the maximum allowable voltage UmaxTime (U)max370V), output IGBT conducting signal and switch in the bleeder resistor Re. When the bus voltage is lower than UmaxBut higher than the highest fault operating voltage Ub_maxAnd when the time is up, starting a timer, outputting an IGBT (insulated gate bipolar transistor) turn-on signal if the time exceeds the limited time, otherwise, cutting off the IGBT signal. In the battery overcharge and overdischarge detection process, when the SOC of the battery is detected to be too high (the SOC is more than 80%), the bus voltage is adjusted to be lower than the battery voltage, the battery overcharge is prevented, and when the SOC of the battery is too low (the SOC is less than 20%), the engine power and the bus voltage are improved, the power battery is charged, and the battery overdischarge is prevented.
Compared with the prior art, the invention has the advantages that:
the energy distribution control of the front power chain of the maneuvering platform and the driving control of the rear power chain are realized, the dynamic property and the maneuverability of the maneuvering platform under the cross-country road condition are effectively ensured, and the fuel efficiency of the maneuvering platform is effectively improved.
Drawings
FIG. 1 is a block diagram of a hybrid power mobile platform control system according to an embodiment of the present invention;
FIG. 2 is a network structure diagram of a hybrid power mobile platform control system according to an embodiment of the present invention;
FIG. 3 is a block diagram of an engine control unit according to an embodiment of the present invention;
FIG. 4 is a flowchart of an engine control according to an embodiment of the present invention;
FIG. 5 is a block diagram of a generator control unit according to an embodiment of the present invention;
FIG. 6 is a flow chart of a generator control unit according to an embodiment of the present invention;
FIG. 7 is a block diagram of a drive motor control unit according to an embodiment of the present invention;
FIG. 8 is a flow chart of a drive motor control unit according to an embodiment of the present invention;
FIG. 9 is a block diagram of an integrated control unit according to an embodiment of the present invention;
FIG. 10 is a diagram of an auxiliary circuit of the integrated control unit according to an embodiment of the present invention;
FIG. 11 is a flow chart of an integrated control unit according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention will be further described in detail below with reference to the accompanying drawings by way of examples.
1. Hybrid powered platform base case
The small hybrid power mobile platform control system mainly comprises subsystems such as a comprehensive control unit, an engine control unit, a generator control unit, a power battery pack management system, a driving motor control unit, a driver display control terminal and the like, wherein each subsystem control unit takes a DSP (digital signal processor) as a core and constructs a CAN (controller area network) bus communication network to realize information interaction of each subsystem. The comprehensive control unit is a core control unit of the whole vehicle control system and coordinates each subsystem according to feedback data of each subsystem control unit and the current running state of the vehicle to realize energy distribution management and vehicle driving. And the other control units control the corresponding parts according to the information sent by the comprehensive control unit. The structure of the platform control system is shown in fig. 1.
2. Hybrid power maneuvering platform integrated control overall scheme
The hybrid power maneuvering platform adopts distributed networked control to realize topology separation and function separation of a control system, wherein the topology separation enables all electric control components on a physical structure to be distributed at different positions of a vehicle, electromagnetic interference among the electric control components is reduced, the function separation enables all the electric control components to be relatively independent in function, mutual influence is reduced, and fault tolerance is improved.
Fig. 2 is a schematic diagram of a platform control system, which is composed of three levels of networks and implements hierarchical networked bus management and control. The lower layer is an execution layer and consists of a component controller and an execution unit thereof, the task of the lower layer is to correctly execute the information sent by the middle layer, and execute the direct control of each component, and the lower layer has certain self-adapting and limit protection functions; the middle layer is a coordination layer, the core of the middle layer is a comprehensive control unit, and on one hand, the intention of the driver is analyzed according to various operations of the driver and the current state of the vehicle; on the other hand, according to the current state of the execution layer, optimal coordination control is carried out, and the coordination layer has very high requirements on communication rate and reliability, so that a high-speed CAN bus is adopted; the upper layer is a tissue layer, and the CAN bus is communicated with the display control terminal, so that the display of electric transmission state information is realized, and the operation of a driver on a vehicle is facilitated.
All the subsystem control units and the comprehensive control unit adopt digital control, factors such as universality, practicability, function expandability and the like are considered in the design process, and all the subsystems are formed by taking the DSP2808 as a minimum core circuit and assisting with corresponding peripheral circuits. In the aspect of device type selection, in consideration of subsystem function difference, design universality and system interconnection consistency, all subsystem control units adopt the same type of main control devices.
2. Engine control unit design and implementation
The engine control unit has the main functions of receiving the distributed power of the engine-generator set sent by the comprehensive control unit, looking up a table according to the current rotating speed of the engine to obtain the optimal power at the rotating speed, and after comparing the optimal power with the current rotating speed, driving the gear lever to control the opening of the engine throttle valve through the stepping motor to realize the adjustment of the rotating speed, so that the engine works near an optimal map. The acquisition of the engine rotating speed is realized by using a Hall sensor, the Hall sensor sends 6 pulses every time an engine rotating shaft rotates for one circle, the pulses are sent to a DSP after being amplified by an optical coupling isolation and an operational amplifier, the corresponding optimal power is compared with the distributed power given by a comprehensive control unit, the control pulse and the direction of a stepping motor are given through PID operation, the throttle opening degree is controlled, and finally the control of the engine rotating speed and the output power is realized. Because the engine is a large inertia system, the change of the rotating speed is slow, and the change rate of the load current introduced in the control process is used for feedforward in order to improve the response speed of the system. The engine control unit is shown in block diagram form in fig. 3.
The control flow of the engine throttle is shown in fig. 4, the distributed power of the engine-generator set in the CAN bus data is received, the actual rotating speed of the engine and the bus current signal are collected, the optimal power corresponding to the current rotating speed is found out, the pulse of the stepping motor is comprehensively calculated, the new rotating speed signal value is compared with the pulse number calculated in the last sampling period, if the new rotating speed signal value is larger than the optimal power, the engine is rotated forwards, and if the new rotating speed signal value is not larger than the optimal power, the. In order to prevent the engine from oscillating due to too fast an adjustment, the step size of each adjustment is limited.
3. Design and implementation of generator control unit
The main function of the generator control unit is to regulate the output voltage of the generator, and realize the charge and discharge control of the battery and the energy management of the platform. The regulation of the output voltage is based on the voltage stabilization design in the control unit, and the specific method comprises the following steps: setting reference voltage in the DSP, acquiring output voltage of the generator after rectification, comparing the output voltage with the reference voltage, generating Pulse Width Modulation (PWM) waves, driving a main power tube to work in a switching state after the PWM waves are subjected to power amplification, controlling the size of exciting current by adjusting the on-off time of the power tube, and keeping the output voltage of an adjusting point stable. By changing the reference signal, the value of the generator output voltage will also change.
The control unit has a protection function and is mainly characterized in that when the excitation current or the bus voltage is detected to be too high, the protection circuit controls the main power driving voltage to be low, so that the power tube is in a cut-off state, and the generator has no excitation. The control unit has a protection function, and a block diagram of the generator control unit is shown in FIG. 5.
The generator control unit collects and receives the bus voltage U transmitted by the CAN communication interfacedcBattery current IbPower battery distribution power P determined by energy management control strategybattery_reqBy means of UdcAnd IbCalculating the actual power of the battery, and combining the actual power with the P transmitted by the integrated control unitbattery_reqAnd comparing, outputting the excitation current of the generator after PID calculation, and controlling the output voltage (namely the bus voltage) of the generator, thereby realizing the control of charging and discharging of the power battery and the management of platform energy distribution.
In the charging state of the battery, in order to prevent excessive charging current to the power batteryThe damage of the battery is designed, and a battery overcurrent protection program is designed. The generator control unit sets the maximum allowable charging current I of the batteryb_0After receiving the bus current value, the bus current value is compared with Ib_0Compared with the prior art, if the voltage is higher than the value, the exciting current is reduced, so that the output voltage of the generator is reduced, the output current is reduced, and the purpose of protecting the battery is achieved.
In addition, the battery and the electric equipment are damaged by the excessively high bus voltage, so a bus voltage limit process is designed. When the bus voltage is detected to be higher than the highest working voltage U of the batteryb_maxTime (U)b_max270V), the generator output voltage is controlled by PID to remain at Ub_max. The generator control unit flow chart is shown in fig. 6.
4. Design and implementation of drive motor control unit
The drive motor control unit mainly realizes the control of the switched reluctance drive motor. In order to realize the optimal control of the switched reluctance motor, different control modes are adopted according to the different rotating speeds of the motor: at low speed operation, the opening angle theta is fixedonOff angle thetaoffCurrent chopping control is adopted; at the medium speed, voltage PWM control is adopted; at high speed operation, the opening angle theta is changedonOff angle thetaoffAngular position control is adopted.
The driving motor control unit collects a motor rotating speed signal, receives bus voltage, current and reference torque of the motor sent by the comprehensive control unit program, calculates the average torque of the motor and gives a reference current value. Different control algorithms are adopted according to different motor speeds: when the rotating speed of the motor is lower than 800rpm, current chopping control is adopted, and when the rotating speed of the motor meets the condition that 800rpm is more than nm1When the speed is less than 1600rpm, the voltage PWM control is adopted, otherwise, the angle position control is adopted. The motor control unit flow is shown in fig. 8.
5. Design and implementation of integrated control unit
In order to realize the coordinated control of each subsystem of the platform, the comprehensive control unit needs to collect operation signals such as an accelerator pedal, a brake pedal, a steering wheel steering angle and the like, and receives platform state parameters such as the rotating speed of an engine, the speed of the vehicle, bus voltage, current, charging and discharging current of a power battery and the like, after analysis and calculation, power distribution signals of the engine-generator set and the power battery, torque or rotating speed signals of motors at two sides and the like are determined by a control strategy, and control signals are transmitted to the control units of each subsystem through a CAN bus to coordinate the work of each subsystem, so that the platform runs according to the intention of a driver. Considering that the switched reluctance motor has large interference when working, the CANA is independently used for transmitting the given values of the rotating speed and the torque of the motor when the bus signal is transmitted, and the CANB is used for exchanging data with other control units. A block diagram of the integrated control unit is shown in fig. 9.
In addition, the comprehensive control unit is also responsible for coordinately controlling the electrification of the battery, the on-off of the IGBT protection circuit and the pre-charging circuit and the like. Because the bus is connected with the large capacitor in parallel, if the power battery is directly connected, larger current impact can be generated, and the excessive charging current can cause the contact of the relay to generate sparks, so that the contact is melted and ablated. In order to prevent the damaging effect of the current surge on the relay, a pre-charging circuit is designed, as shown in fig. 10. The capacitor charging current is reduced by the voltage dividing effect of R1. When the power battery is powered on, the K1 is closed firstly, when the capacitor charging reaches the required range, the pre-charging is finished, and the K2 is closed to safely hang the battery on the bus. When the braking energy of the vehicle is fed back, the voltage of the bus can be increased, so that the IGBT protection circuit is designed, the bleeder resistor is connected when the voltage of the bus is overhigh, and the damage of the overhigh voltage to the power conversion device is avoided.
When the system is started, parameter initialization is executed firstly, the engine is waited to be started, after the engine is started, K1 is closed, the voltage difference between the bus and the battery is calculated, when the voltage difference reaches a required interval, K2 is closed, the battery is controlled to be electrified safely, and the hybrid power mode is ready. And then, performing coordination control on the whole platform according to a flow, wherein the content mainly comprises two parts of energy distribution management control of an engine-generator set and a power battery and platform running control, namely so-called front power chain control and rear power chain control.
In the front power chain control, the SOC signals of an accelerator, a brake and a power battery are collected, the distributed power of the engine-generator set and the power battery pack is calculated according to a fuzzy logic rule, and the distributed power is respectively transmitted to an engine control unit and a generator control unit. In the control of a rear power chain, signals of an accelerator, a brake and a steering wheel are collected, an outer motor and the required power of the outer motor are determined, the rotating speed and the torque signals of the outer motor are collected, the product of the rotating speed and the required power of the outer motor are compared, and the required torque of the outer motor is given through PID operation; and acquiring a rotating speed signal of the inner side motor, calculating the required rotating speed of the inner side motor, giving out the required torque of the inner side motor through an active disturbance rejection algorithm, and transmitting the required torque of the motors on two sides to the drive motor control unit.
In addition, in order to protect the battery, a bus overvoltage judgment and battery overcharge and overdischarge detection flow is designed. In the bus overvoltage judging process, when the bus transient voltage is higher than the maximum allowable voltage UmaxTime (U)max370V), output IGBT conducting signal and switch in the bleeder resistor Re. When the bus voltage is lower than UmaxBut higher than the highest fault operating voltage Ub_maxAnd when the time is up, starting a timer, outputting an IGBT (insulated gate bipolar transistor) turn-on signal if the time exceeds the limited time, otherwise, cutting off the IGBT signal. In the battery overcharge and overdischarge detection process, when the SOC of the battery is detected to be too high (the SOC is more than 80%), the bus voltage is adjusted to be lower than the battery voltage, the battery overcharge is prevented, and when the SOC of the battery is too low (the SOC is less than 20%), the engine power and the bus voltage are improved, the power battery is charged, and the battery overdischarge is prevented. The specific flow of the integrated control unit is shown in fig. 11.
It will be appreciated by those of ordinary skill in the art that the examples described herein are intended to assist the reader in understanding the manner in which the invention is practiced, and it is to be understood that the scope of the invention is not limited to such specifically recited statements and examples. Those skilled in the art can make various other specific changes and combinations based on the teachings of the present invention without departing from the spirit of the invention, and these changes and combinations are within the scope of the invention.

Claims (6)

1. A hybrid power mobile platform control system based on a dual CAN bus is characterized by comprising: the system comprises a comprehensive control unit, an engine control unit, a generator control unit, a power battery pack management system, a driving motor control unit, a driver display control terminal, an engine, a generator, a motor and a power battery;
the comprehensive control unit is respectively connected with the engine control unit, the generator control unit, the power battery pack management system, the driving motor control unit and the driver display control terminal through a CAN bus;
the comprehensive control unit, the engine control unit, the generator control unit, the power battery pack management system and the drive motor control unit take a DSP as a core, and a CAN bus communication network is constructed to realize information interaction;
the engine control unit is in communication connection with the engine, the generator control unit is in communication connection with the generator, the power battery pack management system is in communication connection with the power battery, the driving motor control unit is in communication connection with the motor, the engine is in mechanical connection with the generator, and the generator and the power battery are connected with the motor through a direct current bus;
the comprehensive control unit collects various operation information of the driver and analyzes the intention of the driver according to the operation of the driver and the current state of the vehicle; coordinating according to feedback data of an engine control unit, a generator control unit, a power battery pack management system, a driving motor control unit and a driver display control terminal and the current running state of the vehicle to realize energy distribution management and vehicle driving;
the engine control unit is used for receiving the distributed power of the engine-generator set sent by the comprehensive control unit, looking up a table according to the current rotating speed of the engine to obtain the optimal power at the rotating speed, and adjusting the rotating speed after comparing the optimal power with the current rotating speed to enable the engine to work near an optimal map;
the generator control unit is used for adjusting the output voltage of the generator and realizing the charge and discharge control and energy management of the power battery;
the power battery pack management system is used for monitoring parameters such as the SOC of the power battery and the like and feedback data;
the drive motor control unit is used for controlling the switched reluctance drive motor;
and the driver display control terminal is used for displaying the vehicle mode and the vehicle state.
2. The control system of claim 1, wherein the control system comprises: the engine control unit receives the distribution power of the engine-generator set in the CAN bus data, acquires the actual rotating speed of the engine and the bus current signal, finds out the optimal power corresponding to the current rotating speed, comprehensively calculates the pulse of the stepping motor for controlling the opening of the engine throttle, compares the new rotating speed signal value with the pulse number calculated in the last sampling period, and forwards rotates if the new rotating speed signal value is larger than the pulse number, or backwards rotates if the new rotating speed signal value is larger than the pulse number; in order to prevent engine oscillations caused by too fast throttle settings, the step size of each adjustment is limited.
3. The control system of claim 1, wherein the control system comprises: the generator control unit collects and receives the bus voltage U transmitted by the CAN communication interfacedcBattery current IbPower battery distribution power P determined by energy management control strategybattery_reqBy means of UdcAnd IbCalculating the actual power of the battery, and combining the actual power with the P transmitted by the integrated control unitbattery_reqAfter comparison and PID calculation, the excitation current of the generator is output, the output voltage of the generator is controlled, and the control of charging and discharging of the power battery and the management of platform energy distribution are realized;
the generator control unit also designs a battery overcurrent protection program; the generator control unit sets the maximum allowable charging current I of the batteryb_0After receiving the bus current value, the bus current value is compared with Ib_0Compared with the prior art, if the voltage is higher than the value, the exciting current is reduced, so that the output voltage of the generator is reduced, the output current is reduced, and the purpose of protecting the battery is achieved;
the generator control unit also designs a bus voltage limit flow; when the bus voltage is detected to be higher than the highest working voltage U of the batteryb_maxIn time, the output voltage of the generator is controlled to be kept at U through PIDb_max。
4. The control system of claim 1, wherein the control system comprises: the drive motor control unit adopts different control modes according to the difference of the motor rotating speed in order to realize the optimal control of the switched reluctance motor: at low speed operation, the opening angle theta is fixedonOff angle thetaoffCurrent chopping control is adopted; at the medium speed, voltage PWM control is adopted; at high speed operation, the opening angle theta is changedonOff angle thetaoffAdopting angle position control;
the driving motor control unit collects a motor rotating speed signal, receives bus voltage, current and reference torque of the motor sent by a comprehensive control unit program, calculates the average torque of the motor and gives a reference current value; different control algorithms are adopted according to different motor speeds: when the rotating speed of the motor is lower than 800rpm, current chopping control is adopted, and when the rotating speed of the motor meets the condition that 800rpm is more than nm1When the speed is less than 1600rpm, the voltage PWM control is adopted, otherwise, the angle position control is adopted.
5. The control system of claim 1, wherein the control system comprises: the comprehensive control unit needs to acquire an operation signal and receive state parameters of the rotating speed of an engine, the vehicle speed, the bus voltage, the current and the charging and discharging current of a power battery, after analysis and calculation, power distribution signals of the engine-generator set and the power battery and torque or rotating speed signals of a motor are determined by a control strategy, and control signals are transmitted to control units of subsystems through a CAN bus to coordinate the work of the subsystems, so that a platform runs according to the intention of a driver;
in addition, the comprehensive control unit is also responsible for coordinately controlling the electrification of the battery and controlling the on-off of the IGBT protection circuit and the DC filter capacitor pre-charging circuit.
6. The control system of claim 1, wherein the control system comprises: to protect the batteryThe comprehensive control unit is provided with a bus overvoltage judgment and battery overcharge and overdischarge detection process; in the bus overvoltage judging process, when the bus transient voltage is higher than the maximum allowable voltage UmaxWhen the IGBT is in use, the IGBT turn-on signal is output and is connected to the bleeder resistor Re(ii) a When the bus voltage is lower than UmaxBut higher than the highest fault operating voltage Ub_maxWhen the time is up, starting a timer, if the time exceeds the limited time, outputting an IGBT (insulated gate bipolar transistor) turn-on signal, otherwise, cutting off the IGBT signal; in the process of detecting the overcharge and the overdischarge of the battery, when the SOC of the battery is detected to be more than 80%, the bus voltage is adjusted to be lower than the battery voltage, the overcharge of the battery is prevented, and when the SOC of the battery is less than 20%, the power of an engine and the bus voltage are increased to charge the power battery, so that the overdischarge of the battery is prevented.
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