TW201134706A - Traction anti-skid control system of electric vehicle and control method thereof - Google Patents
Traction anti-skid control system of electric vehicle and control method thereof Download PDFInfo
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201134706 六、發明說明: ’ ’【發明所屬之技術領域】 本發明係有._種電動載具之防·統及其_方法,特別是 指-種用來制到路面摩擦係數變化的電動載具之循跡防滑控制系統及 其控制方法。 【先前技術】 近年來,電動車已廣泛被用作代步工具,但根據電動車之結構上不 鲁同’而衍生出各種不同之控纖制。而目前一般之電動車,均係以一控制 器驅動馬達做動,馬達再藉由皮帶等之連結,而帶動車輪運行,藉以達到 讓電動車行進之效能,·但因為電動車於使用時,並非都是在平坦之地形上 行進’況且不同之使用者使用電動車之需求上亦有相當程度上之差異(如 需經常攸坡即需要高扭力之電動車,而經常於寬廣且開闊之路面行驶,則 需要高轉速之電動車)’若僅生產-鋪定性能之電動車,勢必會無法滿 足所有使用者之需求,而會被市場所淘汰,所以就有業者於電動車生產 藝時,以具有不同參數之控制器,配合裝設於具有不同配備及性能之電動車 上’並利用該些不同參數之控制器,而達到因應驅動不同情況之電動車行 進者。 然,以不同之控制器配合於不同之電動車上,雖可達到改變電動車性 能’以提供不同之使用者購買使用之功效,但因為控制器於線路及程式之 設計佈局’麟—朝—夕可減的,其係《大量之人力物力,以長久之 、.至驗並技入大量之心血及金錢才能開發製作出的,而若為了滿足不同使 甩者之需求,即同時開發製作多種之控制器,不但不符合經濟效益,更會 201134706 因開發製狀成本被大幅地提升,而會相對賴啟間降低,進而喪失競 爭力者。而且傳統利賴定的最佳滑差值來做控制,並不是所有路面的最 佳滑差值都固定於-個值或是—無域,因此當路面摩擦係數不同時,並 沒有辦法完全達到最有效的軸防滑控制效果,因此如何去解決該問題, 一直疋業者所急追有待尋求解決之方案以及改進之處。 【發明内容】 本發明之目的’在於提供—種電純具之獅防滑_錢及其控制 方法’藉由偵測到路面雜係數的變化,即時控制車輪馬達的扭矩,將輪 胎與地面之間的滑差維持在穩定的區域,以達到可提升在低雜係數路面 的驅動性能,並可有效減少馬達购能量驗費之功效。 為達上述目的,本發明所提供之電動載具之循跡防滑控制系統,該電 動載具以至少-動力源驅動至少—車輪作動,該循跡防滑控制系統包括 有:一動力控制單元以及一電子控制單元。201134706 VI. Description of the invention: ' 'Technical field to which the invention belongs 】 The present invention relates to an anti-system of the electric vehicle and its method, in particular to an electric load for making a change in the friction coefficient of the road surface. The tracking anti-skid control system and its control method. [Prior Art] In recent years, electric vehicles have been widely used as a means of transportation, but various control systems have been derived depending on the structure of the electric vehicle. At present, the general electric vehicles are driven by a controller driving motor, and the motor is connected by a belt or the like to drive the wheels to operate, so as to achieve the performance of the electric vehicle, but because the electric vehicle is used, Not all of them travel on flat terrain, and there is a considerable difference in the demand for different users to use electric vehicles. (If you need to climb frequently, you need high-torque electric vehicles, but often on wide and open roads. If you drive, you need a high-speed electric car. 'If you only produce - the performance of the electric car, it will not meet the needs of all users, but will be eliminated by the market, so there are operators in the production of electric cars, Electric vehicles with different parameters are combined with controllers installed on electric vehicles with different equipments and performances to utilize different parameters to achieve electric vehicle travelers in response to different situations. However, with different controllers combined with different electric vehicles, although the performance of the electric vehicle can be changed to provide different users to purchase and use, but because the controller is designed in the line and program layout - Lin - Chao - In the evening, it can be reduced. It is a large amount of human and material resources. It can be developed and produced with a lot of effort and money. If you want to meet the needs of different people, you can develop and produce a variety of products at the same time. The controller, not only does not meet the economic benefits, but also 201134706 due to the development of the cost of development is greatly improved, but will be relatively low, and then lose competitiveness. Moreover, the optimal slip value of the traditional Lilaiding is used for control. Not all the optimal slip values of the road surface are fixed at - value or - no domain, so when the road surface friction coefficient is different, there is no way to fully reach The most effective shaft anti-skid control effect, so how to solve this problem, has been eagerly pursued for solutions and improvements. SUMMARY OF THE INVENTION The object of the present invention is to provide a lion anti-slip _ money and its control method for the electric pure tool. By detecting the change of the road surface hybrid coefficient, the torque of the wheel motor is instantly controlled, and the tire is grounded between the ground and the ground. The slip is maintained in a stable area to improve the driving performance on the low-coefficient road surface, and can effectively reduce the efficiency of the motor purchase energy inspection. To achieve the above objective, the present invention provides a tracking and anti-skid control system for an electric vehicle, wherein the electric vehicle drives at least a wheel to drive at least a power source, and the tracking anti-skid control system includes: a power control unit and a Electronic control unit.
該動力控制單元其係與該電動載具相連接,該動力控制單元更包括 有.-電門開度感知器以及-輪速信號處理單元。該電門開度感知器其係 可產生-電Η開度訊號。該輪速信號處理單元其係、與—車輪馬達連接,可 獲得該車輪之-輪賴肋及魏域具之—車速訊號。 該電子控鮮元其雜該電動載具相連接,可触該朗開度訊號、 該輪速峨以及該車速峨,該電子控懈元更包括有:—马力估測模 組、-驅動力估測模組、-道路面狀況估測模組、—目標滑差計算模組、 —適應性模婦動控制馳以及—聽性電流控麵組。該正向力估測模 組與動力源相連接並接收該縱向加速度,計算所需之—正向力。該驅動力 201134706 .·估賴組其係與該正向力估聰_連接,根據該正向力 、該輪速訊號以 及該車速職計料-路面雜絲。贼路硫缝職减係與該驅 動力估測模組相連接,根據該路面摩擦係數,計算該路面摩擦係數與一輪 。月差曲線之斜率值。该目標滑差計算模組其係與該道路面狀況估測模 、、且相連接根據該斜率值計算出—最佳目標滑差值^該適應性模糊滑動控 制模.,且其係與該目標滑差計算模組相連接,根據該最佳目標滑差值,以計 算出-控觸益值。該適舰電流㈣顯其雜錢舰模糊滑動控制 _模組相連接,根據該控制增益與一參考扭矩之乘積,以計算出一參考扭矩 值。 其中,電子控制單元根據該電門開度訊號錢該參考扭矩值,以計算、 決定輸出测各車輪觀之—鷄㈣命令,轉動各車輪馬達及其連接 之車輪產生所需之適當轉速動作。 為達上述目的,本發明所提供之電動載具之循跡防滑控制方法,用以 控制-電動載具在高低摩擦路面打滑危險性下依駕控動作要求驅動動作, ►該電動載具之循跡防滑控制方法包括有下列步驟: 步驟(a)提供相互連接之—電城具以及—循贿滑控㈣統,該電 動載,、以至7動力源驅動至少二車輪作動,該循跡防滑控制系統具有一 動力控制單元以及一電子控制單元。 乂驟⑹根據該電動載具之_行欲狀態與—駕控動作之要求,由該動 力控制單元❹m輸出-電門開度峨至該電子控制單元。 :步驟(c):該電子控制單元根據該電門開度訊號,以計算一最佳目標滑 -差並決定車輪匹配於駕控動作之一扭矩,並輸出一轉速控制訊號至該動力 201134706 源。 步驟⑷:義力職_扭矩_峨_雜之—旋躺態,令載 具依駕控動作要求驅動動作。 為了能夠更進-步瞭解本發明之特徵、特點和技細容,請參閱以下 有關本發明之詳細說明與關,惟所_式僅提供參考與說_,非用以 限制本發明。 【實施方式】 請參閱第1圖所示,其係為本發明電動載具之循跡防滑控制系統之組 成架構方塊示意圖。本發明提供_電動載具丨,該電動載具丨以至少—動力 源11驅動至少-車輪12作動。本發明電動載具之循跡防滑控制系統包括 有:-動力控制單元2以及電子控制單元3 該動力控制單元2其係與該 電動載具1相連接,該動力控制單元2更包括有:—電門開度感知器21以 及一輪速信號處理單元22。該電門開度感知器21其係可產生-電門開度訊 號。駕駛者操縱手把油門連接至電門開度感知器,由於該輪速信號處理單 70 22其係與一車輪馬達連接,可獲得該車輪之一輪速訊號以及該電動載具 之一車速訊號。以下第2圖至第8b圖為本發明電動載具之循跡防滑控制方 法。 晴加參閱第2圖所示,其係為輪胎之自由體示意圖。為了計算路面狀 況估測器所需之輪胎滑差,需得知輪速訊號及車速訊號,所以利用前輪的 轉速當作車速訊號,而後輪的轉速當作輪速訊號。因此本發明模擬齒盤配 合編媽器來讀取輪速及車速訊號之動作。係利用編碼器之輸出訊號’並根 據一個固定取樣時間内方波訊號的個數來得知輪胎轉動的角度。因此根據 201134706 方程式(1)針對輪胎饈t & 轉動的角度之不斷計算更新,並當 時,將轉角訊號歸零重新❹ ^輪轉角超過360度 程式可表示如下:。。假設轉角訊號可藉由編碼器來取得,其方 = count, x< 其令’下標k表示第⑴ 之方波個數,代表計數數輪·· ’咖為上下數計數器物 微分所產生的誤差,採用 輪胎所轉動的角度。為了降低由直接 方程式如下所示·· Π個取樣點的移動時間視窗來計算輪胎轉逮,其 ηΤ ^ , - (2) 的轉速β ° ^ W分财幢輪騎,_輪非驅動輪 、卩絲車之車速,祕轉餅秘速,因此购輪滑差及可被計算 和'知。 该電子控鮮元3 __載具丨树接,可接_門開度訊 破、該輪軌號以及該車軌號,該電子控轉元3更包括有:一正向力 估組31、-_力峨心—輸狀_齢33、一目標滑 差計算她34-適編___ 35从—麵性較控繼組 36。該正向力估測模組31與動力源U相連接並接收—縱向加速度〜,計 算所需之—正向力。為路狀況估測器所需之路面摩擦,估測輪胎正向力的 方法,利用方程式⑶以及⑷來估測出輪胎正向力,並配合驅動力觀測器 來得知路面摩擦係數。 F:f 二 一 m saxhv av + mThe power control unit is coupled to the electric vehicle, and the power control unit further includes a -gate opening degree sensor and a wheel speed signal processing unit. The electric door opening sensor can generate an electric opening signal. The wheel speed signal processing unit is connected to the wheel motor to obtain the speed signal of the wheel and the wheel. The electronic control unit is connected to the electric vehicle, and can touch the remote opening signal, the wheel speed and the speed. The electronic control unit further includes: a horsepower estimation module and a driving force. Estimation module, - road surface condition estimation module, - target slip calculation module, - adaptive model control and listening - current control panel. The positive force estimation module is coupled to the power source and receives the longitudinal acceleration to calculate the required positive force. The driving force 201134706 .. is estimated to be connected to the positive force, according to the positive force, the wheel speed signal and the speed meter material - the road surface. The thief road sulfur seam reduction system is connected with the drive power estimation module, and the road surface friction coefficient is calculated according to the road surface friction coefficient. The slope value of the monthly difference curve. The target slip calculation module is connected to the road surface condition estimation module, and is connected according to the slope value to calculate an optimal target slip value ^ the adaptive fuzzy slip control module, and the system and the The target slip calculation module is connected, and the optimal target slip value is calculated to calculate the control touch value. The applicable ship current (4) shows its miscellaneous ship fuzzy sliding control _ module connected, according to the product of the control gain and a reference torque to calculate a reference torque value. Wherein, the electronic control unit calculates and determines the output of each of the wheel-viewing commands according to the threshold value of the electric door opening signal, and rotates each wheel motor and its connected wheels to generate an appropriate rotational speed action required. In order to achieve the above object, the tracking and anti-skid control method for the electric vehicle provided by the present invention is used for controlling the electric vehicle to drive according to the driving action requirement of the high and low friction road surface slipping risk. ► The electric vehicle is followed by The anti-slip control method comprises the following steps: Step (a) providing interconnections - electric power tools and - bribery slip control (four) system, the electric load, and even 7 power source drive at least two wheel actuation, the tracking anti-skid control The system has a power control unit and an electronic control unit. Step (6) is based on the motor vehicle's desired state and the driving control action, and the power control unit ❹m outputs a -gate opening degree to the electronic control unit. Step (c): The electronic control unit calculates an optimal target slip ratio according to the switch opening signal and determines that the wheel matches one of the driving actions, and outputs a speed control signal to the power source of the power source 201134706. Step (4): Righteousness _Torque _峨_Miscellaneous-spinning state, so that the vehicle drives the action according to the driving action requirements. In order to further understand the features, characteristics, and details of the present invention, reference should be made to the detailed description of the present invention, which is not to be construed as limiting. [Embodiment] Please refer to Fig. 1, which is a block diagram of the composition of the tracking anti-skid control system of the electric vehicle of the present invention. The present invention provides an electric vehicle 丨 that drives at least the power source 11 to drive at least the wheels 12. The tracking anti-skid control system of the electric vehicle of the present invention comprises: a power control unit 2 and an electronic control unit 3. The power control unit 2 is connected to the electric vehicle 1 , and the power control unit 2 further includes: The electric door opening sensor 21 and a wheel speed signal processing unit 22. The door opening sensor 21 is capable of generating a -gate opening signal. The driver manipulates the hand to connect the throttle to the switch opening sensor. Since the wheel speed signal processing unit 70 is connected to a wheel motor, one of the wheel speed signals of the wheel and one of the electric vehicle speed signals can be obtained. The following Figures 2 to 8b show the tracking anti-skid control method of the electric vehicle of the present invention. See also Figure 2 for a clear view of the free body of the tire. In order to calculate the tire slip required by the road condition estimator, it is necessary to know the wheel speed signal and the vehicle speed signal, so the front wheel speed is used as the vehicle speed signal, and the rear wheel speed is used as the wheel speed signal. Therefore, the analog toothed disc of the present invention is equipped with a knitting device to read the action of the wheel speed and the vehicle speed signal. The encoder's output signal ' is used and the angle of the tire rotation is known based on the number of square wave signals in a fixed sampling time. Therefore, according to the equation (1) of 201134706, the angle of rotation of the tire 馐t & is continuously calculated and updated, and at that time, the corner signal is reset to zero. The rotation angle exceeds 360 degrees. The program can be expressed as follows: . Assume that the corner signal can be obtained by the encoder, and its square = count, x< which makes the 'subscript k' represent the number of square waves of (1), which represents the count number of rounds. The error is the angle at which the tire is rotated. In order to reduce the tire transfer by the moving time window of the direct equation as shown below, the ηΤ ^ , - (2) rotation speed β ° ^ W points the wealth of the wheel ride, _ wheel non-drive wheel, The speed of the silk car, the speed of the secret cake, so the purchase of the slip can be calculated and 'know. The electronic control unit 3 __ is equipped with a eucalyptus tree, which can be connected to the door opening degree, the wheel number and the track number. The electronic control unit 3 further includes: a positive force evaluation group 31 , - _ force 峨 heart - lose _ 齢 33, a target slip calculation her 34 - suitable ___ 35 from the face-to-face control group 36. The positive force estimation module 31 is connected to the power source U and receives a longitudinal acceleration ~, and calculates the required forward force. For the road friction required by the road condition estimator, the method of estimating the positive force of the tire is to use equations (3) and (4) to estimate the positive force of the tire and cooperate with the driving force observer to know the friction coefficient of the road surface. F:f two one m saxhv av + m
Ufg (3) 7 201134706 F = msS〇v + mxarh.. 2r 〜 +〜客 (4) 其中’ g為重力加速度’ ~及&分職表前後輪所估測出輪胎正向 力、為車輛重㈣m輪之軸距,以車輛“到後輪之轴距π為彈脊上 質量、及〜分別代轉後彈簧下質量,&為車輛縱向加速度。 該驅動力估測模組32其係與該正向力估測模組31相連接根據該正 向力、該輪速訊號以及該車速峨計算出—路面雜舰。在本發明中只 針對後驅動輪進行驅動力估測’該驅動輪的運動學方程式可被表示成如下 所示: (5) 其中,7;為馬達驅動扭矩、為輪雌㈣速度乂為輪胎轉動慣量 而馬達扭矩可根據馬達電流來得知,因此當輪胎與地面間之驅動力是可祐 估測時,在配合所峨輪胎正向力,即可賴輪胎與地峨摩擦係 數。 該道路面狀況估測模組33其係與該驅動力估測模組32相連接,根據 該路面摩擦魏,物__顧—齡㈣狀-斜率值。因 =據所求得之輪胎及路面雜係數„訊,配合路硫況估測器來 測以曲線解,其方«可被㈣成如下所示: dt dt ⑹ 路面^ I A代表路面狀況。根據方程式⑹所示,利職定軌跡法估測出 路面狀況A。其估測方程式絲成如下所示: ⑺ y(k) = &r(k)^(k) 201134706 ⑻ ⑼ P(k) = -Ufg (3) 7 201134706 F = msS〇v + mxarh.. 2r ~ +~ guest (4) where 'g is the acceleration of gravity' ~ and & the front and rear wheels of the division table estimate the positive force of the tire, for the vehicle The wheelbase of the heavy (four) m wheel, with the vehicle's wheelbase π to the rear wheel as the mass on the ridge, and ~ the mass under the spring, respectively, and the longitudinal acceleration of the vehicle. The driving force estimation module 32 is The forward force estimation module 31 is connected to calculate the road surface miscellaneous ship according to the forward force, the wheel speed signal and the vehicle speed 。. In the present invention, the driving force estimation is only performed for the rear driving wheel. The kinematic equation of the wheel can be expressed as follows: (5) where 7 is the motor drive torque, the wheel female (four) speed 乂 is the tire moment of inertia and the motor torque can be known from the motor current, so when the tire and the ground The driving force between the two is the evaluation of the positive force of the tire, which can depend on the friction coefficient between the tire and the mantle. The road surface condition estimating module 33 and the driving force estimating module 32 Connected, according to the road friction Wei, the object __ Gu-age (four) shape - slope value. The tire and the road surface is determined heteroaryl coefficient "information, with the road condition estimator to measure sulfur curve solution to which party« (iv) may be as follows: dt dt ⑹ road ^ I A representative of road conditions. According to equation (6), the road condition A is estimated by the trajectory method. The estimated equation is as follows: (7) y(k) = &r(k)^(k) 201134706 (8) (9) P(k) = -
K 當被估測的參數只有-個時,在㈣演算法中,其皮可被修改成如下 方程式所示: 1 + α^(Λ)2 (10) 其中α為追蹤增益值。 該目標滑差計算模組34其係與該道路面狀況估測模組犯相連接,根 據該斜率值計算出-最佳目標滑差值1加參閱第3 _示,為本發明電 動載具之餅防馳财狀目標縣計算方塊^本發明為了防止輪胎 嚴重打滑時,造成路面狀況估·估測錯誤,因此本發明將針對路面狀況 估測器來設定-門做’當路面狀黯靡之估龜小於糾雛時,將 路面狀況估測H的Ρ值及θ值之初始值,防構面狀樵職估靡誤時, 造成目標滑差計算錯誤’影響到控制性能,其判斷式如下所示:K When the estimated parameters are only one, in the (IV) algorithm, the skin can be modified to the following equation: 1 + α^(Λ)2 (10) where α is the tracking gain value. The target slip calculation module 34 is connected to the road surface condition estimation module, and calculates the optimal target slip value 1 according to the slope value, and refers to the third embodiment, which is the electric vehicle of the present invention. The purpose of the invention is to prevent the tire from being severely slipped, and to cause an estimation error of the road surface condition. Therefore, the present invention will be set for the road condition estimator - the door is made 'when the road surface is 黯靡When the estimated turtle is smaller than the correcting, the road surface condition is estimated as the initial value of the Ρ value and the θ value of H, and when the surface structure is delayed, the target slip calculation error is caused to affect the control performance, and the judgment formula As follows:
If Θ <~ threshold reset S(k-\) and P(k^l) (11) 因此本發雜據上賴鮮法,_制纽如下所示: m-l,If Θ <~ threshold reset S(k-\) and P(k^l) (11) Therefore, this method is based on the following method: m-l,
0(k)= A (12) 在本發明中將依據路面狀況估測器所估測的斜率心,來設計目標滑差 計算法則’來計算出輪胎的目標縣,以進行滑差飾。目標·計算法 則主要利用一運算器,在本發明較佳實施例中,該運算器為一積分器,並 配合-路面狀況估離對增錄絲,當輪胎未打滑時,則路面狀泥估測 201134706 值為正,㈣增錄查表後得到正的增益值,將使目標滑差增加;反之, 當輪胎打滑時’齡面狀況估測值為負,經由增肢查表後制負的增益 值,將使目標滑差下降來防止輪胎打滑。 該適應性模糊滑動控制模組35其係與該目標滑差計算模組34相連 接’根據該最佳目標滑差值’以計算出—㈣增益值。請加參閱第4圖所 示’其係為本發明電動載具之循跡防滑控制系統之自組織模糊控制器控制 方塊圖。自組織模糊控制器可分成自組織部份以及基本模糊控制器兩部 分。在自組織的部份,將根據滑差的誤差以及誤差的變化量來進行模糊規 則表的修正,其方程式如下所示: AU = Μ ί(1 ~ς^ηΤ^ + fce(nT)] (13) 其中,△«為輸出修正量、y為學習速率。而基本模糊控制器的部份, 其控制器輸入變數分別為滑差的誤差(e)及滑差誤差的變化量(^),對應到 模糊集合時即^及^論域上。請加參閱第5圖所示,為本發明電動載具之循 跡防滑控制系統之三角形隸屬函數激發強度之快速計算法。至於關係的程 度可用激發強度w來表示,因此本發明採用容易計算的三角形隸屬函數, 所以激發的強度w可利用線性插值法求得,第,·條規則的輪出“,可被表示成 如下所示: ut{nT + Γ) = u^nT) + =i> Rule^nT + Τ) = Rule^nT)^ ARulet (14) =Rule^nT) + weiwcei -^-[(1 - g)e(nT) + gce{nT)]0(k) = A (12) In the present invention, the target slip calculation rule is designed based on the slope heart estimated by the road condition estimator to calculate the target county of the tire for the slip condition. The target calculation algorithm mainly utilizes an arithmetic unit. In the preferred embodiment of the present invention, the arithmetic unit is an integrator, and the road surface condition is estimated to be different from the added line. When the tire is not slipped, the road surface is estimated. The value of 201134706 is positive, (4) the positive gain value obtained after adding the table check will increase the target slip; on the contrary, when the tire slips, the estimated age condition is negative, and the negative value is obtained after the limb is checked. The gain value will cause the target slip to drop to prevent the tire from slipping. The adaptive fuzzy sliding control module 35 is coupled to the target slip calculation module 34 to calculate a (four) gain value based on the optimal target slip value. Please refer to Figure 4 for the self-organized fuzzy controller control block diagram of the tracking anti-skid control system for the electric vehicle of the present invention. The self-organizing fuzzy controller can be divided into a self-organizing part and a basic fuzzy controller. In the self-organizing part, the fuzzy rule table is corrected according to the error of the slip and the amount of error change. The equation is as follows: AU = Μ ί(1 ~ς^ηΤ^ + fce(nT)] ( 13) where △« is the output correction amount and y is the learning rate. The part of the basic fuzzy controller whose controller input variables are the slip error (e) and the slip error (^), respectively. Corresponding to the fuzzy set, that is, ^ and ^ domain. Please refer to Figure 5, which is a fast calculation method of the excitation strength of the triangular membership function of the tracking anti-skid control system of the electric vehicle of the present invention. The excitation intensity w is expressed, so the present invention adopts a triangulation function which is easy to calculate, so the intensity w of the excitation can be obtained by linear interpolation, and the rounding of the rule of the first rule can be expressed as follows: ut{ nT + Γ) = u^nT) + =i> Rule^nT + Τ) = Rule^nT)^ ARulet (14) =Rule^nT) + weiwcei -^-[(1 - g)e(nT) + Gce{nT)]
M 在方程式(14)中’可得知只當6與以為零時,才會為零,而實驗平 台常因量測元件問題,使得誤差量及誤差的變化量不會同時為零在此種 201134706 狀況下合易隨著時間增加而發散掉,因此本發明設定一死區範圍,當誤 差量的絕對值小於此範圍時,則不需對規則庫做修正 ,代表Δμ,+為〇,其判 斷式如下所示: if Qbs{e)< threshold Δ«(~〇 (15) 在方程式(⑷中’其Μ為系統增量,因此可以把μ值設為常數,而修 正強度的改變就由r來奴即可,也就是說,透過^值的設定可以來改變 籲SGFC:的學f速率。心值太大,舰則庫雜正敝過正,導衫統命令 的大幅變動,而造成輸出的震1。r太小,則學習速率太慢無法即時補償不 良之輸出’而造成暫態響應不^。至於?之值是決定冰⑶之間的修正權重 比例,一般而言,^與從對系統的影響都很重要,不應有所偏重任何變數。 至於規則表的查表方式亦可利用線性插值模糊運算方法得知,假設誤差量 (Ο隸屬於模糊集合中的α,、4+1,誤差變化量(ce)隸屬於~^+1,則控 制量U的算法可根據如下:假如、X +1是相鄰兩自變數的模糊數平均值, φ ^、X+1是與之對應時因變數的平均值,則線性插值公式如下所示: 少(工)=y.+ZiliZlL^x-x.)M in equation (14) can be known that only when 6 and zero are zero, the experimental platform often measures the component, so that the amount of error and the amount of error will not be zero at the same time. In 201134706, the situation is diverged with the increase of time. Therefore, the present invention sets a dead zone range. When the absolute value of the error amount is smaller than the range, the rule base is not required to be corrected, and Δμ, + is 〇, and the judgment is made. The formula is as follows: if Qbs{e)< threshold Δ«(~〇(15) In the equation ((4)' is the system increment, so the μ value can be set to a constant, and the correction intensity is changed by r can be a slave, that is to say, through the setting of the value of ^ can change the rate of learning SGFC: the heart value is too large, the ship is too complicated, the commander's command is greatly changed, resulting in The output of the earthquake is too small, the learning rate is too slow to compensate the bad output immediately, and the transient response is not caused. The value of the value is the ratio of the correction weight between the ice (3). In general, ^ and It is important to influence the system and should not be biased towards any variables. As for the checklist of the rule table, it can also be known by the linear interpolation fuzzy operation method. The assumed error amount (Ο belongs to α, 4+1 in the fuzzy set, and the error variation (ce) belongs to ~^+1, then The algorithm for controlling the quantity U can be as follows: If X +1 is the average of the fuzzy numbers of two adjacent independent variables, φ ^ and X+1 are the average values of the dependent variables, then the linear interpolation formula is as follows : Less (work) = y. + ZiliZlL^xx.)
Xi+] " (16) =兄+ (凡+1-兄)A,+1CO 其中為^對X,. +1的隸屬度。s青加參閱第6圖所示,為本發明電動 載具之循跡防滑控制系統之線性插值模糊運算方式。按照圖示的順序進行 計算’其運算方程式如下所示: = U-ij + (ζΖ-,+ι,; _ )/^0/+1 (α) = ; + ι + (ζΖ-oi.y+i " ^-/,7 + 1)^0.+1(^) (17) —U =ui + (U2 - 201134706 該適應性電流控讎組36其係與該適應性模糊滑動控制模組35相連 接’根據該控制增益與-參考扭矩之乘積,以計算出_參考扭矩值。該電 子控制單元3根據該電π臟《以及該參考扭矩值’崎算、決定輪出 控制各車輪轉速之-_電壓命令,轉動各車輪馬達及其連接之車輪產 生所需之適當轉速動作。該動力源U為裝設於車本體之車輪馬達構成,藉 以驅動車輛’該車輪馬達歡電子控鮮元3發出之命令,而產生所需之 適當轉速。在每個車輪馬達上裝設輪速.^,_各輪觀喊至電子 控制單元,使系統響應更接近命令轉速。 本發明根據馬達的電勢動態方程式進行估測。本發明之馬達驅動電流 控制器設計其系統估測模型之輸人項為馬達驅動電顯馬達角速度,輸出 項為馬達錢,料纽估測麵,其祕齡聽可表科林式⑽, 給予輸人與輸A喊及可讎iU鱗純的參數值。Xi+] " (16) = brother + (where +1 - brother) A, +1CO which is ^ to the degree of membership of X,. +1. s Qingjia, as shown in Fig. 6, is a linear interpolation fuzzy operation method of the tracking anti-skid control system of the electric vehicle of the present invention. Calculate in the order shown in the figure 'The equation of operation is as follows: = U-ij + (ζΖ-, +ι,; _ ) / ^0/+1 (α) = ; + ι + (ζΖ-oi.y +i " ^-/,7 + 1)^0.+1(^) (17) —U =ui + (U2 - 201134706) The adaptive current control group 36 and its adaptive fuzzy sliding control module The group 35 is connected 'according to the product of the control gain and the reference torque to calculate a reference torque value. The electronic control unit 3 determines the wheel to control each wheel according to the electric π dirty and the reference torque value The rev.-_voltage command rotates each wheel motor and its connected wheels to produce the appropriate rotational speed action required. The power source U is formed by a wheel motor mounted on the vehicle body to drive the vehicle's motor control The command issued by element 3 produces the appropriate rotational speed required. A wheel speed is provided on each wheel motor. ^, _ each wheel is slammed to the electronic control unit to bring the system response closer to the commanded speed. The invention is based on the motor The potential dynamic equation is estimated. The motor drive current controller of the present invention is designed to input the system estimation model as Of driving electric motor angular velocity significantly, as the motor output term money, New York estimated surface material, which secret table can listen Colin age ⑽ formula, given the input and the output A may call parameter values iU Chou scales pure.
Kz)Kz)
(18)(18)
中,ψτ f 丫1 】、 (] 向量。因此本發明透向量.,,♦叫為系統參 制器的增益值,配設計的特徵方程式比較係數’求得Η 則,如下方程式所二線上參數調整,以改髓控制㈣增益值。其控制 其中,U為柝制哭+认 " (20) 的離散化轉移’^,^項’ D為_補償之修正項。配合PI控制器 推導出馬達驅動電壓匕,並將所導出之馬達驅動 12 201134706 電壓代入,並利用前饋補償的方式,將馬達轉速項消除掉,故。因 ·' · 此方程式可改寫成如下所示: ί’(Ζ) bknz -bkn + bk, “幻 +(.bk^a-l)z + bki-bkp+a (21) 本發明將根據連續系統二階標準式,經過z_轉換,將二階標準式轉換 成離散模型,可得方程式如下所示: (22) G(z) = -^±!h_ z +dlZ + d0 經由方程式(21)和方程式(22)的特徵方程式比較係數後,可求出\與& 值,如下方程式所示: pIn the middle, ψτ f 丫1 】, (] vector. Therefore, the present invention transmits the vector., ♦ is called the gain value of the system parameter, and the characteristic coefficient comparison coefficient of the design is obtained, and the parameters of the following equation are determined. Adjust to change the control (4) gain value. It controls the U, the discretization of the cry + recognition " (20) discretization transfer '^, ^ item' D is the correction of the _ compensation. With the PI controller derived The motor drives the voltage 匕 and substitutes the derived motor drive 12 201134706 voltage, and uses the feedforward compensation method to eliminate the motor speed term. Therefore, the equation can be rewritten as follows: ί'( Ζ) bknz -bkn + bk, "magic + (.bk^al)z + bki-bkp+a (21) The present invention converts the second-order standard into a discrete model by z_conversion according to the second-order standard of the continuous system. The equation is as follows: (22) G(z) = -^±!h_ z +dlZ + d0 After comparing the coefficients by the characteristic equations of equations (21) and (22), you can find \ and & Value, as shown in the following equation: p
(23) (24) t -1+α+《 Κ一 〆 b 而控制器增益值心與A:,·會隨著係統估測參數3和b之變動,而改變控制 器之控制增益,以達到適應性控制效果。 晴參閱第7a圖至第7d圖所示,為本發明電域具之獅防滑控制系 統之系統·槪絲。本發明在槪時,首先騎祕_進行系統判 別,來估測ϋί純模型錄,躲證倾參考驗峨的電魅制效果。 本發明利用虛擬隨機三進錄入訊號(Pseud〇rand〇m如㈣i叩此細❿ PRBS),再配合為5.55%的馬達驅動電壓訊號輸入,其電壓的變化範圍為 24V至26.4V,如第7a圖所示。而系統參數預估結果,如第%圖所示。系 統估測模歉輸出電流,綠減鱗輸出電流,其電畴應的比較圖, 如第7c圖獅。由祕侧觀之輸㈣流鶴達電流桃較其誤差值 也有收斂到很小的範圍,如第7d圖所示。 請參閱第8a圖至第8b圖所示,為本發明電動載具之循跡防滑控制系 統之適應___ 4 了犧飾細器是 13 201134706 否存在良好的追隨雜’ sj此給予__個上升時驗快的步階參考糕。由· 第8a圓得知’當駕駛者給一步階參考電流時,其適應性電流控制器仍存在. 良好的電流控制效果,其估測器所估測出的電流訊號也與所量測到的電流 非常相近,如第8b圖所示。本發明模擬駕駛者輸入一步階參考扭矩訊號給 適應性電流控制H,使馬達能達到駕駛者的她需求,顧擬電動機車由 高摩擦係數路面到低摩擦係數路面時,有無TCS控制器時其輪胎滑差的 抑制效果。而本剌t在麵時’舰設車料魏_供足觸扭矩來 使輪胎於高摩擦係數路面產生打滑的行為,以利於模擬時驗驻似控制$ 之性能。 钃 第9a圖至帛9f圖為本發明之高摩擦係數路面到低摩擦係數路面響應 圖而本發月於模擬時’則分別模擬馬達驅動器有無提供電子煞車等情況, 對TCS控制系統的性能有何影響,其TCS1為無電子煞車功能,因此Tcs控 制器只輸出正的控制增益值’來降低馬達的輸出扭矩。而TCS2為有電子煞 車功能’因此當TCS控制器輸出負的控制增益值時,此時則為煞車。而第 9a圖為TCS控制器所輸出的控制增益值,並且藉4此控制增益值來調整車 _ 輪馬達之輸出扭矩’並經由下層適應性電流控制器來控制其輸出扭矩,如 第9b圖所示。而從第9C圖中可得知本發明所提出之目標滑差計算法則, 則能於路面摩擦魏突賴⑽,迅速的計算出輪胎目標縣。此外卿 則較TCS1提供迅速抑概胎滑差增加的效果,並且不影響電動機車的直線 加賴自b ’如第9d圖所不me圖中則得知,經由控制後可分別將行 駛於高縣絲路面及低摩擦碰路面的路碌祕繼聰持在大於0 的穩定區域’只有在高雜係數路面到低摩擦係數路面時,其路硫況估:〆 14 201134706 況估測值於穩態時均 測值則有暫_鶴魏。料,擁顺其路面狀 與實際值有接近_勢,如第9f圖所示。 第l〇a圖至第10d圏為本發明驗證系統判別實驗結果。本發明在實驗 上’將先㈣糊來估嶋統參數,再進行步階參考電流訊號控制, 探討其電錢_能。本實驗虛擬_二進位輸人赠,再配合為 50W5%的馬達驅動電壓訊號輸入,其電壓的變化範圍為24v至26 4v ,如(23) (24) t -1+α+“ Κ一〆b and the controller gain value and A:,· will change the control gain of the controller as the system estimates the changes of parameters 3 and b, Achieve adaptive control effects. Clearly, as shown in Figures 7a to 7d, it is the system of the lion slip control system of the electric field of the present invention. When the invention is in the shackles, the first sneak _ system judgment is made to estimate the 模型 纯 pure model record, and the electric charm effect of the reference test is checked. The invention utilizes a virtual random three-input input signal (Pseud〇rand〇m such as (4) i叩 this fine PRBS), and then cooperates with a 5.55% motor drive voltage signal input, and the voltage varies from 24V to 26.4V, as in the 7a The figure shows. The system parameter estimation results are shown in the % chart. The system estimates the apology output current, the green scale reduction output current, and the comparison diagram of the domain, such as the 7c lion. From the secret side view of the (four) flow Heda current peach also has a small convergence range, as shown in Figure 7d. Please refer to the figure 8a to 8b, which is the adaptation of the tracking anti-skid control system of the electric vehicle of the present invention. ___ 4 The sacrifice device is 13 201134706 No good follow-up sj is given __ When you rise, check the fast reference step. It is known from the 8th round that 'when the driver gives a step-by-step reference current, the adaptive current controller still exists. Good current control effect, the current signal estimated by the estimator is also measured. The currents are very similar, as shown in Figure 8b. The simulation driver inputs a step-by-step reference torque signal to the adaptive current control H, so that the motor can reach the driver's needs, and when the electric motor vehicle has a high friction coefficient road surface to a low friction coefficient road surface, when there is a TCS controller, The suppression effect of tire slip. However, when the 剌t is in the surface, the ship is equipped with the vehicle's torque to make the tire slip on the high friction coefficient road surface, so as to facilitate the simulation time to control the performance of $.钃Fig. 9a to 帛9f are the high-friction coefficient road surface to low friction coefficient road surface response map of the present invention, and the simulation of the motor driver respectively provides the electronic brakes, etc., and the performance of the TCS control system is What is the impact, its TCS1 is an electronic brake-free function, so the Tcs controller only outputs a positive control gain value' to reduce the output torque of the motor. The TCS2 has an electronic brake function. Therefore, when the TCS controller outputs a negative control gain value, it is braked at this time. Figure 9a shows the control gain value output by the TCS controller, and adjusts the output torque of the vehicle_wheel motor by 4 control gain values and controls the output torque via the lower adaptive current controller, as shown in Figure 9b. Shown. From the figure 9C, it can be known that the target slip calculation rule proposed by the present invention can quickly calculate the tire target county on the road surface by Wei Weilai (10). In addition, Qing Qing provides a quicker suppression of the increase in tire slip than TCS1, and does not affect the straight-line reliance of the electric motor vehicle. From the figure shown in Figure 9d, it can be seen that after driving, it can be driven high. The road surface of the county and the low friction surface of the road are in a stable area greater than 0. 'On the road with high friction coefficient to low friction coefficient, the road sulfur condition is estimated: 〆14 201134706 The average value of the state is temporarily _ He Wei. It is expected that the road surface is close to the actual value, as shown in Figure 9f. From the 1st to the 10th, the verification system of the present invention discriminates the experimental results. In the experiment, the experiment will first estimate the parameters of the system, and then carry out the control of the step reference current signal to discuss the electricity money. In this experiment, the virtual _ binary input is given, and then combined with 50W 5% motor drive voltage signal input, the voltage varies from 24v to 26 4v, such as
第l〇a圖所示。而系統參數預估結果,如第咖圖所示。系統估測模型之 輸出電流,亦很接近馬達輸出電流,其電流響應的比較圖,如第此圖所 示。由系統估繼型之輸出電流與馬達電流概較,其誤差值也有收敛到 很小的範圍,如第l〇d圖所示。 第11a圖至帛lid圆為步階參考電流訊號實驗控制響應圖。因此利用 電腦送出-上升速度較快的步階參考電軌號,來驗證其電流控制的效 果。由第11a @中可得知在上升速度較快的步階參考電流中,經適應性電 流控制器所控制的馬達電流雖然於上升速度上有些許的延遲,但其電流控 制效果仍相當良好。在第11b圖中得知其所量測的電流訊號與估測的電流 訊號非常接近,且其兩者的誤差量也是維持在很小的範圍内,如第llc圖 所示。而第lid圖為輸出至馬達驅動器的電門開度電壓訊號β 為了驗證TCS控制器,所以在濕滑路面實驗中,利用長31〇公分寬5〇 公分表面光滑之塑膠軟墊黏附於一般路面上,並利用洗碗精或肥皂等清潔 劑加水攪拌,並喷灑於塑膠軟墊上,使輪胎與塑膠軟墊之間的附著力大幅 降低’來使輪胎較易產生打滑的現象’並建構一個足以驗證TCS控制系統 的實驗環境。 15 201134706 首先由電腦送出固疋步階電流訊號,使電動機車機加速行驶過濕滑 路面第12a圖至第12f圖為本發明之溼滑路面控制響應圓。由第似圖 可得知當循跡防滑控制器作動時,電腦將即時的減少送到馬達驅動器的電 門電壓訊號,以減少馬達的輪出電流,達到降低施加於輪胎上的扭矩,如 第12b圖所不。而在第12c圖中,剛起步時輪胎滑差有跳動的現象,但此 時輪胎並未打滑,其原因在於剛起步時,前後輪轉速是處於較低的轉速, 因此备轉速上有些許差距時’較易造成滑差在計算產生跳動的現象。因此 為了防止控㈣誤判而進行控制,因此本實驗將等待計算出目標滑差時, 才使防滑控制器進行控制動作。並且在第⑶圖中可得知本發明的循跡防 滑策略能在0.1内計算出目標滑差,做為防滑控制器的控制目標,其防滑 控制器則花費G. 7秒左右將輪胎滑差控制於目標滑絲近,達到不錯的輪 胎滑差抑舰果。並域電動機車在_域命令下,達驗佳的加速性 能,如第12d圖所示。 此外’從能源的使用效率觀點來看,其電動機車最主要的能源來自於 魏,因此如何在有_容量巾,來做最有效率的騎,這在電 動車輛中都是需要被斤斤計較的。所以由第12b圖及第12d圖中可得知, 田經過循跡防雜制H控概的電流雖錄小,但其車速則來的較未控制 的車速高,不但顯示出經過循贿滑控繼後,其餘雜源使用效率則 有提高的現象。並且從第13a财可以看出,加人循跡防滑控·後其電 動機車的行祕離擁未控_行駛雜㈣遠,並且彡肖耗的神也較未 控制來的較小’如帛13b圖所示。且從表!令則可以得知,有無搭裁循跡 防滑控制系統的比較,因此可明顯地得知加入循跡防滑控制器後,約可減 16 201134706 9 ^ 修 - 、量’良費、k尚71%的行驶距離以及在電動機車末速提高約48%, 所以使得電動機車的續航力有所提升。 本發明提出專為車輪馬達設計的TCS系統架構,主要以電動機車 架構為基礎,並利用後輪車輪馬達作為整車之動力來源。在TCS控制上, 則根據路面狀況估測結合目標滑差计算法則來計算輪胎的目標滑差,並 利用S0FC進行上層的TCS控制,再將控制後之馬達參考扭矩,做為下層適 應電流控制器的參考命令,使的整個系統成為一個閉迴路系統。Figure l〇a shows. The system parameter estimation results are shown in the figure of the coffee. The system estimates the output current of the model, which is also very close to the motor output current. The comparison of the current response is shown in the figure. The system estimates the output current and motor current, and the error value also converges to a small range, as shown in Figure l〇d. Figure 11a to 帛lid circle is the experimental control response diagram of the step reference current signal. Therefore, the effect of the current control is verified by using a computer-sending step reference track number that is faster. It can be seen from the 11a @ @ 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在 在It is known in Fig. 11b that the measured current signal is very close to the estimated current signal, and the error amount of both is also maintained within a small range, as shown in the figure of Figure 11 . The lid picture is the valve opening voltage signal β output to the motor driver. In order to verify the TCS controller, in the wet road test, a plastic pad with a surface length of 31 cm and a width of 5 cm is adhered to the general road surface. And use a detergent such as dishwashing detergent or soap to add water and stir it, and spray it on the plastic cushion to greatly reduce the adhesion between the tire and the plastic cushion to make the tire more slippery and construct a sufficient Verify the experimental environment of the TCS control system. 15 201134706 Firstly, the solid-state step current signal is sent by the computer, so that the motor vehicle accelerates over the wet road. The 12th to 12th pictures of the invention are the wet sliding road control response circle of the present invention. It can be seen from the first diagram that when the tracking anti-skid controller is actuated, the computer will immediately reduce the voltage of the electric door voltage sent to the motor driver to reduce the motor's wheel current and reduce the torque applied to the tire, as shown in section 12b. The map does not. In the 12th figure, the tire slip has a beating phenomenon at the beginning, but the tire does not slip at this time. The reason is that the front and rear wheel speeds are at a lower speed when starting, so there is a slight gap in the preparation speed. At the time, it is easier to cause the slip to calculate the jitter. Therefore, in order to prevent the control (4) misjudgment and control, the experiment will wait for the target slip to be calculated before the anti-skid controller performs the control action. And in the figure (3), it can be known that the tracking anti-skid strategy of the present invention can calculate the target slip within 0.1, as the control target of the anti-skid controller, and the anti-skid controller takes about G. 7 seconds to slip the tire. Controlled by the target slippery, it achieves a good tire slip and a ship's fruit. The parallel electric motor vehicle has the best acceleration performance under the _ domain command, as shown in Figure 12d. In addition, from the point of view of energy efficiency, the most important energy source for electric motor vehicles comes from Wei, so how to use the _ capacity towel to do the most efficient riding, which needs to be considered in electric vehicles. Therefore, it can be seen from Fig. 12b and Fig. 12d that although the current of the tracking anti-miscellaneous H control is small, the speed of the vehicle is higher than the uncontrolled speed, which not only shows that the bribe slips. After the control, the efficiency of the remaining sources is improved. And from the 13th money can be seen, adding people to follow the anti-skid control, after the motor car's secrets are out of control _ driving miscellaneous (four) far, and the gods of Xiao Xiao consumption are less than the control of the smaller 'ru Figure 13b shows. And from the table! The order can be used to know whether there is a comparison of the anti-skid control system. Therefore, it can be clearly seen that after adding the tracking anti-skid controller, it can be reduced by 16 201134706 9 ^ repair - quantity, good price, k still 71% The driving distance and the end speed of the electric motor are increased by about 48%, so that the endurance of the electric motor vehicle is improved. The present invention proposes a TCS system architecture specifically designed for wheel motors, based primarily on the motor vehicle architecture, and utilizing the rear wheel motor as a source of power for the vehicle. In the TCS control, the target slip of the tire is calculated according to the road condition estimation combined with the target slip calculation rule, and the upper TCS control is performed by the S0FC, and the controlled motor reference torque is used as the lower adaptive current controller. The reference command makes the entire system a closed loop system.
17 201134706 f圖式簡單說明】 第1圖為本發明電動載具之循跡防滑控制系統之組成架構方塊示意圖。 第2圖為輪胎之自由體示意圖。 第3圖為本發明電動載具之循跡防滑控制系統之目標滑差計算方塊圖。 第4圖為本_電動載具之循跡防滑控統之自組織模糊控制器控制 方塊圖。 第5圖為本發㈣喊具之循贿滑控⑽'統之三角形隸屬崎激發強 度之快速計算法。 第6圖為本發動載具之循跡防滑控幅統之線性插健糊運算方式。 第7a圖至第7d圖為本發明電動載具之循跡防滑控制系統之系統判職 擬結果。 第8a圖至第8b圖為本發明電動載具之循跡防骨控制系統之適應性電流 控制響應。 第9a圖至第9f圖為本發明之局摩擦係數路面到低摩擦係數路面響應圖。 第l〇a圖至第l〇d圖為本發明驗證系統判別實驗結果。 第11a圖至第lid圖為步階參考電流訊號實驗控制響應圖。 第12a圖至第I2f圖為本發明之輯路面控制響應圖。 第13a圖至第13b圖為本發明之電動機車行驶距離及功率消耗圖。 表1為本發明能量消耗比較表。 【主要元件符號說明】 1〜電動載具 11〜動力源 201134706 12〜車輪 2〜動力控制單元 21〜電門開度感知器 22〜輪速信號處理單元 3〜電子控制單元 31〜正向力估測模組 32〜驅動力估測模組 # 33~道路面狀況估測模組 34〜目標滑差計算模組 35~適應性模糊滑動控制模組 36~適應性電流控制模組17 201134706 f Simple description of the figure] Fig. 1 is a block diagram showing the structure of the tracking anti-skid control system of the electric vehicle of the present invention. Figure 2 is a schematic diagram of the free body of the tire. Figure 3 is a block diagram of the target slip calculation of the tracking anti-skid control system of the electric vehicle of the present invention. Figure 4 is a block diagram of the self-organizing fuzzy controller control of the tracking and anti-skid control system of the electric vehicle. Figure 5 is a quick calculation method for the triggering of bribery in the hair of the hairpin (10) of the hairpin. The sixth figure is the linear plug-in operation method of the tracking anti-skid control system of the launching vehicle. Figures 7a through 7d show the results of the system decision of the tracking and anti-skid control system for the electric vehicle of the present invention. 8a to 8b are adaptive current control responses of the tracking anti-bone control system of the electric vehicle of the present invention. Figures 9a to 9f are diagrams showing the response of the friction coefficient road surface to the low friction coefficient road surface of the present invention. The graphs from 1a to 1d are the results of the discriminating experiment of the verification system of the present invention. The 11th to the llth diagrams are experimental control response diagrams of the step reference current signals. Fig. 12a to Fig. 2f are diagrams showing the road surface control response of the present invention. Figures 13a to 13b are diagrams showing the travel distance and power consumption of the electric motor vehicle of the present invention. Table 1 is a comparison table of energy consumption of the present invention. [Main component symbol description] 1 to electric vehicle 11 to power source 201134706 12 to wheel 2 to power control unit 21 to door opening degree sensor 22 to wheel speed signal processing unit 3 to electronic control unit 31 to positive force estimation Module 32~Drive Force Estimation Module #33~Road Surface Condition Estimation Module 34~Target Slip Calculation Module 35~Adaptive Fuzzy Sliding Control Module 36~Adaptable Current Control Module
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Cited By (2)
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TWI719598B (en) * | 2019-08-20 | 2021-02-21 | 國家中山科學研究院 | Estimation method of vehicle road friction coefficient |
TWI739488B (en) * | 2020-06-22 | 2021-09-11 | 台灣制動股份有限公司 | Control method of electric locomotive tracking control system (TCS) |
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Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
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TWI719598B (en) * | 2019-08-20 | 2021-02-21 | 國家中山科學研究院 | Estimation method of vehicle road friction coefficient |
TWI739488B (en) * | 2020-06-22 | 2021-09-11 | 台灣制動股份有限公司 | Control method of electric locomotive tracking control system (TCS) |
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