CN117382635A - Vehicle anti-skid control method, system, vehicle and storage medium - Google Patents
Vehicle anti-skid control method, system, vehicle and storage medium Download PDFInfo
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- CN117382635A CN117382635A CN202311490176.5A CN202311490176A CN117382635A CN 117382635 A CN117382635 A CN 117382635A CN 202311490176 A CN202311490176 A CN 202311490176A CN 117382635 A CN117382635 A CN 117382635A
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Classifications
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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
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/18172—Preventing, or responsive to skidding of wheels
-
- 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
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
-
- 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
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
- B60W40/06—Road conditions
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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
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
-
- 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 disclosure provides a vehicle anti-skid control method, a vehicle anti-skid control system, a vehicle and a storage medium, and relates to the technical field of vehicles. The method comprises the following steps: acquiring the actual rotation speed of a motor in a vehicle; determining a target rotating speed of a motor under a current road surface; generating a torque adjusting signal at the current moment according to the rotating speed deviation value at the current moment; when the frequency of the torque adjusting signal at the current moment is greater than or equal to the safety frequency, inputting the rotating speed deviation value at the next moment into a notch filter to obtain a corrected rotating speed deviation value at the next moment; and generating a torque adjusting signal at the next moment according to the corrected rotating speed deviation value at the next moment so as to adjust the actual rotating speed of the motor under the safety frequency, thereby carrying out anti-skid control on the vehicle. According to the scheme provided by the embodiment of the disclosure, the fluctuation in the torque adjusting signal can be eliminated in a self-adaptive manner while the anti-skid control is performed on the vehicle, so that the driving safety and the driving comfort are improved.
Description
Technical Field
The disclosure relates to the technical field of vehicles, and in particular relates to a vehicle anti-skid control method, a system, a vehicle and a storage medium.
Background
When the vehicle runs, the phenomenon that the wheels slip excessively or slip easily occurs when the vehicle enters a low-adhesion road surface, which can cause the stability and the safety of the vehicle to be greatly influenced, and simultaneously influence the acceleration performance and the deceleration braking capability of the vehicle.
In the related art, although the torque of the motor can be controlled by outputting the torque adjustment signal, the vehicle is prevented from slipping to some extent. However, due to elastic deformation of the transmission system of the vehicle, noise and errors caused by the elastic deformation are finally transmitted to the torque adjusting signal, so that fluctuation of torque control is caused, and even high-frequency resonance is caused, driving irregularity is caused, and comfort and safety of the whole vehicle are reduced.
Disclosure of Invention
To overcome the problems in the related art, the present disclosure provides a vehicle anti-skid control method, system, vehicle, and storage medium.
According to a first aspect of an embodiment of the present disclosure, there is provided a vehicle anti-skid control method including:
acquiring the actual rotation speed of a motor in a vehicle;
determining a target rotating speed of a motor under a current road surface, wherein the target rotating speed is the corresponding rotating speed of the motor when the slip rate of wheels of a vehicle under the current road surface reaches the optimal slip rate;
generating a torque adjusting signal at the current moment according to a rotation speed deviation value at the current moment, wherein the rotation speed deviation value is a difference value between the actual rotation speed and the target rotation speed;
when the frequency of the torque adjusting signal at the current moment is greater than or equal to the safety frequency, inputting the rotating speed deviation value at the next moment into a notch filter to obtain a rotating speed deviation value corrected at the next moment, wherein the center frequency of the notch filter is the frequency of the torque adjusting signal at the current moment;
and generating a torque adjusting signal at the next moment according to the corrected rotating speed deviation value at the next moment so as to adjust the actual rotating speed of the motor under the safety frequency, thereby carrying out anti-skid control on the vehicle.
In some embodiments, the method further comprises:
collecting a torque adjusting signal;
calculating the frequency of the torque adjusting signal according to the time length of the interval between adjacent wave peaks in the torque adjusting signal; or calculating the frequency of the torque adjusting signal according to the time length of the interval between the adjacent wave troughs in the torque adjusting signal.
In some embodiments, the notch filter is further configured with a gain factor, the method further comprising:
collecting a torque adjusting signal;
and calculating the gain coefficient of the notch filter according to the difference value between the adjacent wave crests and wave troughs in the torque adjusting signal.
In some embodiments, determining the target rotational speed of the current subsurface motor includes:
acquiring the body speed of a vehicle;
determining the actual slip rate of the vehicle according to the actual rotation speed and the vehicle body speed;
acquiring an adhesion coefficient of vehicle utilization;
determining the optimal slip rate of the wheels of the vehicle under the current road surface according to the actual slip rate and the adhesion coefficient;
and determining the target rotating speed according to the optimal slip rate.
In some embodiments, determining an optimal slip ratio of a wheel of a vehicle with a current road surface based on the actual slip ratio and the utilization of the adhesion coefficient comprises:
comparing the actual slip rate, the utilization adhesion coefficient with the optimal slip rate of a plurality of prestored standard road surfaces and the standard utilization adhesion coefficient, and respectively determining the similarity between each standard road surface and the current road surface;
and according to the similarity between each standard road surface and the current road surface, combining the optimal slip rate of each standard road surface, and determining the optimal slip rate of the wheels of the vehicle under the current road surface.
In some embodiments, after determining the target rotational speed of the motor under the current road surface, the vehicle anti-skid control method further includes:
determining a rotational speed correction amount of the target rotational speed according to a product of a rate of change of an actual torque of the motor and a deformation coefficient of a transmission system of the vehicle;
and determining the corrected target rotating speed of the vehicle according to the target rotating speed and the rotating speed correction amount.
In some embodiments, the torque adjustment signal is used to adjust the actual torque of the motor to a target torque in order to adjust the actual rotational speed to a target rotational speed;
the determination mode of the target torque includes:
according to the rotating speed deviation value, determining the slip state of the vehicle by combining the change rate of the rotating speed deviation value;
determining a torque adjustment amount of the motor according to a slip state of the vehicle;
the minimum value of the sum of the requested torque and the torque adjustment amount of the motor and the requested torque is taken as the target torque.
According to a second aspect of the embodiments of the present disclosure, a computer-readable storage medium has stored thereon a program which, when executed by a processor, implements the vehicle anti-skid control method as in the first aspect.
According to a third aspect of embodiments of the present disclosure, a vehicle anti-skid control system includes: one or more processors configured to implement the vehicle anti-skid control method as in the first aspect.
According to a fourth aspect of an embodiment of the present disclosure, a vehicle includes: the vehicle anti-skid control system of the third aspect.
The technical scheme provided by the embodiment of the disclosure can comprise the following beneficial effects:
according to the vehicle anti-skid control method provided by the embodiment of the disclosure, the torque adjusting signal at the current moment can be generated according to the rotating speed deviation value at the current moment. When the frequency of the torque adjusting signal at the current moment is greater than or equal to the safety frequency, the rotational speed deviation value at the next moment can be input into the notch filter to obtain the rotational speed deviation value corrected at the next moment. And generating a torque adjusting signal at the next moment according to the corrected rotating speed deviation value at the next moment so as to perform anti-skid control on the vehicle under the safety frequency. The center frequency of the notch filter is the frequency of the torque adjusting signal at the current moment, so that the notch filter can eliminate signal fluctuation larger than or equal to the safety frequency, and the frequency of the torque adjusting signal is controlled within a certain range. According to the scheme provided by the embodiment of the disclosure, the fluctuation in the torque adjusting signal can be eliminated in a self-adaptive manner while the anti-skid control is performed on the vehicle, so that the driving safety and the driving comfort are improved.
It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosure.
Drawings
Fig. 1 shows a flow chart of a vehicle anti-skid control method in an embodiment of the present disclosure.
Fig. 2 is a flowchart illustrating a method for calculating a target rotational speed of a motor according to an embodiment of the present disclosure.
Fig. 3 is a flowchart illustrating an optimal slip ratio calculation method according to an embodiment of the disclosure.
Fig. 4 is a flowchart illustrating a method for correcting a target rotational speed of a motor according to an embodiment of the present disclosure.
FIG. 5 illustrates a vehicle slip state graphical representation in an embodiment of the present disclosure.
Fig. 6 shows a schematic structural diagram of a vehicle anti-skid control system in an embodiment of the present disclosure.
Detailed Description
Reference will now be made in detail to exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, the same numbers in different drawings refer to the same or similar elements, unless otherwise indicated. The implementations described in the following exemplary examples are not representative of all implementations consistent with the present disclosure. Rather, they are merely examples of apparatus and methods consistent with some aspects of the present disclosure as detailed in the accompanying claims.
The terminology used in the present disclosure is for the purpose of describing particular embodiments only and is not intended to be limiting of the disclosure. As used in this disclosure and the appended claims, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It should also be understood that the term "and/or" as used herein refers to and encompasses any or all possible combinations of one or more of the associated listed items.
It should be understood that although the terms first, second, third, etc. may be used in this disclosure to describe various information, these information should not be limited to these terms. These terms are only used to distinguish one type of information from another. For example, first information may also be referred to as second information, and similarly, second information may also be referred to as first information, without departing from the scope of the present disclosure. The word "if" as used herein may be interpreted as "at … …" or "at … …" or "responsive to a determination", depending on the context.
First, a vehicle anti-skid control method is provided in an embodiment of the present disclosure, which may be performed by any electronic device.
Specifically, fig. 1 shows a flow chart of a vehicle anti-skid control method in an embodiment of the present disclosure, including the following S110 to S150. As shown in fig. 1, the vehicle anti-skid control method provided in the embodiment of the present disclosure includes the following steps.
S110, acquiring the actual rotation speed of a motor in the vehicle.
It should be noted that, the actual rotation speed of the motor may be obtained through a sensor, which is not described in detail in the embodiment of the present disclosure.
S120, determining the target rotating speed of the motor under the current road surface.
The target rotation speed is a motor rotation speed corresponding to a time when a slip rate of wheels of the vehicle under a current road surface reaches an optimal slip rate. The optimal slip ratio refers to the slip ratio when the vehicle can obtain the optimal braking performance, and the optimal slip ratio of the vehicle under different roads is different.
Illustratively, fig. 2 shows a flowchart of a method for calculating a target rotational speed of a motor in an embodiment of the present disclosure. As shown in fig. 2, the target rotational speed of the motor in the embodiment of the present disclosure may be calculated as follows.
S121, a body speed of the vehicle is acquired.
The vehicle body speed may be calculated by any calculation method in the related art, or may be acquired by installing a sensor in the vehicle.
For example, the vehicle body speed may be calculated in real time based on the speed of the wheels of the vehicle, the acceleration of the vehicle body, and the steering angle of the steering wheel.
S122, determining the actual slip rate of the vehicle according to the actual rotation speed and the vehicle body speed.
The actual slip ratio may indicate a slip degree between the wheels of the vehicle and the current road surface. The magnitude of the slip ratio is used for measuring the slip degree of the wheels of the vehicle and the current road surface, and the larger the slip ratio is, the larger the slip degree of the wheels of the vehicle and the current road surface is, and the smaller the slip ratio is, the smaller the slip degree of the wheels of the vehicle and the current road surface is.
In some embodiments, the actual slip ratio of the vehicle may be determined from the ratio of the actual rotational speed of the motor to the product of the body speed and the gear ratio of the vehicle driveline.
Illustratively, the actual slip ratio λ (t) is represented by the following formula (1):
wherein,
λ (t) is used to represent the actual slip rate of the vehicle;
ω m (t) for indicating the actual rotational speed of the motor;
V b (t) for representing a body speed of the vehicle;
i g for representing a gear ratio of a vehicle driveline;
t is used to denote the time of day.
By this arrangement, the actual slip ratio of the vehicle can be quickly and accurately determined by the above formula (1).
S123, acquiring the utilization adhesion coefficient of the vehicle.
In some embodiments, the vehicle utilization attachment factor is obtained by the ratio of the vehicle's current longitudinal driving force to the vertical load. The use of the adhesion coefficient can be represented by the following formula (2):
wherein,
μ (t) is used to represent the utilization adhesion coefficient of the vehicle;
F z (t) for representing the current vertical loading force of the vehicle;
F x (t) is used to represent the current longitudinal driving force of the vehicle.
In this embodiment, the current vertical load force of the vehicle refers to a force in a vertical direction acting on the wheels of the vehicle, which may also be referred to as wheel stress. It is determined by the weight of the vehicle itself and other wheel parameters. The current longitudinal driving force of the vehicle refers to a force acting in the longitudinal direction of the vehicle for pushing the vehicle forward or suppressing the vehicle from backing. The longitudinal driving force has an important influence on the acceleration, deceleration and traction capabilities of the vehicle.
In this embodiment, F is used z (t) represents the current vertical load force of the vehicle, and F x And (t) represents the current longitudinal driving force of the vehicle. Wherein the longitudinal driving force F x (t) is represented by the following formula (3):
wherein,
F x (t) means for indicating the current longitudinal driving force of the vehicle;
T m for representing an actual torque of the vehicle motor;
J m for representing the moment of inertia of the vehicle motor;
ω m for representing an actual rotational speed of the vehicle motor;
Δt is used to represent a unit time;
for representing the rate of change of the rotational speed of the vehicle motor, i.e. the motor acceleration;
i g for representing a gear ratio of a vehicle driveline;
T f for representing rolling resistance moment of wheels of the vehicle;
J w for representing the moment of inertia of the wheels of the vehicle;
R w for representing the rolling radius of the vehicle wheel.
The adhesion coefficient of the vehicle can be set according to the actual rotation speed omega of the motor of the vehicle m Motor acceleration of vehicle motorRolling resistance moment T of wheels of vehicle f And (5) determining.
And S124, determining the optimal slip rate of the wheels of the vehicle under the current road surface according to the actual slip rate and the adhesion coefficient.
Illustratively, fig. 3 shows a flowchart of an optimal slip ratio calculation method in an embodiment of the disclosure. As shown in fig. 3, the optimal slip ratio of the motor in the embodiment of the present disclosure may be calculated as follows.
S1241, comparing the actual slip ratio, the optimal slip ratio of the utilization adhesion coefficient and the prestored multiple standard road surfaces with the standard utilization adhesion coefficient, and respectively determining the similarity between each standard road surface and the current road surface.
In some embodiments, prior to executing S1241, the actual slip ratio may be determined according to a preset slip ratio threshold to determine whether the vehicle needs slip control.
For example, if the actual slip ratio is less than the preset slip ratio threshold, the current vehicle is considered to be at the optimal slip ratio without slip control of the vehicle. For example, the actual slip rate λ (t) of the current road surface may be small, for example λ (t) <3%, in which case the grip coefficient differentiation under different road surfaces is small, identification is difficult, and slip rate control intervention is not required at this time. That is, when λ (t) <3%, it can be considered that the slip ratio of the current vehicle is already the optimal slip ratio, and the slip control of the vehicle is not required.
If the actual slip rate is greater than or equal to the preset slip rate threshold, the current vehicle is not considered to be at the optimal slip rate, and the optimal slip rate of the vehicle under the current road surface can be determined by executing S1241 to S1242. Illustratively, when the actual slip ratio λ (t) > 3%, the similarity of each standard road surface to the current road surface is determined respectively based on the actual slip ratio of the wheels of the vehicle to the current road surface, the optimal slip ratio using the adhesion coefficient to the plurality of standard road surfaces stored in advance, and the adhesion coefficient.
For example, when the actual slip ratio is obvious, i.e., λ (t) > 3%, the actual slip ratio of the current road surface and the optimal slip ratio of the pre-stored standard road surface using the attachment coefficient may be used to compare, and the weight coefficient between the current road surface and the standard road surface may be calculated, where the weight coefficient is used to represent the similarity between the current road surface and various standard road surfaces.
Wherein the weight coefficient can be represented by the following formula (4):
wherein,
ε i (t) at the current time, comparing the current road surface with the i-th standard road surfaceThe weight coefficient is as follows;
mu (t) is the utilization adhesion coefficient of the current road surface at the current time;
μ i (t) the utilization adhesion coefficient on the ith standard road surface under the input of the actual slip rate under the current road surface at the current time;
i is a type number of a preset standard pavement;
delta is a very small positive number, avoiding zero denominator.
By the arrangement, the similarity between each standard road surface and the current road surface can be respectively determined according to the actual slip rate, the optimal slip rate of the standard road surfaces by using the attachment coefficient and the prestored multiple standard road surfaces and the standard by using the attachment coefficient.
S1242, according to the similarity between each standard road surface and the current road surface, the optimal slip rate of each standard road surface is combined, and the optimal slip rate of the wheels of the vehicle under the current road surface is determined.
In some embodiments, an optimal slip ratio of the vehicle on the current road surface may be determined based on the plurality of weight coefficients calculated above. Wherein the optimal slip ratio can be represented by the following formula (5):
wherein,
λ opt (t) means for indicating an optimal slip ratio of the wheels of the vehicle to the current road surface;
∑ε i (t)λ′ opt (i) The method comprises the steps of (i) representing the sum of products of optimal slip rate of each standard road surface and corresponding weight coefficient of each standard road surface, wherein i is a type serial number of the pre-configured standard road surface;
∑ε i (t) a plurality of weight coefficients representing the current road surface and the standard road surface.
The optimal slip rate of the wheels of the vehicle and the current road surface is determined through the ratio of the sum of products of the optimal slip rate of each standard road surface and the corresponding weight coefficient to the sum of the current road surface and the multiple weight coefficients of the standard road surface, so that the determined optimal slip rate is more accurate.
S125, determining the target rotating speed according to the optimal slip ratio.
In some embodiments, the motor target rotational speed refers to a rotational speed of the motor corresponding to a rotational speed of the wheel when the wheel of the vehicle is in an optimal slip state. Wherein the motor target rotation speed is represented by the following formula (6):
wherein,
for representing a target rotational speed of a motor of the vehicle;
λ opt (t) means for indicating an optimal slip ratio of the wheels of the vehicle to the current road surface;
V b (t) for representing a body speed of the vehicle;
i g for representing the transmission ratio of the transmission system of the vehicle.
Since the power transmission between the motor and the wheels of the vehicle is not completely rigidly coupled, the rotational speed error caused by the elastic deformation of the shafting of the transmission system during the torque loading process needs to be considered, and therefore, the embodiment also provides a motor target rotational speed correction method.
Illustratively, fig. 4 shows a flowchart of a method for correcting a target rotational speed of a motor according to an embodiment of the present disclosure, and as shown in fig. 4, the method for correcting a target rotational speed of a motor according to an embodiment of the present disclosure includes the following steps.
S126, determining a rotating speed correction amount of the target rotating speed according to the product of the change rate of the actual torque of the motor and the deformation coefficient of the transmission system of the vehicle.
In some embodiments, when the target rotation speed of the motor is corrected, the motor torque loading process and the process of maintaining the stable value of the motor torque can be corrected. In the motor torque loading process and the stable output process, the change rate of the actual torque output by the motor is multiplied by the deformation coefficient to be used as the correction quantity of the target rotating speed of the motor. The correction amount of the motor target rotation speed can be expressed by the following expression (7):
wherein,
ω offset (t) a correction amount for indicating a target rotation speed of the motor of the vehicle;
T m (t) for representing an actual torque of the vehicle motor;
LPF(T m (T)) is used to represent the pair T m (t) performing a first order low pass filtering process;
Δt is used to represent the time constant of the first order low pass filtering;
k is used for representing the deformation coefficient of the vehicle transmission system, and the deformation coefficient can be obtained through real vehicle calibration when the vehicle is applied.
S127, determining the corrected target rotating speed of the vehicle according to the target rotating speed and the rotating speed correction amount.
Illustratively, the corrected target rotation speed of the vehicle may be represented by the following expression (8):
that is, the formula (6) and the formula (7) are superimposed.
By the arrangement, the corrected target rotating speed can be determined according to the target rotating speed of the motor and the correction amount of the target rotating speed, so that the obtained target rotating speed of the motor is more accurate.
S130, generating a torque adjusting signal at the current moment according to the rotating speed deviation value at the current moment.
The rotational speed deviation value is a difference between the actual rotational speed and the target rotational speed.
For example, the rotational speed deviation value of the motor may be calculated by the following formula (9):
wherein,
e (t) is used for representing a rotation speed deviation value of the actual rotation speed of the motor and the target rotation speed at the moment t;
ω m (t) for representing an actual rotational speed of the vehicle motor;
for indicating a target rotational speed of the motor of the vehicle.
And calculating to obtain a torque adjusting signal at the current moment according to the rotating speed deviation value at the current moment. The torque adjusting signal is used for carrying target torque corresponding to the target rotating speed. That is, the torque adjustment signal may adjust the actual torque of the motor to the target torque in order to adjust the actual rotational speed to the target rotational speed.
Illustratively, fig. 4 shows a flowchart of a target torque calculation method in an embodiment of the present disclosure, and as shown in fig. 4, the target torque calculation method provided in the embodiment of the present disclosure includes the following steps.
S131, according to the rotating speed deviation value, combining the change rate of the rotating speed deviation value, and determining the slip state of the vehicle.
In some embodiments, the rate of change of the motor rotational speed deviation value is represented by the following formula (10):
wherein,
the change rate of the motor rotation speed deviation value is used for representing the time t;
e (t) is used for representing a rotation speed deviation value of the actual rotation speed of the motor and the target rotation speed at the moment t;
LPF (e (t)) is used to represent the first order low pass filtering of e (t);
Δt is used to represent the time constant of the first order low pass filtering.
So arranged, based on the actually calculated rotational speed deviation value e (t) and the rate of change of the rotational speed deviation valueIt is possible to determine the slip state of the vehicle at the current time t. The specific correspondence between slip state and rotational speed deviation amount and deviation change rate is shown in the following table:
table one: correspondence between slip state and rotational speed deviation value change rate
FIG. 5 illustrates a vehicle slip state graphical representation in an embodiment of the present disclosure.
Referring to fig. 5 and the description of the first embodiment, when the rotational speed deviation value of the motor of the vehicle is greater than 0 and the rate of change of the rotational speed deviation value of the motor is greater than or equal to 0, it may be determined that the slip state between the wheels of the vehicle and the current road surface is a slip aggravated state.
When the rotating speed deviation value of the motor of the vehicle is larger than 0 and the change rate of the rotating speed deviation value of the motor is smaller than 0, the slip state of the wheels of the vehicle and the current road surface is determined to be a slip callback state.
When the rotational speed deviation value of the motor of the vehicle is smaller than 0 and the change rate of the rotational speed deviation value of the motor is larger than 0, the slip state of the wheels of the vehicle and the current road surface is determined to be a slip ascending state.
When the rotational speed deviation value of the motor of the vehicle is smaller than 0 and the change rate of the rotational speed deviation value of the motor is smaller than or equal to 0, determining that the slip state of the wheels of the vehicle and the current road surface is a slip shortage state.
And when the rotational speed deviation value of the motor of the vehicle is equal to 0 and the change rate of the rotational speed deviation value of the motor is an arbitrary value, determining that the slip state of the wheels of the vehicle and the current road surface is the optimal slip state.
S132, determining the torque adjustment quantity of the motor according to the slip state of the vehicle.
In some embodiments, when the actual speed of the motor is greater than the target speed, it is indicative that the vehicle is in an oversized state. At this time, the actual torque of the motor needs to be interfered, so that the actual torque of the motor is reduced to avoid further aggravation of slip, and the stability and safety of the running of the vehicle are affected.
In order to achieve a rapid and stable active anti-slip control effect, the embodiment of the disclosure can adopt a segmented PI control algorithm to call different PI parameters based on different slip states, so that the torque adjustment quantity of the motor can be rapidly and accurately determined.
Illustratively, the torque adjustment amount may be represented by the following formula (11):
Tq adj (t)＝P×I×e(t) (11)
wherein,
Tq adj (t) is a torque adjustment amount;
p is a proportionality coefficient;
i is an integral coefficient;
e (t) is used for representing a rotation speed deviation value of the actual rotation speed of the motor and the target rotation speed at the moment t;
different P, I values correspond to different slip states.
And S133, taking the minimum value of the sum of the requested torque and the torque adjustment amount of the motor and the requested torque as the target torque.
It should be noted that the anti-slip of the vehicle is essentially to reduce the actual torque of the motor, thereby controlling the motor rotation speed. Therefore, the actual rotational speed of the motor of the vehicle can be adjusted so that the actual rotational speed of the motor reaches the target rotational speed by taking the minimum value of the sum of the requested torque and the torque adjustment amount of the motor and the requested torque as the target torque.
The target torque of the motor can be expressed by the following formula (12), for example
Tq int (t)＝min(Tq req (t)+P×I×e(t),Tq req (t)) (12)
Wherein,
Tq int (t) means for representing a target torque of a motor of the vehicle;
Tq req (t) means for indicating a given requested torque by the vehicle controller, controllable by the driver via the accelerator pedal;
e (t) is used for representing a rotation speed deviation value of the actual rotation speed of the motor and the target rotation speed at the moment t;
p is a proportionality coefficient;
i is an integral coefficient;
min is a small arithmetic function.
In some embodiments, in order to ensure smoothness of torque output when the vehicle switches between different slip states, a situation that abrupt change or step occurs in torque due to selection of different P, I parameters in the slip state switching process is avoided, and when the slip state switching occurs, an I item is required to be assigned to an initial value, so that smoothness of engagement of a torque instruction is ensured.
Thus, discretization of the above formula (12) can be represented by the following formula (13):
wherein I is 0 The initial value of the I term is represented, and the value is kept unchanged under the condition that the slip state is unchanged; by resetting the initial value I of item I during the slip state switching 0 The torque output is kept smooth.
Wherein the initial value of the I term can be represented by the following formula (14):
I 0 ＝Tq int (t-1)-Tq req (t)-P×e(t) (14)
wherein Tq int (t-1) a target torque for a time immediately before the slip state switching; tq req (t) is a requested torque at a slip state switching timing; e (t) is the rotational speed deviation amount at the slip state switching time; p is a proportionality coefficient; i 0 Is the initial value of the integral coefficient I.
The actual rotating speed of the motor is controlled to be the target rotating speed by actively adjusting the electric drive torque output, so that the wheels can be kept in an optimal slip rate state, and the vehicle can achieve an optimal anti-slip effect under the current road surface.
In some embodiments, the actual torque Tq when the vehicle motor is adjusted int (t) is less than or equal to the requested torque Tq req And (t) when the slip state is not in a slip aggravated or slip callback state, the slip control of the vehicle is not needed at the moment, and a torque adjustment signal is not needed to be generated.
Thus, the embodiment of the disclosure can determine the slip state of the wheels of the vehicle and the current road surface based on the actual rotation speed of the motor and the target rotation speed of the motor, and is faster and more accurate. Based on the actual rotating speed of the motor and the target rotating speed of the motor, active anti-slip control is realized, so that optimal slip rate control is realized. The signal transmission link of the active anti-skid control is short, the control and regulation period is short, and a better control effect can be realized. And based on the slip state, the motor driving torque is regulated by adopting a segmented PI algorithm, so that the optimal slip rate control of the wheels can be realized rapidly and stably. The motor drive torque response is fast, when motor drive vehicle takes place to skid, restraines the wheel through reducing motor torque and skids, and control effect is better, can obtain better slip control effect, when guaranteeing whole car dynamic property, promotes the stability and the security of whole car.
And S140, under the condition that the frequency of the torque adjusting signal at the current moment is greater than or equal to the safety frequency, inputting the rotating speed deviation value at the next moment into a notch filter to obtain the rotating speed deviation value corrected at the next moment.
It should be noted that, when the vehicle slips during running, the controller needs to quickly reduce the torque to avoid further aggravation of slip, resulting in reduced lateral adhesion of the tire, occurrence of events affecting the safety of the vehicle such as sideslip.
However, the inventors have found that a rapid decrease in torque causes oscillations in the motor speed. The motor rotor shaft, through the speed reducer, the differential mechanism and the half shaft, is a long transmission shaft in the transmission system of the wheels, and the transmission shaft has a certain elastic deformation in the loading and unloading process of the torque. The rapid unloading of torque, the elastic deformation of the drive shaft causes the oscillation of the drive shaft, so that the aforementioned calculated rotational speed deviation e (t) contains this portion of the oscillation. When the target torque is calculated by using e (t) including the part of oscillation, the calculated target torque is caused to also include the part of oscillation, thereby causing oscillation of the adjustment torque, further deteriorating the oscillation amplitude of the motor rotation speed signal, and causing a problem of driving safety.
Specifically, in the absence of oscillations of the motor, the frequency of the clean torque adjustment signal would be below 3 Hz. When the elastic deformation of the vehicle transmission system causes oscillation, the frequency of the torque adjusting signal obtained through conversion is larger than or equal to 5Hz because the oscillation frequency generated on one side of the motor is larger than or equal to 5Hz. Therefore, when the frequency of the torque adjusting signal is detected to be greater than or equal to 5Hz, the motor side is considered to have oscillation caused by the elastic deformation of the transmission system, and the notch filter can be started at the moment to filter the rotational speed deviation value e (t) input at the motor side.
That is, the safe frequency in the disclosed embodiments may be understood as the frequency at which the clean torque adjustment signal is located. When the frequency of the torque adjustment signal at the current time is greater than or equal to the safety frequency, the oscillation caused by the motor side is considered to exist in the torque adjustment signal, and the rotational speed deviation value at the next time can be input into the notch filter, so that the oscillation in the torque adjustment signal output at the next time is eliminated.
The notch filter operates on the principle that a blocking band is formed around a specific frequency (center frequency) so that a signal around the specific frequency is suppressed.
In some embodiments, the center frequency of the notch filter is the frequency of the torque adjustment signal at the current time. That is, the notch filter can suppress the signal of the motor side that is greater than or equal to the safety frequency, thereby controlling the frequency of the torque adjustment signal output at the next time within the range of the safety frequency.
For example, the frequency of the torque adjustment signal may be determined as follows. Collecting a torque adjusting signal; calculating the frequency of the torque adjusting signal according to the time length of the interval between adjacent wave peaks in the torque adjusting signal; or calculating the frequency of the torque adjusting signal according to the time length of the interval between the adjacent wave troughs in the torque adjusting signal.
In some embodiments, the notch filter is also configured with gain coefficients. The gain factor reflects the degree of suppression of the motor-side signal (i.e., rotational speed deviation value) by the notch filter. Wherein the greater the degree of suppression, the smaller the gain factor.
Illustratively, the gain factor of the torque adjustment signal may be determined as follows. Collecting a torque adjusting signal; and calculating the gain coefficient of the notch filter according to the difference value between the adjacent wave crests and wave troughs in the torque adjusting signal. Specifically, the gain coefficient can be combined with the difference value between the adjacent wave crest and the wave trough in the torque adjusting signal to perform real vehicle calibration.
Illustratively, the input and output of the notch filter may be represented by the following equation (15):
y(t)＝a 0 ×x(t)+a 1 ×x(t-1)+a 2 ×x(t-2)-b 1 ×y(t-1)-b 2 ×y(t-2) (15)
wherein x (t) is an input value of the current sampling time t;
x (t-1) is the input value of the last sampling time;
x (t-2) is the input value of the last two sampling moments;
y (t) is the output value of the current sampling time;
y (t-1) is the output value of the last sampling time;
y (t-2) is the output value of the last two sampling moments;
a 0 、a 1 、a 2 、b 1 、b 2 all are coefficients in the notch filter, and the determination mode of each coefficient is as follows:
wherein:
delta T is the calling period of the designed filter;
t is a period value corresponding to the center frequency to be suppressed by the notch filter, and the reciprocal of T is the center frequency;
g is the gain factor.
It will be appreciated that the notch filter input and output are both rotational speed deviation values e (t). That is, both x and y are used to indicate the rotational speed deviation value e, that is, x (t) is the original e (t) input at the current moment, and y (t) is the e (t) output at the current moment and corrected by the notch filter, which is not described in detail in the embodiment of the disclosure.
And S150, generating a torque adjusting signal at the next moment according to the corrected rotating speed deviation value at the next moment so as to adjust the actual rotating speed of the motor under the safety frequency, thereby performing anti-skid control on the vehicle.
Based on the same inventive concept as in S131 to S133, a torque adjustment signal in a safe frequency range may be generated based on the corrected rotational speed deviation value at the next time, so as to avoid a potential safety hazard caused by too fast torque adjustment due to signal oscillation. The corrected rotation speed deviation value is the rotation speed deviation value obtained by filtering motor signal oscillation through a notch filter.
By the designed adaptive torque adjustment control method,
therefore, the embodiment of the disclosure can adaptively filter the oscillation frequency part of the motor rotation speed signal (rotation speed deviation value), eliminate the error part contained in the input signal in the target torque calculation process, and avoid the error of torque adjustment calculation, thereby avoiding the frequency fluctuation of the torque adjustment signal, and avoiding the uncomfortable feeling of driving experience caused by torque irregularity or high-frequency adjustment caused by fluctuation. According to the method, the output frequency of the torque adjusting signal is controlled in a self-adaptive mode, smoothness of torque adjustment in the anti-skid control process of the vehicle is guaranteed, driving comfort is improved, and user experience is improved.
The present disclosure also provides a computer-readable storage medium having stored thereon a program that, when executed by a processor, implements the vehicle anti-skid control method as shown in the embodiments of fig. 1 to 5 described above. In some embodiments, the computer readable storage medium may be an internal storage unit of the aforementioned vehicle, such as a hard disk or memory. The computer readable storage medium may also be an external storage device of the vehicle, such as a plug-in hard disk, a Smart Media Card (SMC), an SD Card, a Flash memory Card (Flash Card), or the like, which are provided on the device. Further, the computer readable storage medium may also include both an internal storage unit and an external storage device of the vehicle. The computer-readable storage medium is used to store a computer program and other programs and data required for the vehicle, and may also be used to temporarily store data that has been output or is to be output. In terms of hardware, as shown in fig. 6, a hardware structure diagram of a vehicle in which the processor of the present disclosure is located is shown in fig. 6, and in addition to the processor, the memory, the network interface, and the nonvolatile memory shown in fig. 6, the vehicle in which the projection system is located in the embodiment generally includes other hardware according to the actual function of the vehicle, which is not described herein again.
The present disclosure also provides a vehicle anti-skid control system, comprising: one or more processors configured to implement the vehicle anti-skid control method of any of the above embodiments. For system embodiments, where they correspond substantially to method embodiments, reference is made to the description of method embodiments for relevance. The system embodiments described above are merely illustrative, wherein the elements illustrated as separate elements may or may not be physically separate, and the elements shown as elements may or may not be physical elements, may be located in one place, or may be distributed over a plurality of network elements. Some or all of the units may be selected according to actual needs to achieve the objectives of the disclosed solution. Those skilled in the art will understand and practice the invention without undue burden.
Based on the same inventive concept, a vehicle including a vehicle anti-skid control system is also provided in the embodiments of the present disclosure. The vehicle can implement the vehicle anti-skid control method described in the embodiments of fig. 1 to 5 by the vehicle anti-skid control system. According to the embodiment of the disclosure, when the anti-skid control is performed on the vehicle, fluctuation in the torque adjusting signal can be eliminated in a self-adaptive manner, so that the driving safety and the driving comfort are improved.
Since the principle of solving the problem in the embodiments of the present disclosure is similar to that of the embodiments of the method described above, the implementation of the embodiments of the present disclosure may refer to the implementation of the embodiments of the method described above, and the repetition is not repeated.
The foregoing description of the preferred embodiments of the present disclosure is not intended to limit the disclosure, but rather to cover all modifications, equivalents, improvements and alternatives falling within the spirit and principles of the present disclosure.
Claims (10)
1. A vehicle anti-slip control method, characterized by comprising:
acquiring the actual rotation speed of a motor in a vehicle;
determining a target rotating speed of the motor under the current road surface, wherein the target rotating speed is the rotating speed of the motor corresponding to the time when the slip rate of the wheels of the vehicle under the current road surface reaches the optimal slip rate;
generating a torque adjusting signal at the current moment according to a rotating speed deviation value at the current moment, wherein the rotating speed deviation value is a difference value between the actual rotating speed and the target rotating speed;
when the frequency of the torque adjusting signal at the current moment is greater than or equal to the safety frequency, inputting the rotating speed deviation value at the next moment into a notch filter to obtain a rotating speed deviation value corrected at the next moment, wherein the center frequency of the notch filter is the frequency of the torque adjusting signal at the current moment;
and generating a torque adjusting signal at the next moment according to the corrected rotating speed deviation value at the next moment so as to adjust the actual rotating speed of the motor under the safety frequency, thereby performing anti-skid control on the vehicle.
2. The method according to claim 1, wherein the method further comprises:
collecting the torque adjustment signal;
calculating the frequency of the torque adjusting signal according to the time length of the interval between adjacent wave peaks in the torque adjusting signal; or calculating the frequency of the torque adjusting signal according to the time length of the interval between the adjacent wave troughs in the torque adjusting signal.
3. The method of claim 1, wherein the notch filter is further configured with gain coefficients, the method further comprising:
collecting the torque adjustment signal;
and calculating the gain coefficient of the notch filter according to the difference value between the adjacent wave crest and the wave trough in the torque adjusting signal.
4. The vehicle anti-skid control method according to claim 1, characterized in that said determining a target rotational speed of said motor under a current road surface includes:
acquiring a body speed of the vehicle;
determining an actual slip rate of the vehicle according to the actual rotation speed and the vehicle body speed;
acquiring an adhesion coefficient of the vehicle;
determining an optimal slip ratio of wheels of the vehicle under the current road surface according to the actual slip ratio and the utilization attachment coefficient;
and determining the target rotating speed according to the optimal slip rate.
5. The vehicle anti-slip control method according to claim 4, characterized in that the determining of the optimal slip ratio of the wheels of the vehicle with the current road surface based on the actual slip ratio and the utilization attachment coefficient includes:
comparing the actual slip rate, the optimal slip rate of the utilization adhesion coefficient and a plurality of prestored standard road surfaces with the standard utilization adhesion coefficient, and respectively determining the similarity of each standard road surface and the current road surface;
and according to the similarity between each standard road surface and the current road surface, combining the optimal slip rate of each standard road surface, and determining the optimal slip rate of the wheels of the vehicle under the current road surface.
6. The vehicle anti-slip control method according to claim 1, characterized in that after said determination of the target rotation speed of the motor under the current road surface, the vehicle anti-slip control method further comprises:
determining a rotational speed correction amount of the target rotational speed according to a product of a rate of change of an actual torque of the motor and a deformation coefficient of a transmission system of the vehicle;
and determining the corrected target rotating speed of the vehicle according to the target rotating speed and the rotating speed correction amount.
7. The vehicle anti-slip control method according to claim 1, characterized in that the torque adjustment signal is used to adjust the actual torque of the motor to a target torque so as to adjust the actual rotation speed to the target rotation speed;
the determination mode of the target torque comprises the following steps:
according to the rotating speed deviation value, combining the change rate of the rotating speed deviation value to determine the slip state of the vehicle;
determining a torque adjustment amount of the motor according to a slip state of the vehicle;
and taking the minimum value of the sum of the requested torque and the torque adjustment amount of the motor and the requested torque as the target torque.
8. A computer-readable storage medium, characterized in that a program is stored thereon, which when executed by a processor, implements the vehicle anti-skid control method according to any one of claims 1 to 7.
9. A vehicle anti-skid control system, characterized by comprising: one or more processors configured to implement the vehicle anti-skid control method according to any one of claims 1 to 7.
10. A vehicle, characterized by comprising: the vehicle anti-skid control system of claim 9.
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| CN202311490176.5A CN117382635A (en) | 2023-11-08 | 2023-11-08 | Vehicle anti-skid control method, system, vehicle and storage medium |
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| CN202311490176.5A CN117382635A (en) | 2023-11-08 | 2023-11-08 | Vehicle anti-skid control method, system, vehicle and storage medium |
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| CN202311490176.5A Pending CN117382635A (en) | 2023-11-08 | 2023-11-08 | Vehicle anti-skid control method, system, vehicle and storage medium |
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