CN115489334A - Energy recovery negative torque control method, device, computer equipment and storage medium - Google Patents
Energy recovery negative torque control method, device, computer equipment and storage medium Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2045—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 optimising the use of energy
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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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/12—Speed
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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
- 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
- B60L2240/421—Speed
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Abstract
The application relates to the technical field of automobile control, in particular to an energy recovery negative torque control method, an energy recovery negative torque control device, computer equipment and a storage medium, wherein the energy recovery negative torque control method comprises the steps of determining that the energy recovery negative torque control device is in a preset working condition; determining a torque coefficient according to the change rate of the motor rotating speed and the theoretical vehicle speed; and determining an execution torque value according to the torque coefficient, and performing energy recovery in response to the execution torque value, wherein the energy recovery negative torque control method can solve the problem of low optimization level of the actual execution torque under the bumpy road condition in the prior art.
Description
Technical Field
The present application relates to the field of vehicle control technologies, and in particular, to a method and an apparatus for controlling energy recovery negative torque, a computer device, and a storage medium.
Background
With the rapid development of new energy automobiles, the reduction of vehicle power consumption, the improvement of endurance mileage, the improvement of driveability and safety have become the main development directions of pure electric automobiles in the future. The conventional electric automobile is provided with an energy recovery system, namely, a motor applies reverse torque to generate power in the processes of sliding and braking of the automobile, and kinetic energy is converted into electric energy to be charged into a battery so as to recover the kinetic energy in the processes of sliding and braking.
At present, when an electric vehicle performs negative torque control, the opening of a Brake pedal of a driver is mainly considered to control the negative torque of a motor, however, when the vehicle travels through a bumpy road condition, if the load condition of the vehicle suddenly changes, for example, when the vehicle travels through a bumpy road such as a deceleration strip, if the negative torque control of the motor is still performed according to a normal condition, wheels may have a locking tendency in the moment under the influence of the negative torque overlapping road condition, and the like, and then a Brake anti-lock System (ABS) is triggered by mistake, and the negative torque is cleared after the ABS is triggered by mistake, so that the change range of the actual execution torque is increased, and the running smoothness and the driving safety of the vehicle during kinetic energy recovery are reduced.
Disclosure of Invention
Therefore, the energy recovery negative torque control method, the energy recovery negative torque control device, the computer equipment and the storage medium are provided, and the problem that the optimization level of the actual execution torque is not high in the bumpy road condition in the prior art is solved.
In one aspect, a method for controlling energy recovery negative torque is provided, comprising:
determining that the working condition is a preset working condition;
determining a torque coefficient according to the change rate of the motor rotating speed and the theoretical vehicle speed;
determining an execution torque value according to the torque coefficient, and performing energy recovery in response to the execution torque value;
and the change rate of the motor rotating speed and the theoretical vehicle speed are obtained through the motor rotating speed.
In one embodiment, the determining is at a preset operating condition, including:
obtaining a first judgment result according to the motor rotating speed change rate and the motor rotating speed change rate threshold value;
obtaining a second judgment result according to the motor rotating speed change time corresponding to the motor rotating speed change rate and a motor rotating speed change time threshold;
when the first judgment result and the second judgment result both meet the preset condition, determining that the working condition is the preset working condition;
and the threshold value of the change rate of the motor rotating speed and the threshold value of the change time of the motor rotating speed are dynamic values.
In one embodiment, when both the first determination result and the second determination result satisfy the preset condition, determining that the vehicle is in a preset working condition, including;
and when the first judgment result is that the amplitude of the change rate of the motor rotating speed is larger than the amplitude of the threshold value of the change rate of the motor rotating speed, and the second judgment result is that the change time of the motor rotating speed is smaller than the threshold value of the change time of the motor rotating speed, the first judgment result and the second judgment result both meet the preset condition.
In one embodiment, the torque coefficient is determined mathematically as follows:
wherein i is the torque coefficient, a m Is the rate of change of the motor speed, v m In order to be the theoretical vehicle speed,
is a preset first factor coefficient.
In one embodiment, the motor speed change rate threshold is obtained by looking up a table from a preset first association table according to the theoretical vehicle speed;
in the first correlation table, the amplitude of the threshold value of the rate of change of the motor rotation speed is positively correlated with the theoretical vehicle speed.
In one embodiment, the motor speed change time threshold is obtained by looking up a table from a preset second association table according to the theoretical vehicle speed and the motor speed change rate, wherein in the second association table, the motor speed change time threshold is negatively related to the vehicle speed and the amplitude of the motor speed change rate.
In one embodiment, said determining an implement torque value from said torque coefficient and recovering energy in response to said implement torque value further comprises:
and performing low-pass filtering on the execution torque value to be used as an actual value.
In another aspect, there is provided an energy recovery negative torque control apparatus, the apparatus comprising:
the working condition determining module is used for determining that the working condition is a preset working condition;
the torque coefficient determining module is used for determining a torque coefficient according to the change rate of the rotating speed of the motor and the theoretical vehicle speed;
the torque determination module is used for determining an execution torque value according to the torque coefficient and responding to the execution torque value to perform energy recovery;
and obtaining the change rate of the rotating speed of the motor and the theoretical vehicle speed through the rotating speed of the motor.
In an aspect, a computer device is provided, comprising a memory, a processor and a computer program stored on the memory and executable on the processor, the processor implementing the steps of the method when executing the computer program.
A computer-readable storage medium is also provided, on which a computer program is stored which, when being executed by a processor, carries out the steps of the method.
According to the energy recovery negative torque control method, the device, the computer equipment and the storage medium, firstly, the vehicle is determined to be in a preset working condition, and then the energy recovery negative torque is controlled and adjusted, and the torque coefficient for adjusting the negative torque is determined according to the change rate of the rotating speed of the motor and the theoretical vehicle speed, wherein the change rate of the rotating speed of the motor can reflect the influence of the road condition on the vehicle, the torque coefficient of the energy recovery negative torque is comprehensively determined by combining the current theoretical vehicle speed of the vehicle, the current road condition situation is better met, the wheel locking caused by the superposition influence of the energy recovery negative torque and the load working condition is avoided, and further the negative torque zero clearing caused by the false triggering of an ABS system is avoided.
Drawings
FIG. 1 is a schematic flow diagram of an energy recovery negative torque control method according to one embodiment;
FIG. 2 is a schematic flow chart illustrating a process for determining a predetermined operating condition according to an embodiment;
FIG. 3 is a block diagram of an energy recovery negative torque control device according to one embodiment;
FIG. 4 is a diagram illustrating an internal structure of a computer device according to an embodiment.
Detailed Description
In order to make the objects, technical solutions and advantages of the present application more apparent, the present application is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application.
The electric automobile driving motor can realize the driving and power generation functions, and the motor energy recovery technology is to convert the braking or sliding inertia energy of the automobile into electric energy to charge the battery, so that the energy consumption of the whole automobile can be reduced to increase the endurance mileage of the automobile. Theoretically, the larger the energy recovery negative torque is, the more the recovered electric energy is, but the too large feedback torque brings certain influence on the driving performance and safety of the whole vehicle under special working conditions, for example, when the vehicle slides through a deceleration strip, the inertia energy loss of the vehicle and the overlarge negative torque cause the instantaneous locking trend of wheels, further cause the false triggering of an ABS system of the vehicle, the negative torque is rapidly cleared after the ABS is falsely triggered, the clear change of the negative torque is too fast to cause the obvious forward fleeing feeling of the vehicle, and the uncomfortable feeling similar to the sudden acceleration of the vehicle is easily caused. It is therefore highly desirable to design an energy recovery negative torque control strategy that faces complex road conditions.
The energy recovery negative torque control method can be applied to bumpy road conditions such as deceleration strips, and the problem that when a vehicle passes through the deceleration strips in a braking process or a sliding process, ABS false triggering is caused due to the fact that wheels with overlarge negative torque have a locking trend, and therefore the negative torque of a motor is cleared rapidly to cause sudden forward running of the vehicle is avoided.
As shown in fig. 1, the present application provides a method for controlling an energy recovery negative torque, comprising:
The preset working condition comprises a bumpy road condition of a deceleration strip and a similar deceleration strip, and when the whole vehicle control system judges that the vehicle runs to the preset road condition in a sliding state, the energy recovery negative torque can be adjusted.
And 102, determining a torque coefficient according to the change rate of the rotating speed of the motor and the theoretical vehicle speed.
The torque coefficient can be a limiting coefficient set by a design developer for a specific road condition of the speed bump. The actual calibration can be carried out according to the change rate of the motor rotating speed and the theoretical vehicle speed.
And 103, determining an execution torque value according to the torque coefficient, and performing energy recovery in response to the execution torque value.
It is to be understood that, in this case, the motor speed change rate and the theoretical vehicle speed are both obtained from the motor speed, which may be obtained by an existing sensor.
Illustratively, the motor speed is a continuous function curve with respect to time, and the motor speed change rate is obtained by differentiating the time:
in the formula, a m Is the rate of change of the motor speed, n m The motor speed is shown, and t is time.
It can be understood that, during braking and coasting of the vehicle, the vehicle is continuously decelerating, so the calculated motor speed change rate is a negative value, and the amplitude thereof reflects the influence of the road condition on the vehicle speed, for example, when passing through a deceleration strip or a bumpy road, the amplitude of the motor speed change rate is increased sharply.
On the other hand, the theoretical vehicle speed is obtained based on the motor rotating speed calculation:
in the formula: v. of m Is a theoretical vehicle speed (unit: km/h), n, calculated based on the motor speed m Is the motor speed (unit: rpm), i is the speed ratio, and r is the wheel radius (unit: m).
According to the control method of the energy recovery negative torque, when the fact that the vehicle enters a preset working condition, namely a speed bump road condition, is determined, the energy recovery negative torque can be adjusted, the phenomenon that wheels are locked due to the overlapping influence of the energy recovery negative torque and a load working condition is avoided, and therefore negative torque zero clearing caused by mistakenly triggering of an ABS system is avoided; and the torque coefficient for adjustment is determined according to the motor rotating speed change rate corresponding to the current working condition and the theoretical vehicle speed of the current vehicle, so that the actual requirement is met.
In one embodiment, determining that the vehicle is in the preset operating condition, as shown in FIG. 2, comprises:
under the same theoretical speed, the corresponding motor rotating speed change rate threshold values are the same, the motor rotating speed change rates obtained by calculation when the wheels pass through different deceleration strip road conditions are different, and in contrast, | a m The greater the |, the greater the influence of the deceleration strip on the vehicle speed is, the more easily the vehicle is locked, and therefore, the risk of locking of the wheel can be reflected by a first judgment result obtained by comparing the motor rotating speed change rate with the motor rotating speed change rate threshold value.
And 202, obtaining a second judgment result according to the motor rotating speed change time corresponding to the motor rotating speed change rate and a motor rotating speed change time threshold.
It is understood that a table of correspondence between the range value of the motor rotation speed change rate and the time may be established, and the timing is started when the current real-time motor rotation speed change rate enters the range, and is ended when the real-time motor rotation speed change rate exits the range.
The change time of the motor rotating speed can show whether the road surface is fluctuated or not, for example, when a vehicle slides to a flat road surface, the change rate of the motor rotating speed is relatively stable, and the corresponding change time of the motor rotating speed is longer; when the road surface fluctuates, the rotating speed of the motor changes violently, and the rotating speed change time of the motor corresponding to the rotating speed change rate of each motor is short.
It can be understood that the time for the vehicle to pass through the speed bump is related to the theoretical vehicle speed and the undulation height of the speed bump, and the faster the theoretical vehicle speed is, the shorter the time is; the lower the fluctuating height is, the shorter the time is, the motor speed change time threshold is calibrated according to the theoretical vehicle speed and the motor speed change rate, and when the motor speed change time is closer to the motor speed change time threshold, the more likely the vehicle is to pass through the deceleration strip. Therefore, the second determination result obtained based on the motor speed change time and the motor speed change time threshold may reflect the possibility that the vehicle is passing through the speed bump.
And when the first judgment result and the second judgment result both meet the preset condition, determining that the working condition is the preset working condition.
The preset condition may be a threshold condition or a range value condition for the first determination result or the second determination result.
Illustratively, the vehicle control system may perform single-factor judgment according to a first judgment result or a second judgment result, where the first judgment result and the second judgment result may be a ratio of corresponding quantities, and when the first judgment result representing the risk of wheel locking enters a preset range, it is determined that the energy recovery negative torque is adjusted to avoid wheel locking; or when the second judgment result enters the preset range, determining that the torque coefficient is adjusted to the energy recovery negative torque when the vehicle is judged to enter the deceleration strip section. Of course, the determination may be performed by combining the two determination results.
The motor speed change rate threshold and the motor speed change time threshold are dynamic values, the motor speed change rate threshold is a negative value and is related to a theoretical vehicle speed, and the higher the vehicle speed is, the larger the amplitude of the motor speed change rate threshold is.
The action principle of the energy recovery negative torque control method of the application will be described below when a vehicle slides through a single deceleration strip, and the vehicle energy recovery negative torque acts on a rear axle of the vehicle.
In the initial stage, the vehicle slides with negative torque with larger amplitude, the energy recovery effect is better, when the front wheels contact the deceleration strip, the kinetic energy of the vehicle is lost, the rotating speed of the motor is reduced, the amplitude of the change rate of the rotating speed of the motor obtained by calculation is far larger than the change rate of the rotating speed of the motor when the vehicle slides normally, and the change rate of the rotating speed of the motor is compared with a threshold value of the change rate of the rotating speed of the motor calibrated according to the theoretical vehicle speed, so that the vehicle is judged to have a certain risk of wheel locking; meanwhile, the change time of the rotating speed of the motor is very close to the threshold value of the change time of the rotating speed of the motor, which is used for judging the road condition of the deceleration strip and is calibrated according to the theoretical vehicle speed and the change rate of the rotating speed of the motor, a vehicle control system integrates the change rate of the rotating speed of the motor and the change time of the rotating speed of the motor to judge the road condition that the vehicle passes through the deceleration strip or a similar deceleration strip, and then the energy recovery negative torque of the vehicle is subjected to restrictive adjustment, so that the rear wheel is prevented from being locked when passing through the deceleration strip, and the ABS is triggered by mistake.
In one embodiment, the first judgment result and the second judgment result are combined for judgment so as to determine that the vehicle is in a preset working condition, including;
and when the first judgment result is that the amplitude of the change rate of the motor rotating speed is larger than the amplitude of the threshold value of the change rate of the motor rotating speed, and the second judgment result is that the change time of the motor rotating speed is smaller than the threshold value of the change time of the motor rotating speed, the first judgment result and the second judgment result both meet the preset condition.
It can be understood that the amplitude of the current motor rotation speed change rate exceeds the amplitude of the change rate threshold, the road condition causes great deceleration influence on the vehicle, and meanwhile, the motor rotation speed change time is lower than the motor rotation speed change time threshold, which indicates that the vehicle is passing through an undulating road section and is very likely to be a deceleration strip road section, and the two comprehensively judge that the current vehicle is passing through the deceleration strip road condition, and the energy recovery negative torque needs to be adjusted.
In one embodiment, the torque coefficient is determined mathematically as follows:
wherein i is the torque coefficient, a m Is the rate of change of the rotational speed of the motor,
is a preset first factor coefficient.
It will be appreciated that, in general,
the torque coefficient is in negative correlation with the motor rotating speed change rate of the motor and the theoretical vehicle speed, namely: when the motor speed of the motor changes at a rate a m At a certain time, the theoretical vehicle speed v m The higher the torque coefficient i is; when the theoretical vehicle speed v m At a certain time, the rate of change a of the motor speed m The higher the amplitude of (d), the smaller the torque coefficient i.
The torque coefficient i has the value range as follows: 0 to 1.
The torque coefficient is dynamically adjusted in real time according to the current theoretical speed and the current motor rotating speed change rate of the motor, and the method can be suitable for scenes of different rough road conditions and different vehicle conditions.
In one embodiment, the motor speed change rate threshold is obtained by looking up a table from a preset first association table according to the theoretical vehicle speed;
in the first correlation table, the amplitude of the threshold value of the rate of change of the motor rotation speed is positively correlated with the theoretical vehicle speed.
In the real vehicle testing process, a first association table about a change rate threshold value and a theoretical vehicle speed is established through limited experiments, in the first association table, the amplitude of the motor rotating speed change rate threshold value is in positive correlation with the theoretical vehicle speed, the higher the theoretical vehicle speed is, the smaller the motor rotating speed change rate is (the larger the amplitude is), and a vehicle control system improves the judgment standard of a first judgment result; the lower the theoretical vehicle speed is, the larger the change rate of the motor rotating speed is (the smaller the amplitude is), the judgment standard of the first judgment result is reduced, and under the condition of different theoretical vehicle speeds, different judgment standards are adopted, so that dynamic regulation and control are realized, and the possibility of misjudgment is reduced.
In one embodiment, the motor speed change time threshold can also be obtained by looking up a table, and a second association table about the theoretical vehicle speed and the motor speed change rate and the motor speed change time threshold is established by a limited number of experiments in the real vehicle testing process of the vehicle, wherein in the second association table, the motor speed change time threshold is negatively related to the theoretical vehicle speed and is negatively related to the amplitude of the motor speed change rate, namely when the motor speed change rate is constant, the higher the theoretical vehicle speed is, the smaller the motor speed change time threshold is; when the theoretical vehicle speed is fixed, the larger the change rate of the motor rotating speed is, the smaller the change time threshold of the motor rotating speed is.
In one embodiment, the motor speed change rate threshold value is obtained by establishing a fitting relation between the motor speed change rate threshold value and a theoretical vehicle speed, between the motor speed change time threshold value and the theoretical vehicle speed, and between the motor speed change rate threshold value and the theoretical vehicle speed.
For example, the following fitting relation is adopted between the motor speed change rate threshold and the theoretical vehicle speed:
wherein the content of the first and second substances,
and the coefficient is the second factor coefficient, and can be calibrated through real vehicles.
In one embodiment, said determining an implementation torque value from said torque coefficient comprises using the mathematical expression:
T q ＝T o ·i
wherein, T q To implement the torque value, T o Is the known torque to be adjusted.
The known torque to be adjusted can be calculated in a known mode based on signals of the energy recovery intensity, the theoretical vehicle speed, the opening degree of an accelerator pedal, the opening degree of a brake pedal, the gear state and the like of the current vehicle.
In another embodiment, the motor control unit MCU controls the motor torque to reduce the amplitude of the energy recovery negative torque, and outputs the actual execution torque value after filtering through a low-pass filtering algorithm, so as to improve the driving stability of the vehicle passing through a special road surface such as a deceleration strip, and make the torque of the whole vehicle appear smoother.
The low-pass filtering algorithm is as follows:
y(t)＝K·u(t)+(1-K)·y(t-1)
in the formula: k is a filter coefficient, u (t) is a sampling value at this time, y (t-1) is a filtering output value of a previous period, and y (t) is an output value after the filtering at this time.
The application provides a control method of energy recuperation negative torque, road conditions that the vehicle passed through are judged in real time according to motor speed change rate and motor speed change time, and according to the judged result, when the vehicle passes through the deceleration strip road conditions, carry out dynamic adjustment to energy recuperation negative torque, avoid the vehicle to take place the wheel locking, lead to ABS frequent spurious triggering, the recovery moment of torsion zero clearing after the ABS function is started, the violent change of actual execution moment of torsion aggravation, scurry before the vehicle appears, influence and drive experience and driving safety.
It should be understood that although the various steps in the flow charts of fig. 1-2 are shown in order as indicated by the arrows, the steps are not necessarily performed in order as indicated by the arrows. The steps are not performed in the exact order shown and described, and may be performed in other orders, unless explicitly stated otherwise. Moreover, at least some of the steps in fig. 1-2 may include multiple sub-steps or multiple stages that are not necessarily performed at the same time, but may be performed at different times, and the order of performance of the sub-steps or stages is not necessarily sequential, but may be performed in turn or alternating with other steps or at least some of the sub-steps or stages of other steps.
In one embodiment, as shown in FIG. 3, there is provided an energy recovery negative torque control device, the device comprising:
the working condition determining module is used for determining that the working condition is a preset working condition;
the torque coefficient determining module is used for determining a torque coefficient according to the change rate of the rotating speed of the motor and the theoretical vehicle speed;
the torque determining module is used for determining an execution torque value according to the torque coefficient and performing energy recovery in response to the execution torque value;
and obtaining the change rate of the rotating speed of the motor and the theoretical vehicle speed through the rotating speed of the motor.
According to the control device for the energy recovery negative torque, when the fact that the vehicle enters a preset working condition, namely a speed bump road condition, is determined, the energy recovery negative torque can be adjusted, wheel locking caused by the superposition influence of the energy recovery negative torque and a load working condition is avoided, and then negative torque zero clearing caused by mistakenly triggering an ABS system is avoided; and the torque coefficient for adjustment is determined according to the motor rotating speed change rate corresponding to the current working condition and the theoretical vehicle speed of the current vehicle, so that the actual requirement is better met.
In one embodiment, the operating condition determining module includes a first determining unit and a second determining unit, the first determining unit is configured to obtain a first determining result according to the motor speed change rate and a motor speed change rate threshold, the second determining unit is configured to obtain a second determining result according to a motor speed change time corresponding to the motor speed change rate and a motor speed change time threshold, and when both the first determining result and the second determining result satisfy a preset condition, it is determined that the operating condition is the preset operating condition.
In one embodiment, the torque coefficient determining module is used for determining the torque coefficient according to the following mathematical expression after determining that the working condition is preset;
the torque coefficient is in negative correlation with the motor rotating speed change rate of the motor and the theoretical vehicle speed, namely: when the motor speed of the motor changes at a rate a m At a certain time, the theoretical vehicle speed v m The higher the torque coefficient i is, the smaller the torque coefficient i is; when the theoretical vehicle speed v m At a certain time, the motor speed change rate a of the motor m The higher the amplitude of (c), the smaller the torque coefficient i.
In one embodiment, the torque determination module further comprises a low pass filtering step for the execution torque value before performing energy recovery, and a first order low pass filtering is adopted to make the torque of the whole vehicle appear smoother.
In one embodiment, the theoretical vehicle speed is obtained from the motor speed in combination with a known calculation factor, a wheel parameter, wherein the calculation factor is a fixed value for a known parameter such as a transmission ratio.
In one embodiment, the motor speed change rate threshold and the motor speed change time threshold are obtained by looking up a table, the corresponding motor speed change rate threshold is obtained by looking up the table by using a theoretical vehicle speed as an output parameter through a preset first association table, and the corresponding motor speed change time threshold is obtained by looking up the table by using the theoretical vehicle speed and the motor speed change rate as outputs through a preset second association table.
The specific limitations of the control device for the energy recovery negative torque can be referred to the limitations of the control method for the energy recovery negative torque, and will not be described herein. The various modules in the energy recovery negative torque control device described above may be implemented in whole or in part by software, hardware, and combinations thereof. The modules can be embedded in a hardware form or independent of a processor in the computer device, and can also be stored in a memory in the computer device in a software form, so that the processor can call and execute operations corresponding to the modules.
In one embodiment, a computer device is provided, which may be a terminal, and its internal structure diagram may be as shown in fig. 4. The computer device includes a processor, a memory, a network interface, a display screen, and an input device connected by a system bus. Wherein the processor of the computer device is configured to provide computing and control capabilities. The memory of the computer device comprises a nonvolatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of an operating system and computer programs in the non-volatile storage medium. The network interface of the computer device is used for communicating with an external terminal through a network connection. The computer program is executed by a processor to implement a method of controlling energy recovery negative torque. The display screen of the computer equipment can be a liquid crystal display screen or an electronic ink display screen, and the input device of the computer equipment can be a touch layer covered on the display screen, a key, a track ball or a touch pad arranged on the shell of the computer equipment, an external keyboard, a touch pad or a mouse and the like.
Those skilled in the art will appreciate that the architecture shown in fig. 4 is merely a block diagram of some of the structures associated with the disclosed aspects and is not intended to limit the computing devices to which the disclosed aspects apply, as particular computing devices may include more or less components than those shown, or may combine certain components, or have a different arrangement of components.
In one embodiment, there is provided a computer device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, the processor implementing the following steps when executing the computer program:
and step A, determining that the vehicle is in a preset working condition.
And B, determining a torque coefficient according to the change rate of the motor rotating speed and the theoretical vehicle speed.
Wherein the torque coefficient can be obtained according to the following mathematical expression:
wherein i is a torque coefficient, v m In order to be the theoretical vehicle speed,
is a preset first factor coefficient.
Step C, determining an execution torque value according to the torque coefficient, and responding to the execution torque value to recover energy; and the change rate of the motor rotating speed and the theoretical vehicle speed are obtained through the motor rotating speed.
It is understood that the execution torque value is obtained according to the mathematical expression:
T q ＝T o ·i
and, in some embodiments, prior to energy recovery in response to said execution torque value, further comprising the step of low pass filtering the execution torque value.
The computer equipment is used for controlling the energy recovery negative torque of the vehicle, and can adjust the energy recovery negative torque when the vehicle is determined to enter a preset working condition, namely a deceleration strip road condition, so that the locking of wheels caused by the superposition influence of the energy recovery negative torque and a load working condition is avoided, and further the zero clearing of the negative torque caused by the false triggering of an ABS system is avoided; and the torque coefficient for adjustment is determined according to the motor rotating speed change rate corresponding to the current working condition and the theoretical vehicle speed of the current vehicle, so that the actual requirement is better met.
In one embodiment, a computer-readable storage medium is provided, having a computer program stored thereon, which when executed by a processor, performs the steps of:
and step A, determining that the vehicle is in a preset working condition.
And B, determining a torque coefficient according to the change rate of the motor rotating speed and the theoretical vehicle speed.
Wherein the torque coefficient can be obtained according to the following mathematical expression:
wherein i is a torque coefficient, v m In order to be the theoretical vehicle speed,
is a preset first factor coefficient.
Step C, determining an execution torque value according to the torque coefficient, and performing energy recovery in response to the execution torque value; and the change rate of the motor rotating speed and the theoretical vehicle speed are obtained through the motor rotating speed.
It will be understood by those skilled in the art that all or part of the processes of the methods of the embodiments described above can be implemented by hardware instructions of a computer program, which can be stored in a non-volatile computer-readable storage medium, and when executed, can include the processes of the embodiments of the methods described above. Any reference to memory, storage, database, or other medium used in the embodiments provided herein may include non-volatile and/or volatile memory, among others. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically Programmable ROM (EPROM), electrically Erasable Programmable ROM (EEPROM), or flash memory. Volatile memory can include Random Access Memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms such as Static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double Data Rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous Link DRAM (SLDRAM), rambus (Rambus) direct RAM (RDRAM), direct Rambus Dynamic RAM (DRDRAM), and Rambus Dynamic RAM (RDRAM), among others.
The technical features of the above embodiments can be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the above embodiments are not described, but should be considered as the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above-mentioned embodiments only express several embodiments of the present application, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present patent shall be subject to the appended claims.
Claims (10)
1. A method of controlling energy recovery negative torque, comprising:
determining that the working condition is a preset working condition;
determining a torque coefficient according to the change rate of the motor rotating speed and the theoretical vehicle speed;
determining an execution torque value according to the torque coefficient, and performing energy recovery in response to the execution torque value;
and the change rate of the motor rotating speed and the theoretical vehicle speed are obtained through the motor rotating speed.
2. The method of claim 1, wherein said determining that the vehicle is in a predetermined condition comprises:
obtaining a first judgment result according to the motor rotating speed change rate and the motor rotating speed change rate threshold;
obtaining a second judgment result according to the motor rotating speed change time corresponding to the motor rotating speed change rate and a motor rotating speed change time threshold;
when the first judgment result and the second judgment result both meet the preset condition, determining that the working condition is the preset working condition;
and the threshold value of the change rate of the motor rotating speed and the threshold value of the change time of the motor rotating speed are dynamic values.
3. The method for controlling the energy recovery negative torque according to claim 2, wherein when both the first judgment result and the second judgment result satisfy the preset condition, the method is determined to be in a preset working condition, including;
and when the first judgment result is that the amplitude of the change rate of the motor rotating speed is larger than the amplitude of the threshold value of the change rate of the motor rotating speed, and the second judgment result is that the change time of the motor rotating speed is smaller than the threshold value of the change time of the motor rotating speed, the first judgment result and the second judgment result both meet the preset condition.
4. A method of controlling energy recovery negative torque according to claim 1, wherein said torque coefficient is determined according to the mathematical expression:
wherein i is the torque coefficient, a m Rate of change of motor speed, v m In order to be the theoretical vehicle speed,
is a preset first factor coefficient.
5. A method of controlling energy recovery negative torque according to claim 2, wherein:
the motor rotating speed change rate threshold is obtained by looking up a table from a preset first association table according to the theoretical vehicle speed;
in the first correlation table, the amplitude of the threshold value of the rate of change of the motor rotation speed is positively correlated with the theoretical vehicle speed.
6. A method of controlling energy recovery negative torque according to claim 2, wherein:
and the motor rotating speed change time threshold is obtained by looking up a table from a preset second association table according to the theoretical vehicle speed and the motor rotating speed change rate, wherein in the second association table, the motor rotating speed change time threshold is negatively related to the vehicle speed and the amplitude of the motor rotating speed change rate.
7. A method of controlling energy recovery negative torque according to any of claims 1-6, wherein said determining an execution torque value from said torque coefficient and recovering energy in response to said execution torque value, further comprises:
and performing low-pass filtering on the execution torque value to be used as an actual value.
8. An energy recovery negative torque control device, comprising:
the working condition determining module is used for determining that the working condition is a preset working condition;
the torque coefficient determining module is used for determining a torque coefficient according to the change rate of the rotating speed of the motor and the theoretical vehicle speed;
the torque determining module is used for determining an execution torque value according to the torque coefficient and performing energy recovery in response to the execution torque value;
and the change rate of the motor rotating speed and the theoretical vehicle speed are obtained through the motor rotating speed.
9. A computer arrangement comprising a memory, a processor and a computer program stored on the memory and executable on the processor, characterized in that the processor implements the steps of the method according to any of claims 1 to 7 when executing the computer program.
10. A computer-readable storage medium, on which a computer program is stored which, when being executed by a processor, carries out the steps of the method according to any one of claims 1 to 7.
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| CN116039401A (en) * | 2023-04-03 | 2023-05-02 | 成都赛力斯科技有限公司 | Torque switching method and system of driving motor |
| CN116176297A (en) * | 2023-04-03 | 2023-05-30 | 成都赛力斯科技有限公司 | Torque zero crossing control method and device for new energy automobile and new energy automobile |
| CN116039401B (en) * | 2023-04-03 | 2023-06-13 | 成都赛力斯科技有限公司 | Torque switching method and system of driving motor |
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