CN113771827A - Mode switching coordination control method of hybrid electric vehicle based on finite time state extended observer and time-lag compensation controller - Google Patents

Mode switching coordination control method of hybrid electric vehicle based on finite time state extended observer and time-lag compensation controller Download PDF

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CN113771827A
CN113771827A CN202111006286.0A CN202111006286A CN113771827A CN 113771827 A CN113771827 A CN 113771827A CN 202111006286 A CN202111006286 A CN 202111006286A CN 113771827 A CN113771827 A CN 113771827A
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vehicle
time
mode
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lag
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汪少华
储堃
施德华
殷春芳
俞鹏飞
张启睿
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Jiangsu University
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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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Combustion & Propulsion (AREA)
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Abstract

The invention discloses a hybrid electric vehicle mode switching coordination control method based on a finite time state expansion observer and a time-lag compensation controller. The mode judging module judges the working mode of the vehicle, a composite control module consisting of a finite time state expansion observer and a time-lag compensation controller acquires a control law of a switching process, and the torque control distribution module further distributes output torques of different power sources according to the output quantity of the composite control module. Therefore, the influence of parameter uncertainty such as vehicle mass change, external interference such as road adhesion coefficient and road gradient change and time delay existing in the vehicle signal network transmission process on the system stability in the switching process from the pure electric mode to the hybrid driving mode is obviously weakened, and the accurate control performance and the transient anti-interference performance of the vehicle in the mode switching process are improved.

Description

Mode switching coordination control method of hybrid electric vehicle based on finite time state extended observer and time-lag compensation controller
Technical Field
The invention belongs to the field of dynamic control of hybrid electric vehicles, and particularly relates to a power split type hybrid electric vehicle mode switching coordination control method.
Background
The hybrid electric vehicle is provided with two power source systems of an engine and a motor, and can improve the fuel economy of the vehicle, reduce the exhaust emission and realize good dynamic property by selecting different driving modes. The vehicle is involved in the combination of the clutch, the quick start of the engine, and the speed response of the engine and the motor during the switching process from the electric-only mode to the hybrid driving mode. Due to the difference in response characteristics between the engine and the motor and the discontinuity of the clutch, the vehicle may generate a large shock during the mode switching, which reduces the riding comfort. In order to reduce the shock, the power source must be dynamically and coordinately controlled. In the current research on dynamic coordination control of hybrid electric vehicles, the influence of perturbation of system internal parameters, external interference and system time lag on the coordination control of the mode switching process is rarely considered, and the coordination control strategy must be correspondingly modified under the condition that the vehicles run on a large-range road in a complicated way.
Disclosure of Invention
In order to overcome the technical defects, the invention aims at carrying out coordination control on the mode switching process of a power split type hybrid electric vehicle with a double-planet-row structure, and introduces a finite time state expansion observer and a time-lag compensation controller to improve the stability of the system, and the specific technical scheme is as follows:
the hybrid electric vehicle mode switching coordination control method based on the finite time state extended observer and the time-lag compensation controller comprises a mode discrimination module, a composite control module and a torque control distribution module which are sequentially connected; the mode judging module judges the vehicle running mode according to the brake, the clutch state, the vehicle speed signal and the engine rotating speed, and transmits the obtained mode signal to the composite control module and the torque control distribution module; the compound control module is composed of feedforward compensation and feedback control, wherein the feedforward compensation is to adopt a finite time state expansion observer to carry out real-time observation estimation compensation on interference such as sensor noise, pavement adhesion coefficient change and perturbation of system internal parameters, and the feedback control is to construct a time-lag compensation controller to carry out estimation compensation on system time lag; the torque control distribution module further solves the output torques of other components according to the torques of different components obtained by the composite control module and the vehicle working mode signal determined by the mode discrimination module.
Further, the mode discrimination module includes the following processes:
step 1, a hybrid electric vehicle is in an initial state and runs in a pure electric mode, at the moment, clutches CR1 and CR2 are separated, brakes CB1 and CB2 are locked, an engine and a motor MG1 are closed, and the vehicle is driven to run only by power provided by a motor MG 2; the vehicle controller VCU switches the vehicle speed threshold value v according to the real-time vehicle speed and the set value1Judging whether to switch modes;
step 2, when the vehicle speed v is more than or equal to v1When the hybrid electric vehicle meets the switching condition, the mode switching is carried out, the vehicle enters an engine starting mode from an electric only mode, and at the stage, the motor MG1 needs to drag the engine to reach the idle speed w in a short timeidle；
Step 3, when the engine speed we≥widleWhen the vehicle enters a separation stage of a brake CB1, a VCU controls a brake CB1 to be disconnected rapidly, and meanwhile, the engine starts to ignite;
step 4, when the brake CB1 is completely separated, the clutch CR1 enters a slipping stage, so that the rotating speed difference | w between two ends of the clutchin－wout| gradually decreasing to a set threshold ε, achieving full engagement of the clutch, wherein winFor clutch input disc speed, woutThe rotational speed of the output disc of the clutch;
step 5, when the agent win－woutAnd when | is less than or equal to epsilon, the rotating speed difference between two ends of the clutch is small enough, the clutch is considered to be completely combined, the vehicle enters a hybrid driving mode, the whole vehicle is driven by the engine, the motor MG1 and the motor MG2 together, the engine is regulated to the optimal rotating speed through the motor, and the mode switching is finished.
Further, the compound control module performs the following process:
step 1, taking perturbation of system internal parameters, sensor noise, road adhesion coefficient and other external interferences as comprehensive disturbance, and establishing a dynamic model containing unknown total disturbance:
Figure BDA0003237192940000021
where x (t) and y (t) represent the state vector and output vector of the system, A, B, respectively1And B2Is a coefficient matrix of the system, phi (t) is the comprehensive disturbance of the system, and u (t) is a control input vector of the system;
step 2, designing a finite time state extended observer according to the dynamic model, wherein the structure of the observer is as follows:
Figure BDA0003237192940000022
wherein B is a constant coefficient matrix of the system, z1Is a real-time estimate of the state vector x (t), z2For integrating real-time estimates of the interference phi (t), lambda, L1、L2、m1And m2Observer parameters are obtained;
step 3, designing a control law to carry out interference compensation on the system, wherein the form is as follows:
Figure BDA0003237192940000031
wherein k issAlpha is a fractional exponential power;
step 4, determining the range of each parameter based on a finite time control theory to stabilize the overall finite time of the control system of the hybrid electric vehicle;
step 5, establishing a system dynamics model with input time lag:
Figure BDA0003237192940000032
where x (t) represents the state vector of the system, A, B1And B2The method comprises the following steps of (1) obtaining a coefficient matrix of a system, phi (t) obtaining comprehensive disturbance of the system, u (t-tau) obtaining a control input vector of the system with time lag, and tau obtaining the time lag of the system;
step 6, designing a time-lag compensation controller:
in input-lag systems, compensation vector f1(t) is:
Figure BDA0003237192940000033
when there is no external interference, phi (t) is 0, and the compensation vector f of the system is in the input time lag range2(t) is:
Figure BDA0003237192940000034
the skew compensation controller is thus designed to:
u(t)＝Kf2(t) (7)
wherein: k is the state feedback gain matrix, u (t) is the control input vector of the system.
Further, the torque control distribution module includes the steps of:
step 1, establishing steady-state rotating speed and torque coupling equations of an engine, a motor and required torque in each mode of a vehicle;
and 2, determining the output torque of each part by the torque control distribution module according to the output signal of the composite control module and the system steady-state torque coupling equation established in the previous step.
The invention has the beneficial effects that: the method adopts the finite time state extended observer to quickly and accurately estimate the comprehensive disturbance of the system, considers the time lag of the system, establishes a time lag compensation controller to inhibit the influence of the time lag on the control performance of the system, designs a composite controller combining feedforward and feedback, determines the parameters and the control law of the controller by means of finite time stability analysis and a comprehensive method, and finally improves the transient robust performance and the mode switching quality of the power split type hybrid electric vehicle in the mode switching process.
Drawings
FIG. 1 is a block diagram of a hybrid powertrain according to the present invention;
FIG. 2 is a flow chart illustrating mode switching of a hybrid vehicle according to the present invention;
FIG. 3 is a general scheme diagram of a hybrid electric vehicle mode switching coordination control strategy according to the present invention;
FIG. 4 is a block diagram of a finite time extended state observer according to the present invention;
fig. 5 is a block diagram of the skew compensation controller according to the present invention.
Detailed Description
The invention is further described with reference to the following figures and specific embodiments.
The structural schematic diagram of the hybrid electric vehicle power system researched by the invention is shown in fig. 1, and the hybrid electric vehicle power system is composed of an engine, a motor MG1, a motor MG2, a clutch CR1, a clutch CR2, a brake CB1, a brake CB2 and two planetary rows. The engine is connected with a gear ring of a front planet row, the motor MG1 is connected with a sun gear of a front planet row, the motor MG2 is connected with a sun gear of a rear planet row, planet carriers of the front and rear planet rows are connected through a clutch CR1, the sun gear of the front planet row is connected with a gear ring of the rear planet row through a clutch CR2, the planet carrier of the front planet row and the gear ring of the rear planet row are respectively connected with brakes CB1 and CB2, and the power of the system is output by the planet carrier of the rear planet row.
The switching process from the electric only mode to the hybrid drive mode is divided into five stages by adjusting the clutches and brakes, and the states of the various components are shown in table 1:
TABLE 1 Power Split hybrid vehicle operating mode partitioning
Mode of operation Engine MG1 MG2 CR1 CR2 CB1 CB2
Pure electric Closing device Closing device Opening device Separation of Separation of Lock-up Lock-up
Engine start Closing device Opening device Opening device Separation of Separation of Lock-up Lock-up
CB1 separation Opening device Opening device Opening device Separation of Separation of Separation of Lock-up
CR1 binding Opening device Opening device Opening device Bonding of Separation of Separation of Lock-up
Hybrid drive Opening device Opening device Opening device Bonding of Separation of Separation of Lock-up
The whole vehicle mode switching process is shown in fig. 2, the hybrid electric vehicle is in an initial state and runs in a pure electric mode, at the moment, clutches CR1 and CR2 are separated, brakes CB1 and CB2 are locked, the engine and the motor MG1 are turned off, and the vehicle is driven to run only by the power provided by the motor MG 2; the vehicle controller VCU switches according to the real-time speed and the set valueThreshold value v for vehicle speed change1(the invention is set as 5m/s) to judge whether to switch the mode;
when the vehicle speed v is more than or equal to v1When the hybrid electric vehicle meets the switching condition, the mode switching is carried out, and the vehicle enters an engine starting mode from a pure electric mode; at this stage the motor MG1 needs to tow the engine in a short time to the idle speed widle(900r/min)；
When the engine speed we≥widleWhen the vehicle enters a separation stage of a brake CB1, a VCU controls a brake CB1 to be disconnected rapidly, and meanwhile, the engine starts to ignite;
when the brake CB1 is completely separated, the clutch CR1 enters a slipping stage at the moment, so that the rotating speed difference | w between the two ends of the clutchin－wout| gradually decreasing to a set threshold ε (15 r/min, setting of the invention), complete engagement of the clutch is achieved, where winFor clutch input disc speed, woutThe rotational speed of the output disc of the clutch;
moment | win－woutWhen the | is less than or equal to the epsilon, the rotating speed difference between two ends of the clutch is small enough, the clutch is considered to be completely combined, the vehicle enters a hybrid driving mode, the whole vehicle is driven by the engine, the motor MG1 and the motor MG2 together, the engine is regulated to the optimal rotating speed through the motor, and the mode switching is finished;
the overall control scheme for the coordinated control of the whole handover process is shown in fig. 3. The mode judging module judges the vehicle running mode according to the brake, the clutch state, the vehicle speed signal and the engine rotating speed, and transmits the obtained mode signal to the composite control module and the torque control distribution module; the compound control module is composed of feedforward compensation and feedback control, wherein the feedforward compensation is to adopt a finite time state expansion observer to carry out real-time observation estimation compensation on interference such as sensor noise, pavement adhesion coefficient change and perturbation of system internal parameters, and the feedback control is to construct a time-lag compensation controller to carry out estimation compensation on system time lag; the torque control distribution module further solves the output torques of other components according to the torques of different components obtained by the composite control module and the vehicle working mode signal determined by the mode discrimination module.
1. Constructing a finite time state extended observer
The power split hybrid electric vehicle has the advantages that the stability of a control system is reduced due to the fact that parameter uncertainty such as the whole vehicle mass change and the like and external interference such as the road adhesion coefficient, the road gradient change and the like exist under the condition of large-range road driving, a finite time state expansion observer is used for observing the interference in real time and correspondingly compensating the interference, and the structure of the power split hybrid electric vehicle is shown in fig. 4.
Perturbation of system internal parameters, sensor noise, road adhesion coefficient and other external interferences are used as comprehensive disturbances, and a dynamic model containing unknown total disturbances is established:
Figure BDA0003237192940000051
where x (t) and y (t) represent the state vector and output vector of the system, A, B, respectively1And B2Is a coefficient matrix of the system, phi (t) is the comprehensive disturbance of the system, and u (t) is a control input vector of the system;
and designing a finite time state extended observer according to the dynamic model. The structure is as follows:
Figure BDA0003237192940000061
wherein B is a constant coefficient matrix of the system, z1Is a real-time estimate of the state vector x (t), z2For integrating real-time estimates of the interference phi (t), lambda, L1、L2、m1And m2Observer parameters are obtained;
designing a control law to carry out interference compensation on a system, wherein the form is as follows:
Figure BDA0003237192940000062
wherein k issAlpha is a fractional index of the proportional gainA power;
based on a finite time control theory, a Lyapunov function is selected, and the range of each parameter is determined, so that the overall finite time of the hybrid electric vehicle control system is stable.
2. Building skew compensation controller
Because there is time delay in the vehicle signal network transmission process, it may cause the system control efficiency to decrease, even cause the system instability to diverge, the invention uses the time-lag compensation controller to compensate the system time lag, and ensures the system stability, and its structure is shown in fig. 5.
Establishing a system dynamics model with input time lag:
Figure BDA0003237192940000063
where x (t) represents the state vector of the system, A, B1And B2The method comprises the following steps of (1) obtaining a coefficient matrix of a system, phi (t) obtaining comprehensive disturbance of the system, u (t-tau) obtaining a control input vector of the system with time lag, and tau obtaining the time lag of the system;
designing a time lag compensation controller:
in input-lag systems, compensation vector f1(t) is:
Figure BDA0003237192940000064
when there is no external interference, phi (t) is 0, and the compensation vector f of the system is in the input time lag range2(t) is:
Figure BDA0003237192940000065
the skew compensation controller is thus designed to:
u(t)＝Kf2(t) (7)
wherein: k is the state feedback gain matrix, u (t) is the control input vector of the system.
3. And establishing steady-state rotating speed and torque coupling equations of the engine, the motor and the required torque in each mode of the vehicle.
Pure electric mode:
Figure BDA0003237192940000071
wherein: k is a radical of2Characteristic parameters of the rear planet row; t isM、ωMAnd IMActual torque, rotational speed, and inertia of motor MG2, respectively; t isout、ωoutAnd IoutRespectively torque, rotational speed and inertia of the output shaft.
The engine starting mode is as follows:
Figure BDA0003237192940000072
Figure BDA0003237192940000073
wherein: k is a radical of1Characteristic parameters of the front planet row; t isE、ωEAnd IEActual torque, rotational speed and inertia of the engine, respectively; t isG、ωGAnd IGThe actual torque, rotational speed, and inertia of the motor MG1, respectively.
Brake CB1 disengagement stage:
Figure BDA0003237192940000074
Figure BDA0003237192940000075
wherein: t isC1And IC1The output torque and inertia of CB1, respectively.
Clutch CR1 coast phase:
Figure BDA0003237192940000076
Figure BDA0003237192940000077
wherein: t isC2And IC2Output torque and inertia of CR1, respectively.
Hybrid drive mode:
Figure BDA0003237192940000081
and the torque control distribution module determines the output torque of each part according to the output signal of the compound control module and the system steady-state torque coupling equation established in the previous step.

Claims (6)

1. The hybrid electric vehicle mode switching coordination control method based on the finite time state extended observer and the time-lag compensation controller is characterized by comprising a mode discrimination module, a composite control module and a torque control distribution module which are sequentially connected; the mode judging module judges the vehicle running mode according to the brake, the clutch state, the vehicle speed signal and the engine rotating speed, and transmits the obtained mode signal to the composite control module and the torque control distribution module; the compound control module is composed of feedforward compensation and feedback control, wherein the feedforward compensation is to adopt a finite time state expansion observer to carry out real-time observation estimation compensation on interference such as sensor noise, pavement adhesion coefficient change and perturbation of system internal parameters, and the feedback control is to construct a time-lag compensation controller to carry out estimation compensation on system time lag; the torque control distribution module further solves the output torques of other components according to the torques of different components obtained by the composite control module and the vehicle working mode signal determined by the mode discrimination module.
2. The method for coordinately controlling mode switching of a hybrid electric vehicle based on a finite time state expansion observer and a time lag compensation controller according to claim 1, wherein the mode discrimination module comprises the following processes:
step 1, a hybrid electric vehicle is in an initial state and runs in a pure electric mode, at the moment, clutches CR1 and CR2 are separated, brakes CB1 and CB2 are locked, an engine and a motor MG1 are closed, and the vehicle is driven to run only by power provided by a motor MG 2; the vehicle controller VCU switches the vehicle speed threshold value v according to the real-time vehicle speed and the set value1Judging whether to switch modes;
step 2, when the vehicle speed v is more than or equal to v1When, v1In order to set a switching speed threshold value, the hybrid electric vehicle meets a switching condition, mode switching is carried out, the vehicle enters an engine starting mode from an electric only mode, and at the stage, the motor MG1 needs to drag the engine to an idle speed w in a short timeidle；
Step 3, when the engine speed we≥widleWhen the vehicle enters a separation stage of a brake CB1, a VCU controls a brake CB1 to be disconnected rapidly, and meanwhile, the engine starts to ignite;
step 4, when the brake CB1 is completely separated, the clutch CR1 enters a slipping stage, so that the rotating speed difference | w between two ends of the clutchin－wout| gradually decreasing to a set threshold ε, achieving full engagement of the clutch, wherein winFor clutch input disc speed, woutThe rotational speed of the output disc of the clutch;
step 5, when the agent win－woutAnd when | is less than or equal to epsilon, the rotating speed difference between two ends of the clutch is small enough, the clutch is considered to be completely combined, the vehicle enters a hybrid driving mode, the whole vehicle is driven by the engine, the motor MG1 and the motor MG2 together, the engine is regulated to the optimal rotating speed through the motor, and the mode switching is finished.
3. The method of claim 2, wherein v is the time-lag controller of a hybrid vehicle, and v is the time-lag controller of a hybrid vehicle1Is 5 m/s.
4. The method for coordinating and controlling mode switching of a hybrid electric vehicle based on a finite time state observer and a time lag compensation controller as claimed in claim 2, wherein widleThe threshold value epsilon is set to 900r/min and is set to 15 r/min.
5. The finite time state observer and time lag compensation controller based hybrid electric vehicle mode switching coordination control method according to claim 1, characterized in that the compound control module executes the following processes:
step 1, taking perturbation of system internal parameters, sensor noise, road adhesion coefficient and other external interferences as comprehensive disturbance, and establishing a dynamic model containing unknown total disturbance:
Figure FDA0003237192930000021
where x (t) and y (t) represent the state vector and output vector of the system, A, B, respectively1And B2Is a coefficient matrix of the system, phi (t) is the comprehensive disturbance of the system, and u (t) is a control input vector of the system;
step 2, designing a finite time state extended observer according to the dynamic model, wherein the structure of the observer is as follows:
Figure FDA0003237192930000022
wherein B is a constant coefficient matrix of the system, z1Is a real-time estimate of the state vector x (t), z2For integrating real-time estimates of the interference phi (t), lambda, L1、L2、m1And m2Observer parameters are obtained;
step 3, designing a control law to carry out interference compensation on the system, wherein the form is as follows:
Figure FDA0003237192930000023
wherein k issAlpha is a fractional exponential power;
step 4, determining the range of each parameter based on a finite time control theory to stabilize the overall finite time of the control system of the hybrid electric vehicle;
step 5, establishing a system dynamics model with input time lag:
Figure FDA0003237192930000024
where x (t) represents the state vector of the system, A, B1And B2The method comprises the following steps of (1) obtaining a coefficient matrix of a system, phi (t) obtaining comprehensive disturbance of the system, u (t-tau) obtaining a control input vector of the system with time lag, and tau obtaining the time lag of the system;
step 6, designing a time-lag compensation controller:
in input-lag systems, compensation vector f1(t) is:
Figure FDA0003237192930000031
when there is no external interference, phi (t) is 0, and the compensation vector f of the system is in the input time lag range2(t) is:
Figure FDA0003237192930000032
the skew compensation controller is thus designed to:
u(t)＝Kf2(t) (7)
wherein: k is the state feedback gain matrix, u (t) is the control input vector of the system.
6. The method for coordinated control of mode switching of a hybrid electric vehicle based on a finite time state observer and a time lag compensation controller according to claim 1, wherein the torque control distribution module comprises the steps of:
step 1, establishing steady-state rotating speed and torque coupling equations of an engine, a motor and required torque in each mode of a vehicle;
and 2, determining the output torque of each part by the torque control distribution module according to the output signal of the composite control module and the system steady-state torque coupling equation established in the previous step.
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Cited By (2)

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Publication number Priority date Publication date Assignee Title
CN114347972A (en) * 2022-01-07 2022-04-15 扬州大学 E-H switching coordination control method of hybrid electric vehicle based on interference compensation
CN114638051A (en) * 2022-03-08 2022-06-17 浙江大学 Intelligent automobile time lag stability analysis method based on system invariants

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