CN113511211B - Torsional vibration control method based on electric driving system of electric vehicle - Google Patents
Torsional vibration control method based on electric driving system of electric vehicle Download PDFInfo
- Publication number
- CN113511211B CN113511211B CN202110604573.5A CN202110604573A CN113511211B CN 113511211 B CN113511211 B CN 113511211B CN 202110604573 A CN202110604573 A CN 202110604573A CN 113511211 B CN113511211 B CN 113511211B
- Authority
- CN
- China
- Prior art keywords
- motor
- actual
- torque
- rotating speed
- vehicle
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/20—Reducing vibrations in the driveline
-
- 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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/08—Electric propulsion units
- B60W2510/081—Speed
-
- 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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/08—Electric propulsion units
- B60W2510/083—Torque
-
- 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
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/15—Road slope
-
- 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
Abstract
The invention discloses a torsional vibration control method based on an electric automobile electric driving system, which obtains torsional vibration compensation torque by multiplying the difference value between the model rotating speed and the actual rotating speed of a motor by a torsional vibration compensation coefficient, and further corrects the target torque of the motor. The motor model rotating speed is the theoretical rotating speed of the motor without torsional vibration influence, the actual rotating speed of the motor is compared with the rotating speed of the motor model, and then the actual rotating speed of the motor is used as a correction basis to be close to the rotating speed of the motor model as far as possible, the correction basis is accurate, the torque correction is timely, and the driving smoothness of the whole vehicle can be improved.
Description
Technical Field
The invention belongs to the field of electric vehicle control, and particularly relates to a torsional vibration control method based on an electric drive system of an electric vehicle.
Background
The electric driving system of the electric automobile can be simplified into a single-mass spring system when the automobile runs dynamically. When the running condition of the vehicle is changed violently, the rotating speed oscillation impact can be caused, the vehicle shakes forwards and backwards, and torsional vibration is generated. Torsional vibration control is the reduction or attenuation of such oscillations by torque intervention to the point where they are imperceptible to, or within acceptable limits for, the driver.
CN106740272A discloses a pure electric vehicle and a method and a device for controlling low-speed shaking of the pure electric vehicle, wherein whether the pure electric vehicle shakes at a low speed is judged according to the rotating speed of a motor output shaft; when the pure electric vehicle shakes at a low speed, the rotating speed of the output shaft of the motor is controlled to be maintained within a preset range, and therefore the low-speed shaking of the pure electric vehicle is better inhibited; the method specifically comprises the following steps: and determining the output torque change amount corresponding to the absolute value of the difference between the currently acquired rotating speed of the motor output shaft and the upper limit value or the lower limit value of the preset range according to the prestored corresponding relation between the rotating speed change amount of the motor output shaft and the output torque change amount of the motor, and reducing or increasing the output torque of the motor by the output torque change amount so as to effectively adjust the rotating speed of the motor output shaft within the preset range. The method is characterized in that torque correction is carried out when the pure electric vehicle shakes at a low speed, so that the rotating speed of the output shaft of the motor is maintained in a preset range, delay exists in torque correction, and the rotating speed of the output shaft of the motor is maintained in the preset range, so that a driver still can feel the harshness.
Disclosure of Invention
The invention aims to provide a torsional vibration control method based on an electric driving system of an electric vehicle, so that torsional vibration is effectively controlled, and the driving smoothness of the whole vehicle is improved.
The invention discloses a torsional vibration control method based on an electric driving system of an electric vehicle, which comprises the following steps:
read motor model rotational speed MotSpdMod of moment t (t) Actual rotation speed MotSpd of motor (t) Actual torque M of motor (t) Pressure P of brake master cylinder (t) And the slope of the road on which the vehicle is located (t) ；
According to said slope (t) And the actual rotational speed MotSpd of the motor (t) Determining the running resistance at t moment and converting the running resistance into the running resistance moment WR at the motor end (t) ；
According to the pressure P of the brake master cylinder (t) And the actual rotational speed MotSpd of the motor (t) Determining the brake master cylinder pressure at the time t and converting the brake master cylinder pressure into the brake torque WB at the motor end (t) ；
Using the integral formula of the rotation speed: MotSpdMod (t+dt) ＝MotSpdMod (t) +(M (t) -WR (t) -WB (t) ) XKf x dt, calculating the motor model rotating speed MotSpdMod at the moment of t + dt (t+dt) And storing; kf is a preset power assembly characteristic correction coefficient, the vehicle is static at the initial moment, the initial value of the motor model rotating speed is equal to zero, the initial value of the motor actual torque is equal to zero, and the sum of the initial value of the driving resistance torque converted to the motor end by the driving resistance and the initial value of the braking torque converted to the motor end by the pressure of the brake master cylinder is equal to zero;
obtaining the actual rotating speed MotSpd of the motor at the moment of t + dt (t+dt) Actual torque M of the motor (t+dt) Pressure P of brake master cylinder (t+dt) And the slope of the road on which the vehicle is located (t+dt) And storing;
according to the actual rotating speed MotSpd of the motor (t+dt) Actual torque M of motor (t+dt) Inquiring a rotating speed-torque-torsional vibration resistance compensation coefficient table to obtain a corresponding torsional vibration resistance compensation coefficient k (t+dt) (ii) a The rotating speed-torque-torsional vibration compensation coefficient table is a pre-stored corresponding relation table of the actual rotating speed of the motor, the actual torque of the motor and the torsional vibration compensation coefficient;
utilizing a torsional vibration compensation torque formula: TC (tungsten carbide) (t+dt) ＝k (t+dt) ×(MotSpdMod (t+dt) -MotSpd (t+dt) ) And calculating to obtain the torsional vibration compensation torque TC at the moment of t + dt (t+dt) ；
Compensating torque TC for torsional vibration at the moment of t + dt (t+dt) And superposing the target torque with the original target torque of the motor to obtain the corrected target torque of the motor at the moment of t + dt.
Preferably, according to said slope (t) And the actual rotational speed MotSpd of the motor (t) Determining the driving resistance at time t and converting into the driving resistance moment WR at the motor end (t) The specific mode is as follows:
according to said slope (t) Inquiring a gradient-fitting parameter table to obtain a specific numerical value of the corresponding fitting parameter A, B, C;wherein, the gradient-fitting parameter table is a pre-stored corresponding relation table of the gradient of the road where the vehicle is located and the fitting parameter A, B, C;
the corresponding specific value of the fitting parameter A, B, C and the actual rotating speed MotSpd of the motor (t) Substituting into a driving resistance moment calculation formula: WR (pulse Width modulation) (t) ＝A×MotSpd (t) 2 +B×MotSpd (t) + C, calculating the running resistance at t moment and converting the running resistance into the running resistance moment WR at the motor end (t) 。
Preferably, the master cylinder pressure P is based on (t) And the actual rotational speed MotSpd of the motor (t) Determining the brake master cylinder pressure at the time t and converting the pressure into the brake torque WB at the motor end (t) The specific mode is as follows:
if the actual rotating speed of the motor is MoySpd (t) Is less than or equal to the preset rotation speed threshold Mthre, the vehicle is stationary, and WB is enabled (t) ＝-WR (t) ；
If the actual rotating speed of the motor MotSpd (t) If the absolute value of (b) is greater than the preset rotation speed threshold value Mthre, it indicates that the vehicle is moving, and WB is made (t) ＝sign×K b ×P (t) ；
Wherein, when MotSpd (t) When > 0, sign is 1, when MotSpd (t) When < 0, sign is-1, K b The method is a preset conversion coefficient for converting the pressure of the brake master cylinder to the braking torque of the motor end.
Preferably, the slope-fitting parameter table is obtained by the following test:
firstly, allowing the vehicle to run at constant speed at different speeds on the same slope, and recording the actual motor torque M at t moment corresponding to different speeds on the slope after the actual motor torque and the actual motor speed are stable (t) And the actual rotating speed MotSpd of the motor (t) (ii) a Wherein, under the condition of constant-speed running of the vehicle, the running resistance at the time t is converted into the running resistance moment WR of the motor end (t) Actual torque M of motor equal to t moment (t) ；
Secondly, the actual rotating speed MotSpd of the motor at the t moment corresponding to different vehicle speeds under the slope (t) Converted to a driving resistance torque WR at the motor end from the driving resistance (t) And (3) fitting a quadratic function to obtain a driving resisting moment calculation formula: WR (pulse Width modulation) (t) ＝A×MoySpd (t) 2 +B×MotSpd (t) + C; then extracting fitting parameters A, B, C to obtain a group of fitting parameters A, B, C;
step three, changing the gradient for n-1 times, and then repeatedly executing the step one and the step two until n groups of fitting parameters A, B, C are obtained;
and fourthly, corresponding n groups of fitting parameters A, B, C to n gradients one by one to form the gradient-fitting parameter table.
Preferably, the preset powertrain characteristic correction coefficient Kf is obtained by the following test:
allowing the vehicle to run on a flat road with uniform acceleration, and recording the actual torque of the motor at m moments in the running process of uniform acceleration
Actual rotating speed of motor at m moments
Wherein, under the condition of uniform acceleration running of the vehicle, the motor model rotating speed at m moments
Respectively equal to the actual rotational speed of the motor at the corresponding moment
The pressure of the brake master cylinder at m moments is converted into the braking torque of the motor end
Are all equal to zero;
fitting parameters A, B, C corresponding to the flat road and the actual rotating speed of the motor at m moments
Respectively substituting into a driving resistance moment calculation formula: WR (pulse Width modulation) (t) ＝A×MotSpd (t) 2 +B×MotSpd (t) + C, calculating the running resistance at m times and converting the running resistance into the running resistance torque at the motor end
Respectively and correspondingly substituting the actual torque of the motor at m moments, the rotating speed of the motor model at m moments, the pressure of the brake master cylinder at m moments into the braking torque at the motor end and the driving resistance at m moments into the driving resistance torque at the motor end into formulas: MotSpdMod (t+dt) ＝MotSpdMod (t) +(M (t) -WR (t) -WB (t) )×Kf 1 X dt, m Kf are calculated 1 ；
For m Kf 1 Averaging the m Kf 1 Is used as the preset powertrain characteristic correction coefficient Kf.
Preferably, the table of the rotational speed-torque-torsional vibration compensation coefficients is obtained by the following test:
firstly, presetting a torsional vibration compensation coefficient as an empirical value or zero;
secondly, enabling the vehicle to run at the actual rotating speed and the actual torque of a certain motor; if the vehicle meets the driving smoothness evaluation standard (for example, no torsional vibration occurs or the torsional vibration is within an acceptable range), recording the actual rotating speed of the motor, the actual torque of the motor and a torsional vibration compensation coefficient at the moment, if the vehicle does not meet the driving smoothness evaluation standard, changing the torsional vibration compensation coefficient, enabling the vehicle to continue to run at the actual rotating speed of the motor and the actual torque of the motor until the vehicle meets the driving smoothness evaluation standard, and recording the actual rotating speed of the motor, the actual torque of the motor and the torsional vibration compensation coefficient when the vehicle meets the driving smoothness evaluation standard;
thirdly, changing the actual rotating speed and/or the actual torque of the motor, enabling the vehicle to run at the changed actual rotating speed and/or the changed actual torque of the motor, recording the actual rotating speed, the actual torque and the torsional vibration resistance compensation coefficient of the motor at the moment if the vehicle meets the driving smoothness evaluation standard, changing the torsional vibration resistance compensation coefficient if the vehicle does not meet the driving smoothness evaluation standard, enabling the vehicle to continue running at the actual rotating speed and the actual torque of the motor until the vehicle meets the driving smoothness evaluation standard, and recording the actual rotating speed, the actual torque and the torsional vibration resistance compensation coefficient of the motor when the vehicle meets the driving smoothness evaluation standard;
and fourthly, combining all the actual rotating speeds of the motor, the actual torque of the motor and the torsional vibration compensation coefficient which meet the driving smoothness evaluation standard to form the rotating speed-torque-torsional vibration compensation coefficient table.
According to the invention, the torsional vibration compensation torque is obtained by multiplying the difference value between the model rotating speed and the actual rotating speed of the motor by the torsional vibration compensation coefficient, and the target torque of the motor is corrected. The motor model rotating speed is the theoretical rotating speed of the motor without torsional vibration influence, the actual rotating speed of the motor is compared with the rotating speed of the motor model, and then the actual rotating speed of the motor is used as a correction basis to be close to the rotating speed of the motor model as far as possible, the correction basis is accurate, and the torque correction is timely, so that the torsional vibration is more effectively controlled, and the driving smoothness of the whole vehicle is improved.
Drawings
Fig. 1 is a schematic diagram of torsional vibration control based on an electric drive system of an electric vehicle according to the present embodiment.
Fig. 2 is a flowchart of a torsional vibration control method based on an electric drive system of an electric vehicle in this embodiment.
Detailed Description
As shown in fig. 1 and fig. 2, the torsional vibration control method based on the electric drive system of the electric vehicle in the present embodiment includes:
step one, reading the stored motor model rotating speed MotSpdMod at the moment t (t) Actual rotation speed MotSpd of motor (t) Actual torque M of the motor (t) Pressure P of brake master cylinder (t) And the slope of the road on which the vehicle is located (t) 。
Step two, slope according to t moment (t) And the actual motor speed MotSpd at time t (t) Determining the running resistance at t moment and converting the running resistance into the running resistance moment WR at the motor end (t) 。
First, the slope according to time t (t) And inquiring the gradient-fitting parameter table to obtain the specific numerical value of the corresponding fitting parameter A, B, C. Wherein, the gradient-fitting parameter table is a pre-stored corresponding relation table of the gradient of the road where the vehicle is located and the fitting parameter A, B, C;
then, the corresponding specific value of the fitting parameter A, B, C and the actual motor rotation speed MotSpd at the time t are compared (t) Substituting into a driving resistance moment calculation formula: WR (pulse Width modulation) (t) ＝A×MotSpd (t) 2 +B×MotSpd (t) + C, calculating the running resistance at t moment and converting the running resistance into the running resistance moment WR at the motor end (t) 。
As an example, the slope-fitting parameter table described above can be obtained by the following tests:
firstly, enabling the vehicle to run at a constant speed at different speeds on the same slope, and recording the actual motor torque M at t moment corresponding to different speeds on the slope after the actual motor torque and the actual motor rotating speed are stable (t) And the actual rotating speed MotSpd of the motor (t) . Wherein, under the condition of constant-speed running of the vehicle, the running resistance at the time t is converted into the running resistance moment WR of the motor end (t) Actual torque M of motor equal to t moment (t) 。
Secondly, the actual rotating speed MotSpd of the motor at the t moment corresponding to different vehicle speeds under the slope (t) Converted to a driving resistance torque WR at the motor end from the driving resistance (t) And fitting a quadratic function to obtain a running resisting moment calculation formula: WR (pulse Width modulation) (t) ＝A×MotSpd (t) 2 +B×MotSpd (t) + C; the fitting parameters A, B, C are then extracted to obtain a set of fitting parameters A, B, C. The vehicle running resistance includes rolling resistance, air resistance, and gradient resistance. The difference in driving force and running resistance causes the vehicle to accelerate. On the premise that the calculation period dt is small enough, the output torque of the motor is approximately considered to be unchanged, and the theoretical rotating speed (namely the rotating speed of the motor model) of the next sampling period of the motor can be estimated if the running resistance is known. The air resistance of the vehicle is proportional to the square of the vehicle speed, and the running resistance is converted into the resistance torque of the motor end by fitting a quadratic function of the actual rotating speed of the motor.
And thirdly, changing the gradient n-1 times, and then repeatedly executing the first step and the second step until n groups of fitting parameters A, B, C are obtained.
And fourthly, corresponding n groups of fitting parameters A, B, C to n gradients one by one to form the gradient-fitting parameter table.
Step three, according to the pressure P of the brake master cylinder at the time t (t) And the actual motor speed MotSpd at time t (t) Determining the brake master cylinder pressure at the time t and converting the pressure into the brake torque WB at the motor end (t) 。
Judging whether the actual rotating speed MotSpd of the motor exists or not (t) The absolute value of (a) is less than or equal to a preset rotation speed threshold value Mthre;
if yes, the vehicle is shown to be stationary, and WB is driven (t) ＝-WR (t) 。
Otherwise (i.e. the actual rotational speed of the motor MotSpd) (t) Is greater than a preset rotational speed threshold value Mthre), indicating that the vehicle is moving, and making WB (t) ＝sign×K b ×P (t) 。
Wherein Mthre is more than or equal to 0; when MotSpd (t) When > 0, sign is 1, when MotSpd (t) When < 0, sign is-1, K b For a predetermined conversion factor, K, for converting the pressure of the brake master cylinder to the braking torque at the motor end b Related to braking system, tire radius, speed ratio of the speed reducer, etc.
Step four, utilizing a rotating speed integral formula: MotSpdMod (t+dt) ＝MotSpdMod (t) +(M (t) -WR (t) -WB (t) ) XKf x dt, calculating the motor model rotating speed MotSpdMod at the moment of t + dt (t+dt) And stored. Kf is a preset power assembly characteristic correction coefficient; the vehicle is static at the initial moment, and the initial value of the rotating speed of the motor model (namely the rotating speed MotSpdMod of the motor model at the initial moment) (0) ) Equal to zero, the initial value of the actual rotation speed of the motor (i.e. the actual rotation speed MotSpd of the motor at the initial moment) (0) ) Equal to zero, the initial value of the actual torque of the motor (i.e. the actual torque M of the motor at the initial moment) (0) ) Is equal to zero; initial value of master cylinder pressure (i.e. master cylinder pressure P at initial time) (0) ) Satisfies the following conditions: the running resistance is converted to an initial value of the running resistance torque of the motor end (i.e., the running resistance at the initial time is converted to the running resistance torque WR of the motor end (0) ) The initial value of the braking torque converted to the motor end from the pressure of the brake master cylinder (namely the braking torque WB converted to the motor end from the pressure of the brake master cylinder at the initial moment) (0) ) The sum is equal to zero; i.e. WR if the vehicle is stationary on a flat road with a gradient of 0 at the initial moment (0) ＝0，WB (0) 0; WR if the vehicle is stationary on a grade other than 0 at the initial time (0) ≠0，WB (0) ＝-WR (0) The braking torque maintains the vehicle on the grade.
The simplified equation of the vehicle dynamics model is:
wherein M is (t) The actual torque of the motor (i.e. the output torque of the motor end) at the time t, WR (t) Converting the driving resistance at time t into the driving resistance torque at the motor end, WB (t) The pressure of a brake master cylinder at the time t is converted into the brake torque at the end of the motor, J is the rotational inertia of the whole driving and transmission chain,
is the angular acceleration of the motor model.
According to the following steps:
(i.e. the
Is proportional to
) And
and (4) obtaining a rotation speed integral formula by sorting: MotSpdMod (t+dt) ＝MotSpdMod (t) +(M (t) -WR (t) -WB (t) )×Kf×dt。
Wherein the content of the first and second substances,
representing the rotational acceleration of the motor model, MotSpdMod (t+dt) Motor model speed, MotSpdMod, representing time t + dt (t) Expressing the rotating speed of the motor model at the moment t, Kf is a preset power assembly characteristic correction coefficient,
(i.e., Kf is proportional to
). Kf depends on the characteristics of the power assembly, such as the gear of a speed reducer, the vehicle servicing mass and the rotational inertia of a shafting of a motor system.
By way of example, Kf may be obtained by the following test:
firstly, making the vehicle carry out uniform acceleration running on a flat road (the gradient is 0), and recording the actual torque of the motor at m moments in the uniform acceleration running process
Actual rotating speed of motor at m moments
Wherein, under the condition of uniform acceleration running of the vehicle, the motor model rotating speed at m moments
Respectively equal to the actual rotational speed of the motor at the corresponding moment
The pressure of the brake master cylinder at m moments is converted into the braking torque of the motor end
Are all equal to zero (since the brake pedal is not stepped on when the vehicle is in uniform acceleration running on a flat road, the brake master cylinder pressure at each moment is equal to zero, and therefore the brake master cylinder pressure at each moment is converted into the brake torque at the motor end and is also equal to zero).
Secondly, fitting parameters A, B, C corresponding to the flat road and the actual rotating speed of the motor at m moments
Respectively carrying into a driving resistance moment calculation formula: WR (write pulse Width modulation) (t) ＝A×MotSpd (t) 2 +B×MotSpd (t) + C, calculating the running resistance at m times and converting the running resistance into the running resistance torque at the motor end
Thirdly, the actual torque of the motor at m moments
motor model rotation speed at m moments
The pressure of the brake master cylinder at m times is converted into the braking torque (all equal to zero) of the motor end, and the running resistance at m times is converted into the running resistance torque of the motor end
Respectively correspondingly substituting into the formulas: MotSpdMod (t+dt) ＝MotSpdMod (t) +(M (t) -WR (t) -WB (t) )×Kf 1 X dt, m Kf are calculated 1 。
For m Kf 1 Averaging, m Kf 1 The average value of (d) is used as a preset powertrain characteristic correction coefficient Kf.
Step five, acquiring the actual rotating speed MotSpd of the motor at the moment of t + dt (t+dt) Actual torque M of the motor at time t + dt (t+dt) Brake master cylinder pressure P at time t + dt (t+dt) And the slope of the road on which the vehicle is located at time t + dt (t+dt) And stored.
Step six, according to the actual rotating speed MotSpd of the motor at the moment of t + dt (t+dt) Actual torque M of the motor (t+dt) Inquiring a rotating speed-torque-torsional vibration resistance compensation coefficient table to obtain a corresponding torsional vibration resistance compensation coefficient k (t+dt) . The rotating speed-torque-torsional vibration compensation coefficient table is a pre-stored corresponding relation table of the actual rotating speed of the motor, the actual torque of the motor and the torsional vibration compensation coefficient.
As an example, the table of the rotational speed-torque-torsional vibration compensation coefficients can be obtained by the following tests:
in the first step, the torsional vibration compensation coefficient is preset to an empirical value or zero.
Secondly, enabling the vehicle to run at the actual rotating speed and the actual torque of a certain motor; if the vehicle meets the driving smoothness evaluation standard (for example, no torsional vibration occurs or the torsional vibration is within an acceptable range), recording the actual rotating speed of the motor, the actual torque of the motor and the torsional vibration compensation coefficient at the moment, if the vehicle does not meet the driving smoothness evaluation standard, changing the torsional vibration compensation coefficient, enabling the vehicle to continuously run at the actual rotating speed of the motor and the actual torque of the motor until the vehicle meets the driving smoothness evaluation standard, and recording the actual rotating speed of the motor, the actual torque of the motor and the torsional vibration compensation coefficient when the vehicle meets the driving smoothness evaluation standard.
And thirdly, changing the actual rotating speed and/or the actual torque of the motor, enabling the vehicle to run at the changed actual rotating speed and/or the changed actual torque of the motor, recording the actual rotating speed, the actual torque and the torsional vibration resistance compensation coefficient of the motor at the moment if the vehicle meets the driving smoothness evaluation standard, changing the torsional vibration resistance compensation coefficient if the vehicle does not meet the driving smoothness evaluation standard, enabling the vehicle to continue running at the actual rotating speed and the actual torque of the motor until the vehicle meets the driving smoothness evaluation standard, and recording the actual rotating speed, the actual torque and the torsional vibration resistance compensation coefficient of the motor when the vehicle meets the driving smoothness evaluation standard.
And fourthly, combining all the actual rotating speeds of the motor, the actual torque of the motor and the torsional vibration resistance compensation coefficient which meet the driving smoothness evaluation standard to form a rotating speed-torque-torsional vibration resistance compensation coefficient table.
Seventhly, utilizing a torsional vibration compensation torque formula: TC (tungsten carbide) (t+dt) ＝k (t+dt) ×(MotSpdMod (t+dt) -MoySpd (t+dt) ) And calculating to obtain the torsional vibration compensation torque TC at the moment of t + dt (t+dt) 。
Step eight, compensating the torsional vibration resistance torque TC at the time of t + dt (t+dt) And superposing the target torque with the original target torque of the motor to obtain the corrected target torque of the motor at the time of t + dt.
And outputting the corrected target torque of the motor to a downstream control module for torque control, so that the driving smoothness of the whole vehicle is improved.
Claims (6)
1. A torsional vibration control method based on an electric drive system of an electric vehicle is characterized by comprising the following steps:
read motor model rotational speed MotSpdMod of moment t (t) Actual rotation speed MotSpd of motor (t) MotorActual torque M (t) Pressure P of brake master cylinder (t) And the slope of the road on which the vehicle is located (t) ；
According to said slope (t) And the actual rotational speed MotSpd of the motor (t) Determining the running resistance at t moment and converting into the running resistance moment WR at the motor end (t )；
According to the pressure P of the brake master cylinder (t) And the actual rotational speed MotSpd of the motor (t) Determining the brake master cylinder pressure at the time t and converting the pressure into the brake torque WB at the motor end (t) ；
Using the integral formula of the rotation speed: MotSpdMod (t+dt) ＝MotSpdMod (t) +(M (t) -WR (t) -WB (t) ) XKf x dt, calculating the motor model rotating speed MotSpdMod at the moment of t + dt (t+dt) And storing; kf is a preset power assembly characteristic correction coefficient, the vehicle is static at the initial moment, the initial value of the rotating speed of the motor model is equal to zero, the initial value of the actual rotating speed of the motor is equal to zero, the initial value of the actual torque of the motor is equal to zero, and the sum of the initial value of the driving resistance torque converted to the motor end by the driving resistance and the initial value of the braking torque converted to the motor end by the pressure of the brake master cylinder is equal to zero;
obtaining the actual rotating speed MotSpd of the motor at the moment of t + dt (t+dt) Actual torque M of the motor (t+dt) Pressure P of brake master cylinder (t+dt) And slope of road on which vehicle is located (t+dt) And storing;
according to the actual rotating speed MotSpd of the motor (t+dt) Actual torque M of motor (t+dt) Inquiring a rotating speed-torque-torsional vibration resistance compensation coefficient table to obtain a corresponding torsional vibration resistance compensation coefficient k (t+dt) (ii) a The rotating speed-torque-torsional vibration compensation coefficient table is a pre-stored corresponding relation table of the actual rotating speed of the motor, the actual torque of the motor and the torsional vibration compensation coefficient;
using the formula for torsional vibration compensation torque: TC (tungsten carbide) (t+dt) ＝k (t+dt) ×(MotSpdMod (t+dt) -MotSpd (t+dt) ) And calculating to obtain the torsional vibration compensation torque TC at the t + dt moment (t+dt) ；
Torsion resistance at time t + dtVibration compensation torque TC (t+dt) And superposing the target torque with the original target torque of the motor to obtain the corrected target torque of the motor at the time of t + dt.
2. Method for controlling torsional vibrations based on an electric vehicle electric drive system according to claim 1, characterized in that said gradient slope (t) and said actual motor speed MotSpd are used as a function of (t) Determining the running resistance at t moment and converting into the running resistance moment WR at the motor end (t) The concrete mode is as follows:
according to said slope (t) Inquiring a gradient-fitting parameter table to obtain a specific numerical value of the corresponding fitting parameter A, B, C; wherein, the gradient-fitting parameter table is a pre-stored corresponding relation table of the gradient of the road where the vehicle is located and the fitting parameter A, B, C;
corresponding specific values of the fitting parameters A, B, C and the actual rotating speed MotSpd of the motor (t) And carrying in a running resistance moment calculation formula: WR (pulse Width modulation) (t) ＝A×MotSpd (t) 2 +B×MotSpd (t) + C, calculating the running resistance at t moment and converting the running resistance into the running resistance moment WR at the motor end (t) 。
3. Method for controlling torsional vibrations based on an electric drive system of an electric vehicle according to claim 1 or 2, characterized in that it is based on the brake master cylinder pressure P (t) And the actual rotational speed MotSpd of the motor (t) Determining the brake master cylinder pressure at the time t and converting the pressure into the brake torque WB at the motor end (t) The specific mode is as follows:
if the actual speed MotSpd of the motor (t) Is less than or equal to a preset rotation speed threshold value Mthre, the vehicle is shown to be stationary, and WB is enabled (t) ＝-WR (t) ；
If the actual speed MotSpd of the motor (t) If the absolute value of (b) is greater than the preset rotation speed threshold value Mthre, it indicates that the vehicle is moving, and WB is made (t) ＝sign×K b ×P (t) ；
Wherein, when MotSpd (t) When > 0, sign is 1, when MotSpd (t) When < 0, sign is-1, K b The method is a preset conversion coefficient for converting the pressure of the brake master cylinder to the braking torque of the motor end.
4. The method of claim 2, wherein the slope-fit parameter table is obtained by testing:
firstly, enabling the vehicle to run at a constant speed at different speeds on the same slope, and recording the actual motor torque M at t moment corresponding to different speeds on the slope after the actual motor torque and the actual motor rotating speed are stable (t) And the actual rotating speed MotSpd of the motor (t) (ii) a Wherein, under the condition of constant-speed running of the vehicle, the running resistance at the time t is converted into the running resistance moment WR of the motor end (t) Actual torque M of motor equal to t moment (t) ；
Secondly, the actual rotating speed MotSpd of the motor at the t moment corresponding to different vehicle speeds on the slope (t) Driving resistance torque WR converted to motor end from driving resistance (t) And (3) fitting a quadratic function to obtain a driving resisting moment calculation formula: WR (pulse Width modulation) (t) ＝A×MotSpd (t) 2 +B×MotSpd (t) + C; then extracting fitting parameters A, B, C to obtain a group of fitting parameters A, B, C;
step three, changing the gradient for n-1 times, and then repeatedly executing the step one and the step two until n groups of fitting parameters A, B, C are obtained;
and fourthly, corresponding n groups of fitting parameters A, B, C to n gradients one by one to form the gradient-fitting parameter table.
5. The method of claim 4, wherein the predetermined powertrain characteristic correction factor Kf is obtained by testing:
the vehicle is enabled to run on a flat road at uniform acceleration, and the actual torque of the motor at m moments in the process of running at uniform acceleration is recorded
Actual rotating speed of motor at m moments
Wherein, under the condition of uniform acceleration running of the vehicle, the motor model rotating speed at m moments
Respectively equal to the actual rotational speed of the motor at the corresponding moment
The pressure of the brake master cylinder at m moments is converted into the braking torque of the motor end
Are all equal to zero;
fitting parameters A, B, C corresponding to the flat road and the actual rotating speed of the motor at m moments
Respectively carrying into a driving resistance moment calculation formula: WR (pulse Width modulation) (t) ＝A×MotSpd (t) 2 +B×MotSpd (t) + C, calculating the running resistance at m times and converting the running resistance into the running resistance torque at the motor end
At m timesThe actual torque of the motor, the rotating speed of the motor model at m moments, the braking torque converted to the motor end by the pressure of the brake master cylinder at m moments and the driving resistance converted to the motor end by the driving resistance at m moments are respectively and correspondingly substituted into a formula: MotSpdMod (t+dt) ＝MotspdMod (t) +(M (t) -WR (t) -WB (t) )×Kf 1 X dt, m Kf are calculated 1 ；
For m Kf 1 Averaging the m Kf 1 Is used as the preset powertrain characteristic correction coefficient Kf.
6. The method of claim 5, wherein the table of speed-torque-torsional compensation coefficients is obtained by testing:
firstly, presetting a torsional vibration compensation coefficient as an empirical value or zero;
secondly, enabling the vehicle to run at the actual rotating speed and the actual torque of a certain motor; if the vehicle meets the driving smoothness evaluation standard, recording the actual rotating speed of the motor, the actual torque of the motor and the anti-torsional vibration compensation coefficient at the moment, if the vehicle does not meet the driving smoothness evaluation standard, changing the anti-torsional vibration compensation coefficient, enabling the vehicle to continuously run at the actual rotating speed of the motor and the actual torque of the motor until the vehicle meets the driving smoothness evaluation standard, and recording the actual rotating speed of the motor, the actual torque of the motor and the anti-torsional vibration compensation coefficient when the vehicle meets the driving smoothness evaluation standard;
thirdly, changing the actual rotating speed of the motor and/or the actual torque of the motor, enabling the vehicle to run at the changed actual rotating speed of the motor and/or the changed actual torque of the motor, recording the actual rotating speed of the motor, the actual torque of the motor and a torsional vibration resistance compensation coefficient at the moment if the vehicle meets the driving smoothness evaluation standard, changing the torsional vibration resistance compensation coefficient if the vehicle does not meet the driving smoothness evaluation standard, enabling the vehicle to continue running at the actual rotating speed of the motor and the actual torque of the motor until the vehicle meets the driving smoothness evaluation standard, and recording the actual rotating speed of the motor, the actual torque of the motor and the torsional vibration resistance compensation coefficient when the vehicle meets the driving smoothness evaluation standard;
and fourthly, combining all the actual rotating speeds of the motor, the actual torque of the motor and the torsional vibration resistance compensation coefficient which meet the driving smoothness evaluation standard to form the rotating speed-torque-torsional vibration resistance compensation coefficient table.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110604573.5A CN113511211B (en) | 2021-05-31 | 2021-05-31 | Torsional vibration control method based on electric driving system of electric vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110604573.5A CN113511211B (en) | 2021-05-31 | 2021-05-31 | Torsional vibration control method based on electric driving system of electric vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN113511211A CN113511211A (en) | 2021-10-19 |
| CN113511211B true CN113511211B (en) | 2022-09-06 |
Family
ID=78065325
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110604573.5A Active CN113511211B (en) | 2021-05-31 | 2021-05-31 | Torsional vibration control method based on electric driving system of electric vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN113511211B (en) |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH07245806A (en) * | 1994-03-01 | 1995-09-19 | Fuji Heavy Ind Ltd | Motor torque controller for electric car |
| CN107839688A (en) * | 2017-10-19 | 2018-03-27 | 吉林大学 | A kind of electric automobile crawling method for controlling driving speed |
Family Cites Families (23)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10157669A1 (en) * | 2001-11-24 | 2003-06-05 | Bosch Gmbh Robert | Method for controlling the operating behavior of a hybrid drive of a vehicle |
| US7219000B2 (en) * | 2003-10-14 | 2007-05-15 | General Motors Corporation | Speed control for an electrically variable transmission |
| JP5600415B2 (en) * | 2009-07-30 | 2014-10-01 | 現代自動車株式会社 | Electric vehicle motor position and creep control device and control method thereof |
| JP5447185B2 (en) * | 2010-05-27 | 2014-03-19 | 日産自動車株式会社 | Vehicle vibration suppression control device |
| JP5516081B2 (en) * | 2010-05-31 | 2014-06-11 | 日産自動車株式会社 | Torque response control device for electric motor for vehicle |
| JP5455802B2 (en) * | 2010-06-11 | 2014-03-26 | 日立建機株式会社 | Pitching control device for electric vehicle |
| JP5278401B2 (en) * | 2010-10-20 | 2013-09-04 | 日産自動車株式会社 | Control device for electric vehicle |
| KR101305779B1 (en) * | 2011-07-21 | 2013-09-17 | 현대자동차주식회사 | Vehicle travel torque control system and control method thereof |
| JP6402104B2 (en) * | 2012-08-16 | 2018-10-10 | ジャガー・ランド・ローバー・リミテッドＪａｇｕａｒ Ｌａｎｄ Ｒｏｖｅｒ Ｌｉｍｉｔｅｄ | System and method for controlling vehicle speed |
| KR101448746B1 (en) * | 2012-10-17 | 2014-10-10 | 현대자동차 주식회사 | Method and system for controlling anti-jerk of electric vehicle |
| JP6186709B2 (en) * | 2012-12-03 | 2017-08-30 | 日産自動車株式会社 | Vehicle braking / driving force control device |
| SE538118C2 (en) * | 2014-05-30 | 2016-03-08 | Scania Cv Ab | Control of a vehicle's driveline based on a time derivative for dynamic torque |
| US10112617B2 (en) * | 2015-03-20 | 2018-10-30 | Nissan Motor Co., Ltd. | Damping control device for electric vehicle |
| KR101684542B1 (en) * | 2015-06-26 | 2016-12-08 | 현대자동차 주식회사 | System and method for engine stop control of hybrid vehicle |
| KR101786666B1 (en) * | 2015-08-26 | 2017-10-18 | 현대자동차 주식회사 | Apparatus and method for controlling of vehicle having motor |
| RU2738653C1 (en) * | 2017-01-24 | 2020-12-15 | Ниссан Мотор Ко., Лтд. | Control device and vehicle control method |
| JP6521485B2 (en) * | 2017-02-23 | 2019-05-29 | マツダ株式会社 | Power control method and power control apparatus for hybrid vehicle |
| JP2019093917A (en) * | 2017-11-22 | 2019-06-20 | トヨタ自動車株式会社 | Vehicular control device |
| CN108422852B (en) * | 2018-03-21 | 2021-05-04 | 重庆长安汽车股份有限公司 | Hybrid electric vehicle and power coupling system integration device thereof |
| CN111376907B (en) * | 2018-12-29 | 2021-11-02 | 北京宝沃汽车有限公司 | Engine torque compensation value obtaining method and device, controller and automobile |
| KR20200109886A (en) * | 2019-03-15 | 2020-09-23 | 현대자동차주식회사 | Torsion reducing method for driving system of electric vehicle |
| JP7263946B2 (en) * | 2019-07-03 | 2023-04-25 | トヨタ自動車株式会社 | vehicle |
| CN112440971B (en) * | 2019-09-05 | 2022-09-13 | 长城汽车股份有限公司 | Torque control method and device and vehicle |
-
2021
- 2021-05-31 CN CN202110604573.5A patent/CN113511211B/en active Active
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH07245806A (en) * | 1994-03-01 | 1995-09-19 | Fuji Heavy Ind Ltd | Motor torque controller for electric car |
| CN107839688A (en) * | 2017-10-19 | 2018-03-27 | 吉林大学 | A kind of electric automobile crawling method for controlling driving speed |
Non-Patent Citations (1)
| Title |
|---|
| 双电机混合动力汽车起步与换挡过程协调控制;张农等;《长安大学学报(自然科学版)》;20190515(第03期);第121~130页 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN113511211A (en) | 2021-10-19 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US6416441B1 (en) | process and a device for determining the driving torque of a vehicle | |
| CN106895981B (en) | A kind of automotive transmission test-bed acceleration inertia electric simulation control method | |
| US6911791B2 (en) | Method and device for the reduction of load cycle oscillations in the drive train of a motor vehicle | |
| US7777439B2 (en) | Method and device for determining a gradient-limited cumulative setpoint torque from a setpoint torque of a closed-loop speed control | |
| EP3065987B1 (en) | Method and system for operating the regenerative braking of an electrical or a hybrid vehicle | |
| KR960010678B1 (en) | Simulated engine characteristic control system | |
| EP1781484B1 (en) | Methods and apparatus for reducing vehicle tire wear | |
| EP1186462A3 (en) | Engine output and gear transmission ratio controller | |
| US20100082189A1 (en) | Apparatus and method for controlling an accelerator for electric vehicles | |
| US8457823B2 (en) | Method and device for operating a hybrid vehicle | |
| CN109398108B (en) | Torque filtering method and device for electric automobile | |
| CN111305963B (en) | Torque output control method, device, equipment and storage medium for vehicle | |
| CN101890956A (en) | Measure the apparatus and method of the quality of motor vehicle driven by mixed power | |
| CN107575570A (en) | A kind of double-clutch automatic gearbox is creeped vibration control method | |
| JP4665790B2 (en) | Vehicle vibration reduction control device | |
| CN113511211B (en) | Torsional vibration control method based on electric driving system of electric vehicle | |
| CN113200034A (en) | Torque control method and device, storage medium and vehicle | |
| CN107428240B (en) | Method for operating a drive train of a motor vehicle and corresponding drive train | |
| CN105046015B (en) | The load transfer method of analogy material hesitation | |
| CN1940270A (en) | Method and device for running internal-combustion engine | |
| CN113386578B (en) | Torque output control method and device, vehicle and equipment | |
| KR20010031717A (en) | Method for determining slip | |
| JP5524351B2 (en) | How to determine the driving capability of a car | |
| CN112503170A (en) | Starting gear decision method, device and system for mechanical automatic transmission | |
| JP6716871B2 (en) | Travel control device and travel control method |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |