CN112549990B - Parking method, device and system for vehicle - Google Patents
Parking method, device and system for vehicle Download PDFInfo
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- CN112549990B CN112549990B CN202011477345.8A CN202011477345A CN112549990B CN 112549990 B CN112549990 B CN 112549990B CN 202011477345 A CN202011477345 A CN 202011477345A CN 112549990 B CN112549990 B CN 112549990B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18109—Braking
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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 a parking method, a parking device and a parking system for a vehicle. Wherein, the method comprises the following steps: responding to a parking signal output by a vehicle, and acquiring a first rotating speed of a motor, wherein the motor is used for providing power for the vehicle; controlling the rotating speed of the motor to be reduced to a second rotating speed based on the first rotating speed and the first control mode, wherein the second rotating speed is smaller than the first rotating speed; and under the condition that the rotating speed of the motor reaches a second rotating speed, controlling a coil of the motor to generate a first magnetic field by using a second control mode so as to stop the motor from rotating, wherein the connection states of three phase lines of the motor are different in the control processes of the first control mode and the second control mode. The invention solves the technical problem that the electronic brake can slide on a road section with a larger gradient in the related technology.
Description
Technical Field
The invention relates to the field of vehicle parking, in particular to a vehicle parking method, device and system.
Background
At present, unmanned automobile generally carries out the parking through adopting electronic brake, and the condition that swift current after parking can appear in current electronic brake, generally adopts mechanical device to assist among the prior art to park, but uses mechanical device to assist the cost of parking higher, and mechanical device can occupy the interior space of car, leads to interior unsightly, and only adopts electronic brake can lead to the car to slide backward at the great highway section of slope to lead to certain potential safety hazard.
In view of the above problems, no effective solution has been proposed.
Disclosure of Invention
The embodiment of the invention provides a parking method, a device and a system of a vehicle, which are used for at least solving the technical problem that the vehicle slips after being parked by using an electronic brake in the related technology.
According to an aspect of an embodiment of the present invention, there is provided a parking method of a vehicle, including: responding to a parking signal output by a vehicle, and acquiring a first rotating speed of a motor, wherein the motor is used for providing power for the vehicle; controlling the rotating speed of the motor to be reduced to a second rotating speed based on the first rotating speed and the first control mode; and controlling a coil of the motor to generate a first magnetic field by using a second control mode so as to stop the motor.
Optionally, controlling the motor to stop rotating using a second control mode includes: acquiring the current weight of the vehicle and the tire radius of the vehicle; determining a target torque according to the current weight and the radius of the tire of the vehicle; and controlling the motor to generate a first magnetic field by utilizing a first control algorithm based on the target torque and a preset angle, wherein the preset angle is the preset angle of a rotor in the motor.
Optionally, controlling the motor to generate a first magnetic field using a first control algorithm based on the target torque and a preset angle, comprising: determining a first voltage based on the target torque; and controlling the motor to generate a first magnetic field by using a first control algorithm based on the first voltage and the preset angle.
Optionally, controlling the rotational speed of the motor to decrease to a second rotational speed based on the first rotational speed and the first control mode comprises: judging whether the first rotating speed is less than a preset rotating speed or not; controlling the rotation speed of the motor to be reduced to a second rotation speed based on a first control mode under the condition that the first rotation speed is less than a preset rotation speed; and under the condition that the first rotating speed is greater than or equal to the preset rotating speed, controlling the rotating speed of the motor to be reduced to the preset rotating speed based on the third control mode, and controlling the rotating speed of the motor to be reduced to the second rotating speed based on the first control mode.
Alternatively, controlling the rotation speed of the motor to be reduced to the second rotation speed based on the first control mode includes: controlling the connection state of three phase lines in the motor to be a first connection state, wherein the first connection state is used for representing short circuit between the three phase lines; generating a second magnetic field based on the first connection state; and controlling the rotating speed of the motor to be reduced to a second rotating speed based on the second magnetic field.
Optionally, controlling the rotation speed of the motor to be reduced to a preset rotation speed based on the third control mode includes: acquiring a current angle of a rotor in the motor; controlling the motor to generate a third magnetic field by using a third control algorithm based on the current angle and the preset voltage; and controlling the rotating speed of the motor to be reduced to a preset rotating speed based on the third magnetic field.
Optionally, after controlling the rotation speed of the motor to decrease to the second rotation speed based on the first rotation speed and the first control mode, the method further comprises: controlling the connection state of three phase lines in the motor to be a second connection state, wherein the second connection state is used for representing that short circuit is not carried out between the three phase lines; based on the second connection state, the coil of the motor is controlled to generate the first magnetic field using the second control mode.
Optionally, the vehicle is located on an incline.
Optionally, controlling the motor to stop rotating using a second control mode includes: acquiring the current weight of a vehicle, the radius of a tire of the vehicle and the gradient of a slope; determining a target torque according to the current weight, the gradient of the slope and the radius of the tire; and controlling the motor to generate a first magnetic field by utilizing a first control algorithm based on the target torque and a preset angle, wherein the preset angle is the preset angle of a rotor in the motor.
According to another aspect of the embodiments of the present invention, there is also provided a parking apparatus of a vehicle, including: the device comprises an acquisition module, a control module and a control module, wherein the acquisition module is used for responding to a parking signal output by a vehicle and acquiring a first rotating speed of a motor, and the motor is used for providing power for the vehicle; the first control module is used for controlling the rotating speed of the motor to be reduced to a second rotating speed based on the first rotating speed and the first control mode; and the second control module is used for controlling the coil of the motor to generate a first magnetic field by using a second control mode so as to stop the motor from rotating.
According to another aspect of the embodiments of the present invention, there is also provided a parking system of a vehicle, including: receiving means for receiving a parking signal; a motor for powering the vehicle; and the controller is used for acquiring a first rotating speed of the motor, controlling the rotating speed of the motor to be reduced to a second rotating speed based on the first rotating speed and the first control mode, and controlling a coil of the motor to generate a first magnetic field by using the second control mode so as to stop the motor from rotating.
According to another aspect of the embodiments of the present invention, there is also provided a computer-readable storage medium including a stored program, wherein the apparatus in which the computer-readable storage medium is controlled when the program is executed performs the above-mentioned parking method for a vehicle.
According to another aspect of the embodiments of the present invention, there is also provided a processor for executing a program, wherein the program is executed to perform the parking method of the vehicle described above.
In the embodiment of the invention, under the condition that a vehicle outputs a parking signal, the current rotating speed of a motor of the vehicle can be acquired, then the rotating speed of the motor is controlled to be reduced to a lower rotating speed, namely a second rotating speed, based on a first rotating speed and a first control mode, so as to ensure that the rotating speed of the motor can meet the use condition of the second control mode, and under the condition that the rotating speed of the motor reaches the second rotating speed, a coil of the motor can be controlled to generate a first magnetic field by using the second control mode, so that the motor stops rotating, the situation that the vehicle slips when the vehicle is parked is controlled is avoided, in addition, under the condition that no mechanical device assists in control, the situation that the vehicle slips can be prevented by only using different control modes to control the motor, and the cost for parking the vehicle is reduced; when reducing the rotational speed of motor to the second rotational speed in this application, the coil through second control mode control motor produces the magnetic field, makes the motor remain motionless, has solved and has used the electron brake parking to appear the technical problem of swift current car in the correlation technique after.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the invention and together with the description serve to explain the invention without limiting the invention. In the drawings:
FIG. 1 is a flow chart of a method of parking a vehicle according to an embodiment of the present invention;
FIG. 2 is a flow chart of another method of parking a vehicle according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of FOC control;
FIG. 4 is a schematic view of a parking apparatus of a vehicle according to an embodiment of the present invention;
fig. 5 is a schematic view of a parking system of a vehicle according to an embodiment of the present invention.
Detailed Description
In order to make those skilled in the art better understand the technical solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It should be noted that the terms "first," "second," and the like in the description and claims of the present invention and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the invention described herein are capable of operation in sequences other than those illustrated or described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
Example 1
According to an embodiment of the present invention, there is provided an embodiment of a method for parking a vehicle, where it is noted that the steps illustrated in the flowchart of the drawings may be performed in a computer system such as a set of computer executable instructions, and that while a logical order is illustrated in the flowchart, in some cases the steps illustrated or described may be performed in an order different than here.
Fig. 1 is a flowchart of a parking method of a vehicle according to an embodiment of the present invention, as shown in fig. 1, the method including the steps of:
step S102, responding to a parking signal output by a vehicle, and acquiring a first rotating speed of a motor.
Wherein the electric machine is used to power the vehicle and the first rotational speed is used to characterize a current rotational speed of the electric machine.
The motor in the above steps may be a direct current motor, an induction motor, a permanent magnet synchronous motor, a switched reluctance motor, and the like, and the type of the motor is not limited herein.
The first rotation speed of the motor in the above steps may be detected by a speed sensor, wherein the speed sensor may be a shunt, a hall effect sensor, a current detection transformer, an encoder, or the like.
In an alternative embodiment, when the vehicle needs to be parked, the user can send the parking signal by pressing the parking button, and can also send the parking signal by controlling the vehicle through voice. When the condition that the brake pedal reaches a certain angle is detected, a parking signal can be sent out, so that a user can park in time under an emergency condition, and the vehicle cannot move when the foot of the user is separated from the brake pedal, so that the driving safety of the user is guaranteed.
Optionally, the vehicle is located on an incline.
In an alternative embodiment, whether the vehicle is on an inclined slope or not may be detected by a sensor built in the vehicle, and when the vehicle is detected to be on the inclined slope by the sensor, if a parking signal is received, the parking signal may be responded to, so as to prevent a rolling situation when the vehicle is parked on the inclined slope. When the sensor is used for detecting that the vehicle is not positioned on a slope, if a parking signal is received, the parking signal can be responded, so that the parking process of the vehicle on a plane is more stable; and after the vehicle responds to the parking signal, the vehicle is controlled to park by only using the motor control algorithm, so that resources consumed in the parking process are reduced.
And step S104, controlling the rotating speed of the motor to be reduced to a second rotating speed based on the first rotating speed and the first control mode.
In an alternative embodiment, it may be determined whether the first rotation speed of the motor satisfies a condition for using the first control mode, and the rotation speed of the motor may be controlled to be reduced to the second rotation speed based on the first control mode under the condition that the first rotation speed satisfies the condition for using the first control mode.
Specifically, the first control mode may be a short-circuit braking mode, where the short-circuit braking mode refers to that the upper bridge arm (or the lower bridge arm) of the driving MOS transistor of the motor is completely turned on and the lower bridge arm (or the upper bridge arm) is in a cut-off state when the vehicle is parked, so that all three-phase stator windings of the motor are in a short circuit, and at this time, the motor in a power generation state is equivalent to a power supply that is short-circuited, so that the resistance ratio of the windings is small, a large short-circuit current can be generated, the kinetic energy of the motor can be rapidly released, and thus the motor instantly generates a very large braking torque, and the rotation speed of the motor can be rapidly reduced.
It should be noted that, as the rotation speed of the motor is higher, the current generated during the short circuit is larger, and therefore the generated braking torque is larger, but it must be considered that the bearing capacity of the MOS transistor cannot be exceeded, and therefore, the short circuit braking is generally used after the speed of the motor is reduced to a certain degree.
In another alternative embodiment, the rotation speed of the motor may be controlled to be reduced to the second rotation speed by using a FOC (Field-Oriented Control) driver.
In yet another alternative embodiment, the rotation speed of the motor may be periodically obtained during the control of the reduction of the rotation speed of the motor using the first control mode, and it is detected whether the rotation speed reaches the second rotation speed, and in case of reaching the second rotation speed, the control of the motor using the first control mode may be stopped.
And step S106, controlling a coil of the motor to generate a first magnetic field by using the second control mode so as to stop the motor from rotating.
And in the control process of the first control mode and the second control mode, the connection states of the three phase lines of the motor are different.
The first magnetic field in the above steps is a magnetic field in a fixed direction, and the magnetic field is not changed, when the vehicle is parked on a slope, the motor can be fixed by the magnetic field force, and the situation that the vehicle slides due to the fact that the motor is driven to rotate by the gravity of the vehicle is avoided.
In an alternative embodiment, the second Control mode may be a mode in which the motor is controlled using a FOC (Field-Oriented Control) drive.
When the rotation speed of the motor reaches the second rotation speed, a voltage value can be determined according to the current required torque of the motor, the current required by the coil to generate the first magnetic field is determined based on the voltage value, and the current is input into the coil to generate the first magnetic field, so that the motor stops rotating.
Through the steps, under the condition that the vehicle outputs a parking signal, the current rotating speed of the motor of the vehicle can be obtained, then based on the first rotating speed and the first control mode, the rotating speed of the motor is controlled to be reduced to a lower rotating speed, namely, the second rotating speed, so that the rotating speed of the motor can meet the use condition of the second control mode, under the condition that the rotating speed of the motor reaches the second rotating speed, the coil of the motor can be controlled to generate a first magnetic field by using the second control mode, the motor stops rotating, the situation that the vehicle slips when the vehicle is parked is avoided is controlled, in addition, under the condition that no mechanical device is used for auxiliary control, the situation that the vehicle slips can be prevented by controlling the motor only by using different control modes, and the cost for parking the vehicle is reduced; when reducing the rotational speed of motor to the second rotational speed in this application, the coil through second control mode control motor produces the magnetic field, makes the motor remain motionless, has solved and has used the electron brake parking to appear the technical problem of swift current car in the correlation technique after.
Optionally, controlling the motor to stop rotating using a second control mode includes: acquiring the current weight of the vehicle and the tire radius of the vehicle; determining a target torque according to the current weight and the radius of the tire; and controlling the motor to generate a first magnetic field by utilizing a first control algorithm based on the target torque and a preset angle, wherein the preset angle is the preset angle of a rotor in the motor.
The current weight of the vehicle in the above step may be the sum of the weight of the vehicle itself and the weight of the load on the vehicle, or may be only the weight of the vehicle itself, and the tire radius of the vehicle in the above step may be acquired from the memory.
In the case where the vehicle is located at a level surface, the target torque may be determined according to the following formula:
TLmgr, wherein, TLM is the current weight of the vehicle, g is the gravitational acceleration,r is the tire radius of the vehicle.
The preset angle in the above steps may be any one of 0 to 360 degrees, and the preset angle may be an optimal preset angle in an actual parking scene, which is obtained through experiments by research personnel.
In an alternative embodiment, the predetermined angle is an electrical angle and may be a fixed value, and the first control algorithm may be an FOC control algorithm, where the fixed electrical angle value is input into the FOC control algorithm to generate a fixed magnetic field, so that the rotor in the motor is fixed by the magnetic field, thereby achieving the effect of fixing the motor.
A safety factor should be used if the brake is only required to keep the vehicle's motor from turning during actual parking. In this case, a double safety factor may be used to allow for the external environmental conditions, i.e., the target torque may be twice the calculated value of the above formula to avoid vehicle rolling due to external forces in the environment. For example, when the vehicle just keeps the non-rolling state, if a great wind force acts on the vehicle at this time, the vehicle may roll, and therefore, the rolling of the vehicle due to the wind force can be prevented by setting the target torque to two times.
Optionally, obtaining the current weight of the vehicle and the tire radius of the vehicle, and the gradient of the slope; determining a target torque according to the current weight, the gradient of the slope and the radius of the tire; and controlling the motor to generate a first magnetic field by utilizing a first control algorithm based on the target torque and a preset angle, wherein the preset angle is the preset angle of a rotor in the motor.
The gradient of the slope in the above step may be a preset gradient, or may be a gradient of a slope on which the vehicle is currently located, as measured by a sensor in the vehicle.
In an alternative embodiment, after the vehicle runs for a period of time, the gradient of all the gradients experienced by the vehicle can be obtained, the maximum gradient of the gradients can be determined, and the target torque can be determined by using the maximum gradient, so that the vehicle can be prevented from rolling under the condition of the maximum gradient; the average of all slopes can also be determined to ensure that vehicle roll-off is prevented on most slopes while conserving energy.
In the case where the vehicle is on a slope, the target torque may be determined according to the following formula:
TLmgrsin θ, wherein TLFor the target torque, m is the current weight of the vehicle, g is the gravitational acceleration, r is the tire radius of the vehicle, and θ is the angle between the plane of the vehicle and the horizontal plane. It should be noted that the included angle between the plane of the vehicle and the horizontal plane is used to represent the gradient of the plane of the vehicle.
Optionally, controlling the motor to generate a first magnetic field using a first control algorithm based on the target torque and a preset angle, comprising: determining a first voltage based on the target torque; and controlling the motor to generate a first magnetic field by using a first control algorithm based on the first voltage and the preset angle.
The current may be determined according to the following equation:
TL＝3/2np[ψ·is+(Ld-Lq)·is·is]，
wherein, TLIs a target torque, npIs series, psi is flux linkage, isIs a current value, LdAnd LqIs the value of the inductance in the motor.
Inputting the calculated current into an FOC controller, calculating by using a PI ring in an FOC control algorithm to obtain first voltage Vq and Vd of voltage values, carrying out inverse park (park) change on the Vq and Vd to obtain V alpha and V beta, then obtaining Va, Vb and Vc through an SVPWM algorithm, and finally generating a magnetic field in a fixed direction as motor input to keep a rotor of the motor motionless so as to enable the vehicle to achieve the effect of parking and not sliding.
Optionally, controlling the rotational speed of the motor to decrease to a second rotational speed based on the first rotational speed and the first control mode comprises: judging whether the first rotating speed is less than a preset rotating speed or not; controlling the rotation speed of the motor to be reduced to a second rotation speed based on a first control mode under the condition that the first rotation speed is less than a preset rotation speed; and under the condition that the first rotating speed is greater than or equal to the preset rotating speed, controlling the rotating speed of the motor to be reduced to the preset rotating speed based on the third control mode, and controlling the rotating speed of the motor to be reduced to the second rotating speed based on the first control mode.
The preset rotation speed in the above steps may be a rotation speed value that allows the first control mode to achieve the best effect.
The third control mode in the above steps may be to control the motor according to the real-time angle value of the motor rotor by using an FOC controller, specifically, to determine the magnetic field corresponding to the angle value according to the angle value of the motor, so as to decelerate the motor according to the magnetic field, where it is to be noted that the size of the generated magnetic field changes in real time according to the angle value of the motor rotor.
In an alternative embodiment, it may be determined whether the first rotation speed is less than a preset rotation speed, and when the first rotation speed is less than the preset rotation speed, it is described that the best control effect may be achieved by using the first control mode under the current situation; when the first rotation speed is greater than or equal to the preset rotation speed, the rotation speed of the motor can be controlled to be reduced to the preset rotation speed based on the third control mode, so that the first control mode can achieve the best control effect.
The preset rotation speed in the above steps may also be a maximum rotation speed that can be controlled in the first control mode under the condition of ensuring safety.
In an alternative embodiment, it may be determined whether the first rotation speed is less than a preset rotation speed, and in the case that the first rotation speed is less than the preset rotation speed, it is safe to use the first control mode in the current situation, and the motor may be rapidly decelerated using the first control mode; when the first rotating speed is greater than or equal to the preset rotating speed, the situation that the first control mode is unsafe possibly occurs under the current situation is explained, at this time, the rotating speed of the motor is controlled to reach the safe rotating speed through the third control mode, and then the motor is controlled by the first control mode, so that the speed reduction of the motor is completed on the premise that the operation safety of the motor is ensured.
Alternatively, controlling the rotation speed of the motor to be reduced to the second rotation speed based on the first control mode includes: controlling the connection state of three phase lines in the motor to be a first connection state, wherein the first connection state is used for representing short circuit between the three phase lines; generating a second magnetic field based on the first connection state; and controlling the rotating speed of the motor to be reduced to a second rotating speed based on the second magnetic field.
The second magnetic field in the above step may be a rotating magnetic field, and the rotating magnetic field may be a counter-rotating magnetic field for blocking the motor from rotating.
In an alternative embodiment, when the three phase lines in the stator of the motor are short-circuited, which means that the motor is short-circuited, the windings between the three phase lines are small, so that a short-circuit can be generated instantaneously, so that the kinetic energy of the motor can be released quickly, and the motor generates a rotating magnetic field instantaneously, thereby generating an extremely large braking torque and reducing the rotating speed of the motor quickly. Specifically, the upper bridge arm of the driving MOS transistor in the motor can be completely switched on to realize the short-circuit effect, and the lower bridge arm of the driving MOS transistor in the motor can be completely switched on to realize the short-circuit effect.
Optionally, controlling the rotation speed of the motor to be reduced to a preset rotation speed based on the third control mode includes: acquiring a current angle of a rotor in the motor; controlling the motor to generate a third magnetic field by using a third control algorithm based on the current angle and the preset voltage; and controlling the rotating speed of the motor to be reduced to a preset rotating speed based on the third magnetic field.
The current angle of the motor rotor in the above steps can be measured in real time by an angle sensor. The preset voltage in the above step may be any preset fixed voltage; the voltage can also be the optimal fixed voltage measured by research personnel in a practical scene.
In an alternative embodiment, the real-time angle of the rotor of the motor and the preset fixed voltage may be input into the FOC controller, so as to generate a real-time changing magnetic field by the FOC controller, and the rotating speed of the motor is controlled to be reduced to the preset rotating speed according to the real-time changing magnetic field, so as to continue to further reduce the preset rotating speed by the first control algorithm.
It should be noted that the FOC controller adopted in the third control mode adjusts the generated magnetic field in real time according to the angle of the motor rotor through a PID controller (proportional-integral-derivative controller), so that the motor can safely perform deceleration.
Optionally, after controlling the rotation speed of the motor to decrease to the second rotation speed based on the first rotation speed and the first control mode, the method further comprises: controlling the connection state of three phase lines in the motor to be a second connection state, wherein the second connection state is used for representing that short circuit is not carried out between the three phase lines; based on the second connection state, the coil of the motor is controlled to generate the first magnetic field using the second control mode.
In an alternative embodiment, when the rotation speed of the motor is reduced to the second rotation speed after the three-phase line in the first control mode is short-circuited, the three-phase line can be restored to the previous state so as to control the motor to stop rotating by using the second control mode.
Specifically, the upper bridge arm (or the lower bridge arm) of the MOS transistor can be closed to recover the state when the short circuit is not generated.
A preferred embodiment of the present invention will be described in detail with reference to fig. 2 and 3. As shown in fig. 2, the method may include the steps of:
step S201, when the unmanned vehicle receives a braking command on a steep slope (slope), the motor is decelerated by a motor control algorithm;
step S202, carrying out short circuit between three phase lines of the motor to enable the motor to be decelerated to the zero speed or so;
step S203, based on the FOC (Field Oriented Control) Control algorithm, controlling the stator coil of the motor to generate a magnetic Field vector in a fixed direction.
In the steps, the motor can be kept still by generating a magnetic field vector in a fixed direction, so that the effect that the unmanned vehicle can park on a steep slope without sliding is achieved.
Specifically, as shown in fig. 3, a schematic diagram of the FOC control is shown, which includes the following contents: coordinate change modules including Clark (Clark) changes, park (park) changes; an SVPWM (Space Vector Pulse Width Modulation) module; the feedback quantity acquisition module comprises phase current acquisition and encoder signal acquisition; and the closed-loop control part comprises a position loop, a speed loop and a current loop. Wherein, 1 represents a coordinate change module, 2 represents an SVPWM module, 3 represents a feedback quantity acquisition module, and 4 represents a closed-loop control part.
Control of FOC can be achieved by two methods:
the method comprises the following steps: the values of Vd and Vq in the inverse park change are determined according to the target torque of the vehicle, and specifically, the magnitude of is calculated by the following formula:
TL＝3/2np[ψ·is+(Ld-Lq)·is·is]，
wherein, TLIs a target torque, npIn order of magnitude, psi is the magnetic flux, isIs a current value, LdAnd LqIs the value of the inductance in the motor.
Then, values of Vd and Vq are determined according to the magnitude of is, the switching of the mos tube is controlled through inverse park change and an svpwm algorithm according to a preset invariable theta angle (0< theta <360 ℃) and the determined Vd and Vq, a magnetic field vector in a fixed direction is generated by a stator coil, and therefore the motor rotor is fixed, and the trolley is enabled to produce a parking effect.
The second method comprises the following steps: the method has the advantages that values of Vd and Vq are not required to be calculated, a value of V alpha and a value of V beta are directly determined, the switch of a mos tube is controlled through an svpwm algorithm, a stator coil generates a magnetic field vector in a fixed direction, a motor rotor is fixed, and accordingly the trolley is parked.
Through the steps, the effect that the trolley can be parked on the steep slope without sliding can be better achieved.
Example 2
According to an embodiment of the present invention, there is also provided a parking device for a vehicle, where the device may perform the parking method for the vehicle in the foregoing embodiment, and a specific implementation manner and a preferred application scenario are the same as those in the foregoing embodiment, and are not described herein again.
Fig. 4 is a schematic view of a parking apparatus of a vehicle according to an embodiment of the present invention, as shown in fig. 4, the apparatus including:
the obtaining module 42 is configured to obtain a first rotation speed of a motor in response to a parking signal output by the vehicle, wherein the motor is configured to provide power for the vehicle;
a first control module 44 for controlling the rotational speed of the motor to decrease to a second rotational speed based on the first rotational speed and the first control mode;
and a second control module 46, configured to control the coil of the motor to generate a first magnetic field to stop the motor from rotating in a second control mode, where connection states between three phase lines of the process motor in the first control mode and the process motor in the second control mode are different.
Optionally, the second control module comprises: an acquisition unit for acquiring a current weight of the vehicle and a tire radius of the vehicle; a determination unit for determining a target torque according to a current weight and a tire radius of a vehicle; and the first control unit is used for controlling the motor to generate a first magnetic field by utilizing a first control algorithm based on the target torque and a preset angle, wherein the preset angle is the preset angle of a rotor in the motor.
Optionally, the first control unit comprises: a determination subunit configured to determine a first voltage based on the target torque; and the first control subunit is used for controlling the motor to generate a first magnetic field by utilizing a first control algorithm based on the first voltage and the preset angle.
Optionally, the first control module comprises: the judging unit is used for judging whether the first rotating speed is smaller than a preset rotating speed or not; the second control unit is used for controlling the rotating speed of the motor to be reduced to a second rotating speed based on the first control mode under the condition that the first rotating speed is smaller than the preset rotating speed; the second control unit is further used for controlling the rotating speed of the motor to be reduced to the preset rotating speed based on the third control mode and controlling the rotating speed of the motor to be reduced to the second rotating speed based on the first control mode under the condition that the first rotating speed is larger than or equal to the preset rotating speed.
Optionally, the second control unit comprises: the second control subunit is used for controlling the connection state of three phase lines in the motor to be a first connection state, wherein the first connection state is used for representing short circuit among the three phase lines; a generating unit configured to generate a second magnetic field based on the first connection state; the second control subunit is also used for controlling the rotating speed of the motor to be reduced to a second rotating speed based on the second magnetic field.
Optionally, the second control unit comprises: the acquisition subunit is used for acquiring the current angle of the rotor in the motor; the second control subunit is also used for controlling the motor to generate a third magnetic field by utilizing a third control algorithm based on the current angle and the preset voltage; the second control subunit is also used for controlling the rotating speed of the motor to be reduced to the preset rotating speed based on the third magnetic field.
Optionally, after the first control mode and before the second control mode, the apparatus further comprises: the third control module is used for controlling the connection state of three phase lines in the motor to be a second connection state, wherein the second connection state is used for representing that short circuit is not performed among the three phase lines; the second control module is further configured to control a coil of the motor to generate a first magnetic field using a second control mode based on the second connection state.
Optionally, the vehicle may be located on an incline in embodiments of the present invention.
Optionally, the obtaining unit in the second control module is further used for obtaining the current weight of the vehicle, the tire radius of the vehicle and the gradient of the slope; the determination unit is further used for determining a target torque according to the current weight, the gradient of the slope and the radius of the tire; the first control unit is further used for controlling the motor to generate a first magnetic field by using a first control algorithm based on the target torque and a preset angle, wherein the preset angle is a preset angle of a rotor in the motor.
Example 3
According to an embodiment of the present invention, a parking system of a vehicle is further provided, where the system may perform the parking method of the vehicle in the foregoing embodiment, and a specific implementation manner and a preferred application scenario are the same as those in the foregoing embodiment, and are not described herein again.
Fig. 5 is a schematic view of a parking system of a vehicle according to an embodiment of the present invention, as shown in fig. 5, including:
receiving means 52 for receiving a parking signal;
a motor 54 for powering the vehicle;
and the controller 56 is configured to acquire a first rotation speed of the motor, control the rotation speed of the motor to decrease to a second rotation speed based on the first rotation speed and a first control mode, and control a coil of the motor to generate a first magnetic field by using the second control mode so as to stop the motor from rotating, where connection states between three phase lines of the motor are different in control processes of the first control mode and the second control mode.
Example 4
According to an embodiment of the present invention, there is also provided a computer-readable storage medium including a stored program, wherein the apparatus in which the computer-readable storage medium is located is controlled to perform the parking method of the vehicle in the above-described embodiment 1 when the program is executed.
Example 5
According to an embodiment of the present invention, there is also provided a processor for executing a program, wherein the program executes the parking method of the vehicle in the above embodiment 1.
The above-mentioned serial numbers of the embodiments of the present invention are merely for description and do not represent the merits of the embodiments.
In the above embodiments of the present invention, the descriptions of the respective embodiments have respective emphasis, and for parts that are not described in detail in a certain embodiment, reference may be made to related descriptions of other embodiments.
In the embodiments provided in the present application, it should be understood that the disclosed technology can be implemented in other ways. The above-described embodiments of the apparatus are merely illustrative, and for example, the division of the units may be a logical division, and in actual implementation, there may be another division, for example, multiple units or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed coupling or direct coupling or communication connection between each other may be an indirect coupling or communication connection through some interfaces, units or modules, and may be electrical or in other forms.
The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one position, or may be distributed on a plurality of units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.
In addition, functional units in the embodiments of the present invention may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit. The integrated unit can be realized in a form of hardware, and can also be realized in a form of a software functional unit.
The integrated unit, if implemented in the form of a software functional unit and sold or used as a stand-alone product, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a removable hard disk, a magnetic or optical disk, and other various media capable of storing program codes.
The foregoing is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, various modifications and decorations can be made without departing from the principle of the present invention, and these modifications and decorations should also be regarded as the protection scope of the present invention.
Claims (10)
1. A method of parking a vehicle, comprising:
acquiring a first rotating speed of a motor in response to a parking signal output by a vehicle, wherein the motor is used for providing power for the vehicle;
controlling the rotating speed of the motor to be reduced to a second rotating speed based on the first rotating speed and a first control mode;
controlling a coil of the motor to generate a first magnetic field by using a second control mode so as to stop the motor from rotating;
the connection states of the three phase lines of the motor are different in the control process of the first control mode and the second control mode;
wherein controlling the rotational speed of the motor to decrease to a second rotational speed based on the first rotational speed and a first control mode comprises:
judging whether the first rotating speed is smaller than a preset rotating speed, wherein the preset rotating speed is a rotating speed value of the first control mode reaching a target effect;
under the condition that the first rotating speed is smaller than the preset rotating speed, controlling the rotating speed of the motor to be reduced to the second rotating speed based on the first control mode;
when the first rotating speed is greater than or equal to the preset rotating speed, controlling the rotating speed of the motor to be reduced to the preset rotating speed based on a third control mode, and controlling the rotating speed of the motor to be reduced to the second rotating speed based on the first control mode;
controlling the rotation speed of the motor to be reduced to the preset rotation speed based on a third control mode, including:
acquiring a current angle of a rotor in the motor;
controlling the motor to generate a third magnetic field by using a third control algorithm based on the current angle and a preset voltage;
controlling the rotating speed of the motor to be reduced to the preset rotating speed based on the third magnetic field;
controlling the rotational speed of the motor to be reduced to the second rotational speed based on the first control mode includes: controlling the connection state of three phase lines in the motor to be a first connection state, wherein the first connection state is used for representing short circuit between the three phase lines; generating a second magnetic field based on the first connection state; controlling the rotation speed of the motor to be reduced to the second rotation speed based on the second magnetic field.
2. The method of claim 1, wherein controlling the motor to stop rotating using a second control mode comprises:
acquiring the current weight of the vehicle and the tire radius of the vehicle;
determining a target torque according to the current weight and the radius of the tire;
and controlling the motor to generate a first magnetic field by utilizing a first control algorithm based on the target torque and a preset angle, wherein the preset angle is a preset angle of a rotor in the motor.
3. The method of claim 2, wherein controlling the motor to generate a first magnetic field using the first control algorithm based on the target torque and the preset angle comprises:
determining a first voltage based on the target torque;
and controlling the motor to generate the first magnetic field by using the first control algorithm based on the first voltage and the preset angle.
4. The method according to any one of claims 1 to 3, characterized in that after controlling the rotational speed of the motor to decrease to a second rotational speed based on the first rotational speed and a first control mode, the method further comprises:
controlling the connection state of three phase lines in the motor to be a second connection state, wherein the second connection state is used for representing that short circuit is not performed between the three phase lines;
controlling a coil of the motor to generate the first magnetic field using the second control mode based on the second connection state.
5. The method of claim 1, wherein the vehicle is located on an incline.
6. The method of claim 5, wherein controlling the motor to stop rotating using a second control mode comprises:
acquiring the current weight of the vehicle, the radius of a tire of the vehicle and the gradient of the slope;
determining a target torque based on the current weight, a slope of the slope, and the tire radius;
and controlling the motor to generate a first magnetic field by utilizing a first control algorithm based on the target torque and a preset angle, wherein the preset angle is a preset angle of a rotor in the motor.
7. A parking device of a vehicle, characterized by comprising:
the device comprises an acquisition module, a control module and a control module, wherein the acquisition module is used for responding to a parking signal output by a vehicle and acquiring a first rotating speed of a motor, and the motor is used for providing power for the vehicle;
the first control module is used for controlling the rotating speed of the motor to be reduced to a second rotating speed based on the first rotating speed and a first control mode;
the second control module is used for controlling a coil of the motor to generate a first magnetic field by using a second control mode so as to stop the motor from rotating;
the connection states of the three phase lines of the motor are different in the control process of the first control mode and the second control mode;
wherein the first control module comprises:
the judging unit is used for judging whether the first rotating speed is smaller than a preset rotating speed, and the preset rotating speed is a rotating speed value of the first control mode reaching a target effect;
the second control unit is used for controlling the rotating speed of the motor to be reduced to the second rotating speed based on the first control mode under the condition that the first rotating speed is smaller than the preset rotating speed;
the second control unit is further used for controlling the rotating speed of the motor to be reduced to the preset rotating speed based on a third control mode and controlling the rotating speed of the motor to be reduced to the second rotating speed based on the first control mode under the condition that the first rotating speed is greater than or equal to the preset rotating speed;
the second control unit includes: the acquisition subunit is used for acquiring the current angle of the rotor in the motor; the second control subunit is used for controlling the motor to generate a third magnetic field by utilizing a third control algorithm based on the current angle and the preset voltage; the second control subunit is further configured to control the rotation speed of the motor to be reduced to the preset rotation speed based on the third magnetic field;
a first control module comprising a second control unit, the second control unit comprising: the second control subunit is used for controlling the connection state of three phase lines in the motor to be a first connection state, wherein the first connection state is used for representing short circuit among the three phase lines; a generation unit that generates a second magnetic field based on the first connection state; the second control word unit is further used for controlling the rotating speed of the motor to be reduced to the second rotating speed based on the second magnetic field.
8. A parking system of a vehicle, characterized by comprising:
receiving means for receiving a parking signal;
a motor for powering the vehicle;
the controller is used for acquiring a first rotating speed of the motor, controlling the rotating speed of the motor to be reduced to a second rotating speed based on the first rotating speed and a first control mode, and controlling a coil of the motor to generate a first magnetic field by using a second control mode so as to stop the motor from rotating, wherein the connection states between three phase lines of the motor are different in the control processes of the first control mode and the second control mode;
the controller is further configured to determine whether the first rotation speed is less than a preset rotation speed, where the preset rotation speed is a rotation speed value at which the first control mode achieves a target effect; controlling the rotation speed of the motor to be reduced to the second rotation speed based on the first control mode under the condition that the first rotation speed is smaller than the preset rotation speed; when the first rotating speed is greater than or equal to the preset rotating speed, controlling the rotating speed of the motor to be reduced to the preset rotating speed based on a third control mode, and controlling the rotating speed of the motor to be reduced to the second rotating speed based on the first control mode;
the controller is also used for acquiring the current angle of a rotor in the motor; controlling the motor to generate a third magnetic field by using a third control algorithm based on the current angle and a preset voltage; controlling the rotating speed of the motor to be reduced to the preset rotating speed based on the third magnetic field;
the controller is further configured to control a connection state of three phase lines in the motor to be a first connection state, where the first connection state is used to represent that the three phase lines are short-circuited; generating a second magnetic field based on the first connection state; controlling the rotation speed of the motor to be reduced to the second rotation speed based on the second magnetic field.
9. A computer-readable storage medium, characterized in that the computer-readable storage medium includes a stored program, wherein the apparatus on which the computer-readable storage medium is located is controlled to execute the parking method of the vehicle of any one of claims 1 to 6 when the program is executed.
10. A processor, characterized in that the processor is configured to run a program, wherein the program is run to perform a method of parking a vehicle according to any one of claims 1 to 6.
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