CN116985639A - Motor anti-slip control strategy for electric automobile - Google Patents
Motor anti-slip control strategy for electric automobile Download PDFInfo
- Publication number
- CN116985639A CN116985639A CN202310561166.XA CN202310561166A CN116985639A CN 116985639 A CN116985639 A CN 116985639A CN 202310561166 A CN202310561166 A CN 202310561166A CN 116985639 A CN116985639 A CN 116985639A
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- Prior art keywords
- gear
- slip
- rotating speed
- motor
- control strategy
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- 238000011217 control strategy Methods 0.000 title claims abstract description 16
- 230000001960 triggered effect Effects 0.000 claims abstract description 16
- 208000034656 Contusions Diseases 0.000 abstract description 2
- 230000009519 contusion Effects 0.000 abstract description 2
- 238000000034 method Methods 0.000 description 5
- 238000010586 diagram Methods 0.000 description 2
- 230000002265 prevention Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000036461 convulsion Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
- B60L15/2018—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking for braking on a slope
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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
- B60L2240/48—Drive Train control parameters related to transmissions
-
- 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
- B60L2240/60—Navigation input
- B60L2240/64—Road conditions
- B60L2240/642—Slope of road
Abstract
The application relates to a motor anti-slip control strategy for an electric automobile, which is characterized in that whether a motor anti-slip function is started or not is judged, after the motor anti-slip function is met and the motor anti-slip control strategy is started, the current gear is judged to be a processed D gear or an R gear for respective control, if the current gear is the D gear, whether the anti-slip rotating speed is smaller than a set negative rotating speed is judged, if the current gear is the D gear, the PI adjusting rotating speed is 0, if the current gear is the D gear, whether the anti-slip rotating speed is larger than a set positive rotating speed is judged, if the current gear is the R gear, the PI adjusting rotating speed is 0. According to the technical scheme, during conventional gear switching, the anti-slip control is not triggered, and only during gear R, the rotating speed is greater than the set positive rotating speed, the anti-slip control can be triggered, so that the problem that during the working condition of rapid gear shifting and warehouse shifting, namely, a vehicle is not stopped stably, the gear D is switched into the gear R is solved; or when the R gear is cut into the D gear, false triggering phenomenon can be caused, and the problem of vehicle contusion and impact can be caused.
Description
Technical Field
The application belongs to the technical field of electric automobile control, and particularly relates to a motor anti-slip control strategy for an electric automobile.
Background
When an electric automobile starts on a slope, a phenomenon that the running direction of the whole automobile is inconsistent with a driving gear can occur in the process from releasing a brake pedal to stepping on an accelerator pedal by a driver. In the driving process on the ramp, if the depth of the accelerator pedal stepped on by the driver is insufficient, the phenomenon that the vehicle speed gradually drops to 0 and then slides backward can occur to the whole vehicle. In order to prevent the reverse sliding phenomenon of the electric vehicle during hill start and running, a sliding prevention function is added in a whole vehicle control strategy and a motor control strategy.
The anti-sliding function can ensure that the reverse sliding distance is smaller than a certain value when the whole vehicle starts on the vehicle. When the power is insufficient in the ramp running process, the speed of the whole vehicle can be slowly reduced to 0, and then the speed of 0 is kept, so that the whole vehicle can not slip reversely.
The anti-slip function in the prior art is to detect whether the anti-slip condition is satisfied when the vehicle is running, judge 1) the gear of the system, 2) the braking state, 3) the current rotation speed of the motor, and judge whether to enter the anti-slip mode according to the above 3 conditions, as shown in fig. 1.
Triggering condition 1: and the system is in gear D, the rotating speed is less than or equal to a certain negative rotating speed, braking is invalid, the motor is triggered to prevent sliding, and the PI adjusts the torque of the motor to enable the rotating speed to be 0rpm.
Triggering condition 2: and the system gear R is at least equal to a certain positive rotation speed, the braking is invalid, the motor is triggered to prevent sliding, and the PI adjusts the motor torque to enable the rotation speed to be 0rpm.
VCU typically allows low speed shifts, i.e. when the speed is below 300rpm, allowing the D-range to be switched to the R-range, and also allowing the R-range to be switched to the D-range; the anti-slip strategy can cause false triggering phenomenon and lead to vehicle setbacks when the vehicle is in a rapid gear shifting and warehouse moving working condition (namely, the vehicle is cut into R gear from D gear without stopping stably or cut into D gear from R gear).
For example: assuming that the vehicle is currently in D gear running, when the rotating speed is 240rpm, after the brake is stepped on to cut the R gear, the rotating speed is still 200rpm, then the R gear is triggered to prevent sliding, the motor is triggered to carry out PI adjustment torque after the R gear is triggered to enable the target rotating speed to be 0rpm, if the accelerator is stepped on at the moment, the motor is suddenly changed, and the problems of vehicle jerk and impact are caused. Causing customer complaints.
Disclosure of Invention
The application aims to provide a motor anti-slip control strategy for an electric automobile, which is optimized on the basis of the existing VCU gear shifting strategy and solves the problems of whole automobile setbacks and impacts caused by the background technology.
In order to achieve the above purpose, the application is realized by the following technical scheme:
a motor anti-slip control strategy for an electric automobile comprises the following steps:
s1, judging whether a motor anti-slip function is started, if so, entering a step S2;
s2, judging the current system gear, if the current system gear is the D gear, entering a step S3, and if the current system gear is the R gear, entering a step S4;
s3, judging whether the D-gear anti-slip slope meets the condition that the entering rotating speed is less than or equal to the set negative rotating speed, if so, judging whether braking is invalid, and if so, adjusting PI to enable the rotating speed to be 0;
s4, judging whether the R gear sliding slope meets the condition that the entering rotating speed is more than or equal to the set positive rotating speed, if yes, judging whether braking is invalid, and if yes, adjusting PI to enable the rotating speed to be 0;
and S5, after the step S3 or the step S4 are finished, judging whether the anti-slip slope stopping or exiting conditions are met, and if so, ending the anti-slip wave control.
Further, if the determination in step S3 or step S4 is no, the process returns to step S1.
Further, in step S3, after the system gear D gear is cut into the system gear R gear, if the rotational speed of the D gear is not less than the limit value of the R gear anti-slip slope triggering rotational speed, the anti-slip slope gear is still maintained as the D gear until the rotational speed satisfies the condition, and the anti-slip slope gear is cut into the R gear.
Further, in step S4, after the system gear R gear is cut into the system gear D gear, if the R gear rotational speed is less than or equal to the D gear anti-slip slope triggering rotational speed limit value, the anti-slip slope gear is still maintained as the R gear until the rotational speed satisfies the condition, and the anti-slip slope gear is cut into the D gear.
Furthermore, when the conventional gear D and gear R are switched, the anti-slip control is not triggered, and only when the gear R is at a rotating speed greater than a set positive rotating speed, the anti-slip control can be triggered.
Compared with the prior art, the beneficial effects of the technical scheme are as follows:
according to the technical scheme, during conventional gear switching, the anti-slip control is not triggered, and only during gear R, the rotating speed is greater than the set positive rotating speed, the anti-slip control can be triggered, so that the problem that during the working condition of rapid gear shifting and warehouse shifting, namely, a vehicle is not stopped stably, the gear D is switched into the gear R is solved; or when the R gear is cut into the D gear, false triggering phenomenon can be caused, and the problem of vehicle contusion and impact can be caused.
Drawings
FIG. 1 is a logic diagram of the current anti-slip control.
FIG. 2 is a logic diagram of the anti-slip control of the present application.
Detailed Description
The following detailed description of the present application is provided by way of example only, and is not to be construed as limiting the scope of the application.
When the motor runs in the whole vehicle, the whole vehicle controller controls the motor to rotate positively and negatively, and the motor is controlled to rotate positively and negatively through positive torque and negative torque. The system gear is mainly applied to additional functions such as trigger condition judgment of a slope slip prevention function, tooth leaning torque judgment and the like for the motor.
According to the technical scheme, in order to solve the problem that the rapid gear shifting is mistakenly triggered to prevent the sliding slope function, the system gear is judged and processed, and the sliding slope function gear is obtained.
The D/R gear anti-slip function is used for triggering the rotating speed condition (limit value) in the anti-slip gear switching logic, so that the anti-slip gear judgment is strictly realized, and the problem of false triggering is solved.
As shown in fig. 2, the application relates to a motor anti-slip control strategy for an electric automobile, which comprises the following steps:
s1, judging whether a motor anti-slip function is started, if so, entering a step S2; the condition of judging whether the motor anti-slip function is started or not according to the technical scheme is that the motor anti-slip function is started by judging that the rotating speed of the electric vehicle reaches a set range.
S2, judging the current system gear, if the current system gear is the D gear, entering a step S3, and if the current system gear is the R gear, entering a step S4.
S3, judging whether the D-gear anti-slip slope meets the condition that the entering rotating speed is less than or equal to the set negative rotating speed, if so, judging whether braking is invalid, and if so, adjusting PI to enable the rotating speed to be 0; specifically, after the system gear D is cut into the system gear R, if the rotation speed of the D is not less than the limit value of the R anti-slip slope triggering rotation speed, the anti-slip slope gear is still maintained as the D until the rotation speed meets the condition, and the anti-slip slope gear is cut into the R gear.
S4, judging whether the R gear sliding slope meets the condition that the entering rotating speed is more than or equal to the set positive rotating speed, if yes, judging whether braking is invalid, and if yes, adjusting PI to enable the rotating speed to be 0; specifically, after the system gear R gear is cut into the system gear D gear, if the rotation speed of the R gear is less than or equal to the limit value of the D gear anti-slip slope triggering rotation speed, the anti-slip slope gear is still maintained as the R gear until the rotation speed meets the condition, and the anti-slip slope gear is cut into the D gear.
And S5, after the step S3 or the step S4 are finished, judging whether the anti-slip slope stopping or exiting conditions are met, and if so, ending the anti-slip wave control.
If the judgment in the step S3 or the step S4 is negative, returning to the step S1, and judging whether the anti-slip function is started again.
By adding the gear control strategy with the anti-slip function, the anti-slip control is not triggered when the conventional gear D and gear R are switched, and the anti-slip control can be triggered only when the gear R is at a rotating speed which is larger than a set positive rotating speed (the anti-slip trigger rotating speed of the gear R).
The technical scheme can effectively solve the problem of false triggering during rapid gear shifting and effectively avoid the problem of pause.
Compared with the prior art, the method solves the problem that false triggering phenomenon is caused when the vehicle is in a fast gear shifting and warehouse moving working condition (namely, the vehicle is cut into R gear from D gear without stopping stably or is cut into D gear from R gear), and the vehicle is in a bump and impact.
While there has been shown and described what are at present considered to be preferred embodiments of the application, it will be understood by those skilled in the art that the foregoing and various other changes and modifications may be made therein without departing from the spirit and scope of the application as defined by the following claims and their equivalents.
Claims (5)
1. The motor anti-slip control strategy for the electric automobile is characterized by comprising the following steps of:
s1, judging whether a motor anti-slip function is started, if so, entering a step S2;
s2, judging the current system gear, if the current system gear is the D gear, entering a step S3, and if the current system gear is the R gear, entering a step S4;
s3, judging whether the D-gear anti-slip slope meets the condition that the entering rotating speed is less than or equal to the set negative rotating speed, if so, judging whether braking is invalid, and if so, adjusting PI to enable the rotating speed to be 0;
s4, judging whether the R gear sliding slope meets the condition that the entering rotating speed is more than or equal to the set positive rotating speed, if yes, judging whether braking is invalid, and if yes, adjusting PI to enable the rotating speed to be 0;
and S5, after the step S3 or the step S4 are finished, judging whether the anti-slip slope stopping or exiting conditions are met, and if so, ending the anti-slip wave control.
2. The motor anti-slip control strategy for an electric vehicle according to claim 1, wherein if the determination in step S3 or step S4 is negative, the flow returns to step S1.
3. The motor anti-slip control strategy for an electric automobile according to claim 1, wherein in the step S3, after the system gear D is cut into the system gear R, if the rotational speed of the D is greater than or equal to the R anti-slip trigger rotational speed limit, the anti-slip gear is still maintained as the D until the rotational speed satisfies the condition, and the anti-slip gear is cut into the R gear.
4. The motor anti-slip control strategy for an electric automobile according to claim 1, wherein in the step S4, after the system gear R is cut into the system gear D, if the R gear rotation speed is less than or equal to the D gear anti-slip trigger rotation speed limit value, the anti-slip gear is still maintained as the R gear until the rotation speed satisfies the condition, and the anti-slip gear is cut into the D gear.
5. The motor anti-slip control strategy for an electric vehicle according to claim 1, wherein the anti-slip control is not triggered when the conventional gear D and gear R are switched, and is triggered only when the gear R is at a rotational speed greater than a set positive rotational speed.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310561166.XA CN116985639A (en) | 2023-05-18 | 2023-05-18 | Motor anti-slip control strategy for electric automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310561166.XA CN116985639A (en) | 2023-05-18 | 2023-05-18 | Motor anti-slip control strategy for electric automobile |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN116985639A true CN116985639A (en) | 2023-11-03 |
Family
ID=88527238
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202310561166.XA Pending CN116985639A (en) | 2023-05-18 | 2023-05-18 | Motor anti-slip control strategy for electric automobile |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN116985639A (en) |
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2023
- 2023-05-18 CN CN202310561166.XA patent/CN116985639A/en active Pending
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