CN112706620A - Motor braking torque control method in energy recovery of new energy vehicle - Google Patents

Motor braking torque control method in energy recovery of new energy vehicle Download PDF

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CN112706620A
CN112706620A CN202011633231.8A CN202011633231A CN112706620A CN 112706620 A CN112706620 A CN 112706620A CN 202011633231 A CN202011633231 A CN 202011633231A CN 112706620 A CN112706620 A CN 112706620A
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motor
braking torque
torque
braking
link
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CN112706620B (en
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傅直全
宋小毅
张继生
姜丹娜
付德春
李占明
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Beijing Jinwan'an Automobile Electronic Technology Research & Development Co ltd
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Beijing Jinwan'an Automobile Electronic Technology Research & Development Co ltd
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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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/18—Controlling the braking effect
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention relates to the field of energy recovery of new energy vehicles, and discloses a motor braking torque control method in energy recovery of a new energy vehicle, which specifically comprises the following steps: in the first step, the regenerative brake controller obtains the expected motor braking torque T according to a regenerative brake braking force distribution strategydesAnd the actual braking torque T of the motormotor(ii) a The second step, calculating the difference e between the two torques as Tdes‑Tmotor(ii) a Thirdly, calibrating the parameter tpAt 0 to tpProportional closed-loop control is applied to the time period to obtain a control variable' Uk(ii) a A fourth step of adding an anti-shake link after the proportional link, and a fifth step of adding an anti-shake link after the proportional link at tp～tendThe time period adopts closed-loop control of PI link to eliminate steady-state error and obtain control variable Uk(ii) a And sixthly, adding an anti-shaking link in the proportional integral link. The scheme improves the control precision of the motor braking torqueMeanwhile, the system response time can be improved, and the energy-saving contribution degree can be improved. And simultaneously, the driving safety and the driving comfort are met.

Description

Motor braking torque control method in energy recovery of new energy vehicle
Technical Field
The invention relates to the field of energy recovery of new energy vehicles, in particular to a motor braking torque control method in energy recovery of a new energy vehicle.
Background
In order to improve the endurance mileage of an electric automobile and achieve the purpose of energy conservation, the general electric automobile is provided with a braking energy recovery system. In the braking process, the motor can work in a power generation state, so that braking torque can be generated on the driving shaft, the automobile is decelerated to achieve the braking effect, and meanwhile, partial braking energy of the automobile can be converted into electric energy and stored. The main work of regenerative braking is to reasonably distribute the braking torque of the front and rear wheels, and the braking torque of the motor needs to be utilized as much as possible, and meanwhile, the smoothness and the safety of the vehicle in the braking process need to be ensured. The traditional series type regenerative braking method does not consider the information of the motor braking torque and does not perform closed-loop control on the motor braking torque, so that the control precision of the motor braking torque is low, and the braking effect and the energy-saving contribution degree are influenced.
In the prior art, as described in patent CN104175891A, a closed-loop PI control is performed on the motor braking torque during the whole energy recovery process, so as to improve the control accuracy of the motor braking torque.
The traditional tandem type regenerative braking method does not consider the information of the motor braking torque, does not perform closed-loop control on the motor braking torque, has great potential safety hazard when the motor breaks down, and has air pressure compensation. And even if the motor does not break down, the control precision of the motor braking torque is not high, and the braking effect and the energy-saving contribution degree are also influenced.
For the problem of low control accuracy of the motor braking torque, a common method is as in the scheme of CN104175891A, that is, during the whole energy braking energy recovery process, PI (proportional integral) control is applied to control the motor braking torque. In the method, the deviation of the PI control link just entering is large due to bus delay and motor response delay, and at the moment, if integral control is carried out on the whole braking energy recovery process, the I link accumulates the deviation from 0 moment to the current moment, so that the control error is large in a period of time when control is just started, the time for the system to reach a balance point is long, and the driving feeling and the energy-saving contribution degree are also influenced. And before reaching the balance point, the system can adjust the motor braking torque command continuously at times, so that the vehicle shakes due to the fact that the motor continuously adds or subtracts negative torque. Furthermore, the prior art does not consider the case of motor failure or the special case where the MCU does not respond to the negative torque command requested by the regenerative brake controller for other reasons when making a braking torque control scheme. Safety situations present a certain risk.
Disclosure of Invention
The invention provides a motor braking torque control method in energy recovery of a new energy vehicle, aiming at the problems of low motor braking torque control precision and slow arrival control steady state caused by bus delay and motor response delay in series feedback braking and the problem of vehicle shaking in the motor braking torque control process. The method can improve the control precision and quickly enter a stable state when the system just enters the regenerative braking, and can also prevent the vehicle from generating larger jitter in the motor braking torque control process, thereby ensuring the safety and the comfort.
In order to solve the technical problem, the invention is solved by the following technical scheme:
a motor braking torque control method in energy recovery of a new energy vehicle specifically comprises the following steps:
in the first step, the regenerative brake controller obtains the expected motor braking torque T according to a regenerative brake braking force distribution strategydesAnd the actual braking torque T of the motormotor；
The second step, calculating the difference e between the two torques as Tdes-Tmotor；
Thirdly, calibrating the parameter tpAt 0 to tpTime period application proportional closed-loop controlTo obtain a control variable' Uk；
Fourthly, adding an anti-shake link after the proportion link, and calibrating a parameter U1And U2，
When U is turned1≤|′Uk-′Uk-1|≤U2Then, the control variable 'U' of the last moment is outputk-1The motor controller is used for controlling the motor to generate negative torque,
when |' Uk-′Uk-1|＜U1Or |' Uk-′Uk-1|＞U2Outputting the control variable 'U' of the current timekThe motor controller is used for controlling the motor to generate negative torque;
the fifth step, at tp～tendThe time period adopts closed-loop control of PI link to eliminate steady-state error and obtain control variable Uk；
Sixthly, adding an anti-shake link in a proportional-integral link,
when U is turned1≤|Uk-Uk-1|≤U2Time, output the control variable U of the last momentk-1The motor controller is used for controlling the motor to generate negative torque,
when | Uk-Uk-1|＜U1Or | Uk-Uk-1|＞U2Outputting the control variable U at the current momentkThe motor controller is used for controlling the motor to generate negative torque.
Preferably, the motor braking torque TdesAnd the actual braking torque T of the motormotorThe acquisition method comprises the following steps:
obtaining the maximum regenerative braking torque T which can be generated by the current vehicleMotor_maxWhen T isMotor_max≤FrObtaining a desired motor braking torque Tdes＝TMotor_maxWhen T isMotor_max＞FrTime Tdes＝Fr，FrThe total braking force of the rear wheels; real-time torque T of motormotorObtained by a torque sensor.
Preferably, the vehicle front and rear axle braking forces are distributed as follows:
Figure BDA0002875513990000041
wherein z is the braking strength, FfFor total front wheel braking force, FrThe total braking force of the rear wheel, G is the total weight of the automobile, a is the distance from the mass center of the automobile to the front axle, b is the distance from the mass center of the automobile to the rear axle, and hgThe height of the mass center of the automobile and the rear axle as the driving axle.
Preferably, the maximum braking torque T corresponding to the rotation speed is obtained by looking up the table of the rotation speed and the torque of the motorMotor_max_1And a braking torque T corresponding to the maximum charging currentMotor_max_2Maximum regenerative braking torque T currently possible for the vehicleMotor_max＝min(TMotor_max_1，TMotor_max_2)；TMotor_max_1The maximum braking torque is compared with the maximum braking torque of a motor rotating speed and torque comparison table; t isMotor_max_2The braking torque corresponding to the maximum charging current of the motor.
Preferably, if the motor fails or the MCU does not execute the motor braking torque command, the mechanical braking torque is used to compensate for the desired motor braking torque, Tcom＝UkOr Tcom＝′Uk。
Preferably, the variable' U is controlledk＝kp(Tdes-Tmotor)，kpIs a calibrated proportionality coefficient.
Preferably, the variables are controlled
Figure BDA0002875513990000042
Wherein
Figure BDA0002875513990000043
kiProportional and integral coefficients, respectively.
Through the technical scheme, the invention has the following technical effects:
the motor braking torque control module in energy recovery adopts an optimized PI closed-loop control method and is added with an anti-shaking module and a fault mode module, and the method can improve the control precision of the motor braking torque and can also improve the system response time so as to improve the energy-saving contribution degree. And simultaneously, the driving safety and the driving comfort are met.
Drawings
Fig. 1 is a flow chart of motor braking torque control.
Fig. 2 is a diagram of a braking torque control result of the optimized PI link motor.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and examples.
Example 1
The invention provides a motor braking torque control method in energy recovery of a new energy vehicle, aiming at the problems of low motor braking torque control precision and slow arrival control steady state caused by bus delay and motor response delay in series feedback braking and the problem of vehicle shaking in the motor braking torque control process.
The invention optimizes the PI control module in the braking energy recovery system and carries out an anti-shaking processing module on the motor braking torque distributed by the original serial braking energy recovery system. The PI control module is characterized in that:
1) obtaining expected motor braking torque and actual motor braking torque;
2) calculating the difference value of the two torques;
3) calibrating a time parameter tpAt 0 to tpApplying proportional closed-loop control within the time parameter to obtain a current control variable;
4) filtering and anti-shaking processing is carried out on the control variable, and the control variable is output to a motor controller;
5) after the proportional control is finished, proportional integral control is adopted to obtain a current control variable;
6) filtering and anti-shaking processing is carried out on the control variable, and the control variable is output to a motor controller;
7) and when the motor fails or the MCU does not execute the motor braking torque, mechanical torque compensation is carried out.
The specific control method comprises the following steps:
in the first step, the regenerative brake controller obtains the expected motor braking torque T according to a regenerative brake braking force distribution strategydesAnd the actual braking torque T of the motormotor；
The second step, calculating the difference e between the two torques as Tdes-Tmotor；
Thirdly, calibrating the parameter tpAt 0 to tpProportional closed-loop control is applied to the time period to obtain a control variable' Uk；
Fourthly, adding an anti-shake link after the proportion link, and calibrating a parameter U1And U2，
When U is turned1≤|′Uk-′Uk-1|≤U2Then, the control variable 'U' of the last moment is outputk-1The motor controller is used for controlling the motor to generate negative torque,
when |' Uk-′Uk-1|＜U1Or |' Uk-′Uk-1|＞U2Outputting the control variable 'U' of the current timekThe motor controller is used for controlling the motor to generate negative torque;
the fifth step, at tp～tendThe time period adopts closed-loop control of PI link to eliminate steady-state error and obtain control variable Uk；
Sixthly, adding an anti-shake link in a proportional-integral link,
when U is turned1≤|Uk-Uk-1|≤U2Time, output the control variable U of the last momentk-1The motor controller is used for controlling the motor to generate negative torque,
when | Uk-Uk-1|＜U1Or | Uk-Uk-1|＞U2Outputting the control variable U at the current momentkThe motor controller is used for controlling the motor to generate negative torque.
Wherein, the scheme also adds a safety detection step, namely, if the motor is in failure or the MCU does not execute the motor braking torque command, the mechanical braking torque is used for compensatingDesired motor braking torque, Tcom＝UkOr Tcom＝′Uk。
In order to make the solution more complete and easy to implement, the following explains the above solution in detail:
in order to achieve the above purpose, the PI control is optimized, and the whole process is divided into two stages.
The first stage is as follows: a period of time of 0 to t just before entering regenerative brakingpOnly closed-loop control with a proportion link is used to enable the system to quickly reach the vicinity of a steady state to obtain a control variable' UkWherein t ispCan be obtained by calibration,' UkCan be obtained by the following calculation steps:
(1) the front and rear axle braking force is distributed as follows: ff+Fr＝G·z，
Figure BDA0002875513990000071
Wherein z is the braking strength, FfFor total front wheel braking force, FrThe total braking force of the rear wheel, G is the total weight of the automobile, a is the distance from the mass center of the automobile to the front axle, b is the distance from the mass center of the automobile to the rear axle, and hgThe height of the mass center of the automobile and the rear axle as the driving axle.
(2) And acquiring the real-time braking torque and the expected braking torque of the motor. In order to improve the energy recovery efficiency, under the working condition that the regenerative braking can be carried out, the regenerative braking torque is preferentially used for completing the expected torque of the driver, and when the motor cannot meet the expected braking torque of the driver, the mechanical braking torque is used for compensation. The regenerative braking torque is generated by the motor being dragged by the drive shaft, so that under specific conditions, the maximum regenerative braking torque that the motor can generate is influenced by the maximum charging current and the external characteristics of the motor. Obtaining the maximum braking torque T corresponding to the rotating speed according to the table look-up of the rotating speed and the torque of the motorMotor_max_1And a braking torque T corresponding to the maximum charging currentMotor_max_2So as to obtain the maximum possible regenerative braking torque T of the current vehicleMotor_max＝min(TMotor_max_1，TMotor_max_2). When T isMotor_max≤FrObtaining a desired motor braking torque Tdes＝TMotor_max，TMotor_max＞FrTime Tdes＝FrThe real-time torque T of the motor can be obtained through the torque sensormotor。
(3) And obtaining a proportional link control variable. Obtaining the control deviation e ═ T of the proportional closed-loop controldex-TmotorAnd a control variable' Uk＝kp(Tdes-Tmotor)。
And a second stage: at tp～tendThe time period adopts closed-loop control of PI link to eliminate steady-state error and obtain control variable UkRealizing the accurate control of the braking torque of the motor, tendTo control the end time. Control variable UkStep 1 and step 2 are the same as' UkObtaining the control deviation e ═ T of the proportional-integral closed-loop control in steps 1 and 2dex-TmotorAnd control variable
Figure BDA0002875513990000082
Wherein
Figure BDA0002875513990000081
kiProportional and integral coefficients, respectively.
However, before the system reaches a balance point, the system can sometimes continuously adjust the braking torque command of the motor, so that the vehicle shakes due to the fact that the motor continuously adds or subtracts negative torque in a certain range, and an anti-shake link needs to be added. In order to achieve the anti-shake purpose, the following judgment should be made after the I link or PI link: when U is turned1≤|Ud-Ud-1|≤U2Time, output the control variable U of the last momentd-1The motor controller is used for controlling the motor to generate negative torque; i Ud-Ud-1|＜U1Or | Ud-Ud-1|＞U2Outputting the control variable U at the current momentdThe motor controller is used for controlling the motor to generate negative torque. Wherein U isdFor the control variable, U, output by the current PI or P controllerd-1As a PI controller at the previous moment orA control variable, U, output by the P controller1，U2Are calibratable parameters.
Mechanical torque compensation T is added to account for motor failure and the fact that the MCU does not respond to the requested braking torque command from the regenerative braking controller under special conditionscomWhen the motor is unable to execute the braking torque, the mechanical braking torque is used to compensate the expected motor braking torque, Tcom＝UkOr Tcom＝′UkAnd dangerous conditions are prevented from occurring.

Claims (7)

1. A motor braking torque control method in energy recovery of a new energy vehicle is characterized by comprising the following steps: the method specifically comprises the following steps:
in the first step, the regenerative brake controller obtains the expected motor braking torque T according to a regenerative brake braking force distribution strategydesAnd the actual braking torque T of the motormotor；
The second step, calculating the difference e between the two torques as Tdes-Tmotor；
Thirdly, calibrating the parameter tpAt 0 to tpProportional closed-loop control is applied to the time period to obtain a control variable' Uk；
Fourthly, adding an anti-shake link after the proportion link, and calibrating a parameter U1And U2，
When U is turned1≤|′Uk-′Uk-1|≤U2Then, the control variable 'U' of the last moment is outputk-1The motor controller is used for controlling the motor to generate negative torque,
when |' Uk-′Uk-1|＜U1Or |' Uk-′Uk-1|＞U2Outputting the control variable 'U' of the current timekThe motor controller is used for controlling the motor to generate negative torque;
the fifth step, at tp～tendThe time period adopts closed-loop control of PI link to eliminate steady-state error and obtain control variable Uk；
Sixthly, adding an anti-shake link in a proportional-integral link,
when U is turned1≤|Uk-Uk-1|≤U2Time, output the control variable U of the last momentk-1The motor controller is used for controlling the motor to generate negative torque,
when | Uk-Uk-1|＜U1Or | Uk-Uk-1|＞U2Outputting the control variable U at the current momentkThe motor controller is used for controlling the motor to generate negative torque.
2. The method for controlling braking torque of the motor in energy recovery of the new energy vehicle according to claim 1, characterized in that: braking torque T of motordesAnd the actual braking torque T of the motormotorThe acquisition method comprises the following steps:
obtaining the maximum regenerative braking torque T which can be generated by the current vehicleMotor_maxWhen T isMotor_max≤FrObtaining a desired motor braking torque Tdes＝TMotor_maxWhen T isMotor_max＞FrTime Tdes＝Fr，FrThe total braking force of the rear wheels; real-time torque T of motormotorObtained by a torque sensor.
3. The method for controlling the braking torque of the motor in energy recovery of the new energy vehicle according to claim 2, characterized in that: the front and rear axle braking forces of the vehicle are distributed as follows:
Figure FDA0002875513980000021
wherein z is the braking strength, FfFor total front wheel braking force, FrThe total braking force of the rear wheel, G is the total weight of the automobile, a is the distance from the mass center of the automobile to the front axle, b is the distance from the mass center of the automobile to the rear axle, and hgThe height of the mass center of the automobile and the rear axle as the driving axle.
4. The new energy vehicle of claim 2The motor braking torque control method in energy recovery is characterized in that: the maximum braking torque T corresponding to the rotating speed is obtained by looking up the table of the rotating speed and the torque of the motorMotor_max_1And a braking torque T corresponding to the maximum charging currentMotor_max_2Maximum regenerative braking torque T currently possible for the vehicleMotor_max＝min(TMotor_max_1，TMotor_max_2)；TMotor_max_1The maximum braking torque is compared with the maximum braking torque of a motor rotating speed and torque comparison table; t isMotor_max_2The braking torque corresponding to the maximum charging current of the motor.
5. The method for controlling braking torque of the motor in energy recovery of the new energy vehicle according to claim 1, characterized in that: if the motor fails or the MCU does not execute the motor braking torque command, the mechanical braking torque is used for compensating the expected motor braking torque, namely Tcom＝UkOr Tcom＝′Uk。
6. The method for controlling braking torque of the motor in energy recovery of the new energy vehicle according to claim 1, characterized in that: control variable' Uk＝kp(Tdes-Tmotor)，kpIs a calibrated proportionality coefficient.
7. The method for controlling braking torque of the motor in energy recovery of the new energy vehicle according to claim 1, characterized in that: controlled variable
Figure FDA0002875513980000031
Figure FDA0002875513980000032
Wherein
Figure FDA0002875513980000033
kiProportional and integral coefficients, respectively.
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Cited By (1)

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CN114326844A (en) * 2021-12-31 2022-04-12 菲仕绿能科技(宁波)有限公司 Control method for hydraulic working system of pure electric loader

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CN109484207A (en) * 2018-11-30 2019-03-19 北京新能源汽车股份有限公司 Braking torque control method and device of driving motor and automobile
CN110239360A (en) * 2018-03-07 2019-09-17 福特全球技术公司 Wheel torque control system and method
CN111038269A (en) * 2019-12-13 2020-04-21 一汽解放汽车有限公司 New energy braking energy recovery control system and method
US10723229B1 (en) * 2019-03-15 2020-07-28 Ford Global Technologies, Llc Regenerative braking control system

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Publication number Priority date Publication date Assignee Title
CN104175891A (en) * 2014-08-07 2014-12-03 吉林大学 Pure electric vehicle energy recovery and regeneration brake control method
CN108528268A (en) * 2017-03-06 2018-09-14 重庆邮电大学 A kind of torque adjusting method of electric vehicle self-adaption cruise system
CN107487227A (en) * 2017-05-17 2017-12-19 宝沃汽车（中国）有限公司 Vehicular electric machine control method, device and vehicle
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Publication number Priority date Publication date Assignee Title
CN114326844A (en) * 2021-12-31 2022-04-12 菲仕绿能科技(宁波)有限公司 Control method for hydraulic working system of pure electric loader
CN114326844B (en) * 2021-12-31 2024-03-15 菲仕绿能科技(宁波)有限公司 Control method for hydraulic working system of pure electric loader

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