WO2020062499A1 - 一种针对电子节气门系统的非线性抗干扰控制方法及装置 - Google Patents

一种针对电子节气门系统的非线性抗干扰控制方法及装置 Download PDF

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WO2020062499A1
WO2020062499A1 PCT/CN2018/116293 CN2018116293W WO2020062499A1 WO 2020062499 A1 WO2020062499 A1 WO 2020062499A1 CN 2018116293 W CN2018116293 W CN 2018116293W WO 2020062499 A1 WO2020062499 A1 WO 2020062499A1
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Prior art keywords
control
electronic throttle
model
interference
torque
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PCT/CN2018/116293
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English (en)
French (fr)
Inventor
李世华
戴忱
杨俊�
孙昊
王翔宇
李奇
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东南大学
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Priority to US16/618,380 priority Critical patent/US11168623B2/en
Publication of WO2020062499A1 publication Critical patent/WO2020062499A1/zh

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B13/00—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion
    • G05B13/02—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric
    • G05B13/04—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric involving the use of models or simulators
    • G05B13/042—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric involving the use of models or simulators in which a parameter or coefficient is automatically adjusted to optimise the performance
    • G05B13/045—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric involving the use of models or simulators in which a parameter or coefficient is automatically adjusted to optimise the performance using a perturbation signal
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/106—Detection of demand or actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B13/00—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion
    • G05B13/02—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric
    • G05B13/04—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric involving the use of models or simulators
    • G05B13/047—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric involving the use of models or simulators the criterion being a time optimal performance criterion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/1415—Controller structures or design using a state feedback or a state space representation
    • F02D2041/1416—Observer
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1413—Controller structures or design
    • F02D2041/143—Controller structures or design the control loop including a non-linear model or compensator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1401—Introducing closed-loop corrections characterised by the control or regulation method
    • F02D2041/1433—Introducing closed-loop corrections characterised by the control or regulation method using a model or simulation of the system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/602—Pedal position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F02D9/1065—Mechanical control linkage between an actuator and the flap, e.g. including levers, gears, springs, clutches, limit stops of the like

Definitions

  • the invention relates to an electronic throttle system control technology, and belongs to the technical field of vehicle engine internal combustion system control technology.
  • the throttle valve body In the traditional throttle system, the throttle valve body is directly connected to the accelerator pedal through a coil, and its opening degree is only related to the displacement of the pedal.
  • the pure mechanical structure makes its control method relatively simple and belongs to direct control.
  • the control mode In the electronic throttle system, the control mode is indirect control, and the electronic control unit receives the displacement information of the pedal to control the opening degree of the electronic throttle valve. Therefore, the electronic throttle is widely used in the engine internal combustion control system, and is regarded as the "throat" in the vehicle engine internal combustion system. By controlling the amount of intake air under different operating conditions, the electronic throttle can control and adjust the engine air-fuel ratio. In the actual process, it is also necessary to consider the engine operating conditions, engine speed, engine torque, and various environmental factors. influences.
  • the electronic throttle system 100 studied by the present invention is different from the traditional throttle valve, and its operating principle can be specifically described as follows:
  • the pedal position sensor 107 can detect The current pedal position signal, and the pedal displacement is transmitted to the electronic control unit 102, and the corresponding valve expected opening degree is obtained by calculating the expected air-fuel ratio.
  • the electric control unit drives the DC motor 103 by a pulse width modulation (PWM) method to obtain an initial rotational torque. Since the reduction gear set 105 can realize torque transmission between the DC motor bearing 209 and the electronic throttle valve shaft 215, the valve opening of the electronic throttle valve 104 can be controlled by adjusting the torque of the DC motor 103.
  • PWM pulse width modulation
  • valve angle sensor can measure the valve opening of the electronic throttle valve 104, and the return spring pair 106a, 106b can control the valve movement of the electronic throttle valve 104 and return it to the default position, and stabilize it in the event of power loss Within a safe area.
  • the electronic throttle system needs to have the characteristics of low pollutant discharge capacity and high working condition adaptability, so its control performance also needs to meet the following requirements: fast response, no overshoot, high steady-state accuracy, convenient engineering implementation, etc. Wait.
  • electronic throttle systems are often affected by multi-source interference, uncertainty, and non-linearity caused by factors such as engine shake, high temperature, and increased carbon emissions.
  • multi-source interference includes transmission friction, spring return torque, gear backlash, and external interference caused by intake air flow, production differences, and usage time; the uncertainty is mainly the engine operating conditions, altitude, temperature, and humidity
  • the parameter uncertainty of system components caused by factors such as changes in air pressure and air pressure; unknown non-linear quantities are mainly caused by the above factors (such as transmission friction, spring return torque, gear backlash, etc.), and will cause the performance of the entire system Adverse effects.
  • the present invention discloses a non-linear anti-interference control method and device for an electronic throttle system, which achieves the goal of continuous limited time anti-interference control, realizes fast and accurate tracking of the expected opening degree of the electronic throttle valve, and Accurate compensation suppression for multiple types of interference.
  • the present invention provides the following technical solutions:
  • a non-linear anti-interference control device for an electronic throttle system includes a control sub-device and an observation sub-device.
  • a design method of a non-linear anti-interference control device for an electronic throttle system includes the following steps:
  • Step 1 Analyze the working principle of the electronic throttle system, establish the system mathematical model and the control model separately, and introduce the idea of lumped disturbance for subsequent design;
  • Step 2 On the basis of the system control model established in Step 1, design observation sub-devices and design finite-time observers to obtain the system state quantities and aggregate disturbance estimates in a limited time;
  • Step 3 Based on the observation sub-device designed in step 2, design the control sub-device, design the continuous terminal sliding mode finite time controller, and combine a feed-forward compensation and output feedback control method to design a nonlinear anti-interference control method and device. .
  • the present invention has the following advantages and beneficial effects:
  • the invention realizes limited time control of the desired opening degree of the electronic throttle valve, thereby effectively improving the dynamic and static performance and anti-interference performance of the system.
  • the invention considers many factors that have a significant impact on the performance of the electronic throttle system in the model, and eliminates the adverse effects of the friction torque and other factors on the controlled system through effective anti-interference means.
  • the invention realizes accurate estimation of lumped interference and system state variables in a limited time.
  • the invention combines a continuous terminal sliding mode control method and an output feedback control method, and effectively suppresses the multi-source interference, uncertainty and non-linear adverse effects in the electronic throttle system, so that the system is in a disturbed condition.
  • accurate tracking control of the opening degree of the electronic throttle valve is realized, while reducing the hardware cost of the system, improving the system's dynamic characteristics, steady state characteristics and anti-interference ability.
  • FIG. 1 is a schematic structural diagram of an electronic throttle valve according to the present invention.
  • FIG. 2 is a schematic diagram of components of an electronic throttle valve according to the present invention.
  • FIG. 3 is a working flowchart of a control sub-device of an electronic throttle valve according to the present invention.
  • FIG. 4 is a working flowchart of the observation sub-device of the electronic throttle valve according to the present invention.
  • FIG. 5 is a control block diagram of the electronic throttle valve of the present invention.
  • the electronic throttle system 100 in this embodiment includes the following parts: an accelerator pedal 101; a pedal position sensor 107 for detecting displacement information of the accelerator pedal; and an electronic throttle 104 for using a desired pedal position Provide an appropriate air-fuel mixture ratio; a valve angle sensor 108 is used to detect the real-time opening of the electronic throttle valve 104; a DC motor 103 is used to provide the initial rotational torque for the electronic throttle valve 104; a reduction gear set 105 is used To achieve torque transmission from the DC motor 103 to the electronic throttle valve 104; the electronic control unit 102 is used to provide control signals to achieve effective control of the electronic throttle system 100; the return spring pair 106a, 106b is used to control the electronic The movement of the throttle valve 104 is still stable in a safe area in the case of power loss.
  • the valve of the electronic throttle valve 104 has a rotating structure, and a default state thereof is fully open.
  • the electronic control unit 102 can determine an appropriate air-fuel mixture ratio according to the desired pedal position, and output a control voltage based on the PWM technology to drive the DC motor 103 to generate a rotating torque.
  • the DC motor 103 is an actuator of the entire system and provides an initial rotational torque for the electronic throttle valve 104.
  • the DC motor 103 is connected to the damper shaft of the throttle valve through a reduction gear set, and its rotation torque is determined by the desired torque provided by the electronic control unit 102.
  • the inductance voltage of the DC motor 103 is the PWM equivalent voltage output by the electric control unit 102.
  • the reduction gear set 105 includes a motor gear 105a, a medium speed gear 105b, and a sector gear 105c.
  • the return spring pairs 106 a and 106 b are installed in a rotary type, so there is an initial torque, and the spring torque changes with the opening degree of the electronic throttle valve 104.
  • the basic working principle of the electronic throttle system 100 is as follows: When the driver depresses the accelerator pedal 101, the pedal position sensor 107 will detect the current pedal position signal and transmit the pedal displacement to the electronic control unit 102. By calculating the expected air-fuel ratio, the corresponding valve opening is obtained. At the same time, the electric control unit 102 drives the DC motor 103 through the PWM method to obtain the initial torque, and then drives the valve opening of the electronic throttle valve 104 to the desired opening degree through the transmission of the reduction gear set 105.
  • a method and device are designed for controlling and observing the electronic throttle system 100 in this embodiment, where the device includes a control sub-device 300 And the observation sub-device 400 is a synthesis of the working steps of the device.
  • the working steps of the control sub-device 300 designed in this embodiment are: (1) Operating condition parameter acquisition module 301, which obtains the operating condition parameters of the electronic throttle system 100 through sensors, measuring instruments and other means. (Usually including the actual valve opening of the electronic throttle valve 104, the fuel efficiency of the engine, external loads, weather and environmental factors, etc.); (2) a system mathematical model 302, by analyzing the working principle of the electronic throttle valve, establishing its mathematical model to Characterize the system characteristics of the electronic throttle system 100, where the system mathematical model 302 includes the following parameters: the shaft angle and angular velocity of the DC motor 103, the valve opening and angular velocity of the electronic throttle valve 104, the total impedance of the armature circuit, the armature current and Inductance, input and output torque of reduction gear, interference torque caused by intake air flow, return spring torque, load torque and friction torque.
  • Operating condition parameter acquisition module 301 which obtains the operating condition parameters of the electronic throttle system 100 through sensors, measuring instruments and other means. (Usually including the actual valve opening of the electronic throttle valve
  • the present invention analyzes the circuits and mechanical equations of the DC motor 103 and the electronic throttle valve 104 respectively, and transforms the mathematical model into an integral chain system control model for subsequent design through coordinate transformation; (3)
  • the system control model 303 is based on the system mathematical model 302, and is processed into a control model that is beneficial to the subsequent controller model design by using mathematical methods.
  • the present invention defines the tracking error and its derivative between the actual opening and the expected opening of the electronic throttle valve 104 as system state variables, and introduces the idea of lumped disturbance, including: Source interference, uncertainty, and unknown non-linear quantities in real systems.
  • multi-source interference includes transmission friction, spring return torque, gear backlash, and external interference caused by intake air flow, production differences, usage time, etc .
  • uncertainty includes modeling errors of friction torque and return spring torque ,
  • unknown non-linear quantities include transmission friction torque, gear backlash, and non-linear spring torque Wait.
  • the above factors will have a significant impact on the performance of the electronic throttle system.
  • the friction torque because the friction characteristics are affected by various factors such as materials, processing technology, and environment, it is usually highly non-linear, and it is difficult to directly establish a friction model.
  • Controller model 304 based on the system control model 303, combined with the system's expected output obtained by the operating condition parameter acquisition module 301 (by electronic control Unit 102 is calculated based on the information measured by module 301) Controller model design; (5) Control amount calculation module 305, according to the operating condition parameters obtained by the operating condition parameter acquisition module 301, the system's expected output and the The designed controller model 304 determines the actual control amount acting on the electronic throttle system 100; (6) a drive signal calculation module 306 for calculating the driving voltage of the DC motor 103 according to the control amount obtained by the control amount calculation module 305 the amount.
  • the working steps of the observation sub-device 400 designed in this embodiment are: (1) operating condition parameter acquisition module 401, which obtains the operating condition parameters of the electronic throttle system 100 through sensors, measuring instruments and other means. (Usually including the actual valve opening of the electronic throttle valve 104, the fuel efficiency of the engine, external loads, weather and environmental factors, etc.); (2) the observer model 402, based on the system control model 303 in the control sub-device 300 , Designing an effective observer model to obtain the observed values of the system state and aggregate disturbances; (3) the system state and disturbance observation value calculation module 403, according to the operating condition parameters obtained by the operating condition parameter acquisition module 401 and The designed observer model 402 calculates the observation value output by the interference observer; (4)
  • the interaction module 404 is used for information transmission between the control sub-device 300 and the observation sub-device 400, including working condition parameters and control Information such as measured values, observed values, etc. Among them, the controlled amount needs to be used not only to control the electronic throttle system 100, but also to the module 40
  • This embodiment also provides a method for designing the above control device and method.
  • the specific implementation steps are as follows:
  • Step 1 Analyze the working principle of the electronic throttle, establish the system mathematical model and the control model, and introduce the idea of lumped disturbance for subsequent design;
  • Step 2 Based on the system control model established in Step 1, design observation sub-devices and design finite-time high-order sliding mode observers to obtain system state quantities and aggregate disturbance estimates in a limited time;
  • Step 3 Based on the observation sub-device designed in step 2, design the control sub-device and design the continuous terminal sliding mode finite-time controller to realize the finite-time control of the expected opening of the electronic throttle valve, and improve the dynamic and static performance of the system. And anti-interference performance.
  • step 1 the specific process of step 1 is:
  • a mathematical model of the electronic throttle system 100 is established. Based on the working principle of the electronic throttle system 100, its mathematical model includes a mathematical model of a DC motor 103 and an electronic throttle 104.
  • the mathematical model of the DC motor 103 includes the shaft angle and angular velocity of the DC motor 103, the total impedance of the armature circuit, the armature current, and the inductance;
  • the mathematical model of the electronic throttle valve 104 includes: the valve opening degree and the angular velocity of the electronic throttle valve 104 The input torque and output torque of the reduction gear, the interference torque caused by the intake air flow, the return spring torque, the load torque and the friction torque.
  • this embodiment makes the following assumptions: (1) the armature inductance value is very small, and its inductance dynamics can be ignored; (2) the torque coefficient of the DC motor 103 does not change with changes in temperature and pressure, or The change is very slow; (3) only the Coulomb friction is considered in the friction analysis, and the remaining complex friction characteristics are considered in the lumped interference; (4) the first derivative of the external interference and the second derivative of the reference signal are bounded.
  • steps 1-2 a circuit equation of the DC motor 103 is established. According to Kirchhoff's law of voltage and current, the circuit equation of the DC motor 103 can be written as:
  • ⁇ m is the rotating shaft angle (rad) of the DC motor 103
  • ⁇ m is the rotating shaft angular velocity (rad / s) of the DC motor 103
  • R is the total impedance of the armature circuit ( ⁇ )
  • L is the armature inductance (H)
  • I is the armature current (A)
  • u is the PWM equivalent voltage (V)
  • k e is the back-EMF coefficient (V / rad / s).
  • the DC component By decomposing the PWM voltage signal, the DC component can be regarded as the equivalent armature voltage of the DC motor 103, and expressed as:
  • T is a signal period (s)
  • s is a high-level duration (s) within a single period of ⁇
  • U max is a high-level voltage amplitude (V).
  • a mechanical equation of the DC motor 103 is established.
  • the mechanical equation of the DC motor 103 can be written as:
  • T a k m i of the rotational torque (N ⁇ m) of the DC motor 103, k m rotational moment coefficient (N ⁇ m / A), T m of the reduction gear set input torque 105 (N ⁇ m) , J m is the moment of inertia (kg ⁇ m 2 ) of the DC motor 103, and B m is the viscous damping coefficient (N ⁇ m ⁇ s / rad) of the DC motor 103.
  • a mechanical equation of the electronic throttle valve 104 is established. According to the working principle of the electronic throttle valve 104, its mechanical equation can be written as:
  • ⁇ t is the valve opening degree (rad) of the electronic throttle valve 104
  • ⁇ t is the valve angular velocity (rad / s) of the electronic throttle valve 104
  • J t is the moment of inertia (kg ⁇ m 2 ) of the electronic throttle valve 104
  • B t is the viscous damping coefficient (N ⁇ m ⁇ s / rad) of the electronic throttle valve 104
  • T o is the output torque (N ⁇ m) of the reduction gear set 105
  • T L is the interference torque caused by the intake air flow (N ⁇ m)
  • T sp is the return moment (N ⁇ m) of the return spring pair 106a, 106b
  • T f is the friction moment (N ⁇ m), which can be expressed as:
  • K sp is the stiffness coefficient of the return spring (N ⁇ m / rad)
  • T LH is the initial moment of the return spring in the default position (N ⁇ m)
  • F S ( ⁇ t ) is the nonlinearity of the valve angular velocity ⁇ t Function
  • sign ( ⁇ ) represents a sign function.
  • Steps 1-5 establish a nonlinear equation of gear backlash. Because the gear backlash is non-smooth and non-smooth, it will significantly affect the system. Therefore, for the subsequent control design, write its equation as:
  • T o NT m + d (T m ), (7)
  • N is the gear ratio, which satisfies: d (T m ) represents a non-linear function regarding the input torque T m of the reduction gear set 105.
  • a mathematical model of the electronic throttle system 100 is established. Based on the above analysis, by eliminating ⁇ m and ⁇ m , the mathematical model of the electronic throttle system 100 can be expressed as follows:
  • J is the equivalent moment of inertia of the electronic throttle valve 104 (kg ⁇ m 2 )
  • B is the equivalent viscous damping coefficient of the electronic throttle valve 104 (N ⁇ m ⁇ s / rad)
  • T D is the sum of disturbances ( N ⁇ m)
  • T g is the sum of T sp and T f (N ⁇ m).
  • the parameter uncertainties ⁇ J, ⁇ B, ⁇ F S , ⁇ T LH , ⁇ K sp , ⁇ T g, and ⁇ are expressed as:
  • J 0 , B 0 , F S0 , T LH0 , K sp0 , and ⁇ 0 represent the nominal values of the electronic throttle system parameters, respectively, The upper bounds of parameter uncertainty are respectively.
  • d is the aggregate disturbance in the system, which is expressed as:
  • the lumped disturbance includes the following parts: uncertainty, unknown nonlinearity, and multi-source interference.
  • the uncertainty is mainly derived from the moment of inertia and viscous damping coefficient of the DC motor 103 and the electronic throttle valve 104, including the frictional torque and the modeling error of the reset spring pair 106a, 106b reset torque;
  • the unknown non-linear quantities include transmission friction T f , spring return torque T sp and gear backlash d (T m );
  • multi-source interference includes load torque T L caused by intake air flow, engine shake, and parameter changes caused by environmental changes.
  • a control model of the electronic throttle system 100 is established. Based on the above modeling and analysis, in order to better perform subsequent design, a control model of the electronic throttle system 100 is established.
  • ⁇ ref the desired opening degree (rad) of the valve of the electronic throttle valve 104
  • x 1 ⁇ t - ⁇ ref as the state variable of the system, which represents the actual opening degree ⁇ t of the valve of the electronic throttle valve 104 and the expected opening degree ⁇ ref
  • x 1 ⁇ t - ⁇ ref as the state variable of the system, which represents the actual opening degree ⁇ t of the valve of the electronic throttle valve 104 and the expected opening degree ⁇ ref
  • Differentiate x 1 and define the state variable x 2 of the system as Derivating x 2 gives:
  • control model mentioned in the system control model 303 of the control sub-device 300 is established in this step.
  • step 2 the specific process of step 2 is:
  • this embodiment uses high-order sliding mode theory, based on the designed system control model formula 13 and operating conditions parameters, to design Limited time observer.
  • the operating condition parameters include the expected opening degree of the valve of the electronic throttle valve 104, the nominal value of the moment of inertia, the viscous damping coefficient, the reset torque of the return spring pair 106a, 106b, and the friction torque, etc.
  • K is the bound of the first derivative of the lumped perturbation d
  • z 1 , z 2 , and z 3 are the system output x 1 and unknown respectively.
  • Equation 13 the observation error is defined as: And satisfy the following relationships:
  • the observer can obtain the observation values of the system state and the lumped disturbance in a limited time and use it in the calculation of the subsequent control amount, so that the switching gain in the control amount need only be greater than the lumped disturbance observation error
  • the boundary value of the stub is not required to be greater than the boundary value of the lumped perturbation itself, which will effectively solve the chattering phenomenon caused by high switching gain, and reduce the measurement cost and calculation amount without changing the nominal control characteristics of the system.
  • the observer model mentioned in the observer model 402 of the observation sub-device 400 is established in this step.
  • step 3 the specific process of step 3 is:
  • step 2 Based on step 2, based on the system control model formula 13 and the observer model formula 14, the continuous terminal sliding mode finite time control theory and output feedback control theory are used to design the controller model. While ensuring the continuous control amount, The electronic throttle system 100 is provided with limited time convergence and good anti-interference performance.
  • Step 3-1 design the following terminal slip surface:
  • s is the sliding variable
  • z 2 and z 3 are the observed values of the system unknown state x 2 and the total disturbance d obtained by the observer model formula 14, respectively
  • c 1 and c 2 are the sliding mode surface coefficients to be designed
  • the polynomial p 2 + c 1 p + c 2 needs to satisfy the Hurwitz condition, that is, the eigenvalues of the polynomial are in the left half plane of the complex plane
  • ⁇ 1 and ⁇ 2 are the sliding mode surface coefficients to be designed, and the following relationship is satisfied: Among them, ⁇ (0,1).
  • Step 3-2 Based on step 3-1, design the controller model as follows:
  • ⁇ > 0 is the controller parameter to be designed.
  • the tracking error x 1 of the valve opening degree of the electronic throttle valve 104 can converge to an equilibrium point in a limited time, that is, the valve opening degree ⁇ t of the electronic throttle valve 104 can be tracked on a limited time.
  • the opening degree ⁇ ref therefore, the dynamic, static performance and anti-interference performance of the electronic throttle system 100 can be significantly improved.
  • the controller model designed in this embodiment includes three parts.
  • the first part is the output feedback control: Among them, c 1 and ⁇ 1 are the control parameters, which need to be determined by referring to the operating condition parameters and the system control model. In actual operation, in order to reduce the measurement noise caused by direct measurement, it is more appropriate to use the output value of the filter value for this item Calculation;
  • the second part is the feedforward control: Among them, c 2 and ⁇ 2 are the control parameters, which need to be determined by referring to the operating condition parameters and the system control model, and z 2 and z 3 are the observed values of the system state and the aggregate interference obtained by the observer model within a limited time;
  • the finite-time convergence of the system guarantees the continuity of
  • the controller model mentioned in the controller model 304 of the control sub-device 300 is established in this step.
  • some physical quantities such as the actual valve opening of the electronic throttle valve 104 can be directly measured by sensors and other devices, while some physical quantities such as the motor torque of the DC motor 103 and the valve angular velocity of the electronic throttle valve 104 cannot be directly passed Measurements by sensors and other devices need to be obtained indirectly through other measurable information or physical relationships.
  • some physical quantities such as the reset torque of the return springs 106a, 106b, and external disturbances, cannot be obtained or are difficult to obtain. They need to be considered as part of the lumped disturbance, and their observations should be obtained by means of an observer. deal with.
  • FIG. 5 is a control block diagram of the electronic throttle control system in this embodiment, including an observer, a controller, a controlled system, and the like.
  • the control method and device designed in this embodiment can be implemented through software, hardware, and a combination of software and hardware. Way to achieve.
  • a non-linear anti-interference control technology is applied to an electronic throttle system.
  • the expected valve opening can be quickly and accurately tracked in a limited time to achieve The goal of continuous limited time anti-interference control, and reduce the number of sensors, reduce the system cost, and meet the development requirements and application prospects of electronic throttle systems in the field of high performance and high precision.

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Abstract

一种针对电子节气门系统(100)的非线性抗干扰控制方法及装置，基于系统控制模型和连续有限时间抗干扰控制方法，针对电子节气门(104)阀门开度的跟踪控制问题设计了一种控制装置及设计方法。对于由进气气流、摩擦、弹簧扭矩、齿隙等因素引起的多源干扰、不确定性及非线性，设计了一种观测方法及装置，在有限时间内实现了对集总干扰和系统状态变量的准确估计。将连续终端滑模控制方法和输出反馈控制方法相结合，有效地抑制了电子节气门系统(100)中的多源干扰、不确定性及非线性的不利影响，使系统在受扰的情况下，在有限时间内实现了对电子节气门(104)阀门开度的精确跟踪控制，同时降低了系统的硬件成本，提高了系统动态特性、稳态特性及抗干扰能力。

Description

一种针对电子节气门系统的非线性抗干扰控制方法及装置 技术领域
本发明涉及一种电子节气门系统控制技术，属于车辆发动机内燃系统控制技术领域。
背景技术
近年来，随着能源短缺问题逐渐加剧，车辆发动机控制系统中的能源问题愈发得到重视。与传统节气门不同，电子节气门因其高效、环保、节能等优势成为了近期研究的热点并得以广泛应用。
在传统节气门系统中，节气门阀体通过线圈与油门踏板直接相连，其开度仅与踏板的位移量有关，纯机械结构使得其控制方法相对简单，属于直接控制。而在电子节气门系统中，控制方式为间接控制，电控单元通过接收踏板的位移量信息，实现对电子节气门阀门开度的控制。因此，电子节气门被广泛应用于发动机内燃控制系统中，被视为车辆发动机内燃系统中的“咽喉”。通过控制不同工况下的进气量，电子节气门能够对发动机空气-燃油比例进行控制和调节，在实际过程中还需要考虑发动机运行工况、发动机转速、发动机转矩以及各类环境因素的影响。
如图1、图2所示，本发明所研究的电子节气门系统100与传统节气门不同，其运行原理可以具体描述如下：当驾驶员踩下油门踏板101时，踏板位置传感器107可以检测到当前的踏板位置信号，并将踏板位移量传送至电控单元102，通过计算空气-燃油的期望比例，得到对应的阀门期望开度。同时，电控单元通过脉冲宽度调制(PWM)方法驱动直流电机103，获得初始旋转转矩。由于减速齿轮组105可以实现直流电机轴承209与电子节气门风门轴215之间的转矩传动，因此，可以通过调节直流电机103的转矩控制电子节气门104的阀门开度。此外，阀门角度传感器可以测得电子节气门104的阀门开度，复位弹簧对106a、106b可以控制电子节气门104的阀门运动，并使其回到默认位置，且在失电情况下使其稳定在安全区域内。
由于在实际工程应用中，电子节气门系统需具备排污量低、工况适应度高等特质，因此其控制性能还需满足如下要求：响应快、无超调、稳态精度高、工程实现便捷等等。然而，由于实际工程环境较为复杂，电子节气门系统往往受到发动机抖动、高温、排碳量增加等因素引起的多源干扰、不确定性以及非线性的影响。其中，多源干扰包括传动摩擦、弹簧复位转矩、齿轮齿隙以及由进气气流、生产区别、使用时长等所引起的外部干扰；不确定性主要为发动机运行工况、海拔、气温、湿度、气压变化等因素所导致的系统元器件的参数不确定 性；未知非线性量主要由上述因素(如传动摩擦、弹簧复位转矩、齿轮齿隙等)引起，并会对整个系统的性能产生不良影响。
为了进一步提高电子节气门系统的控制性能，多种先进控制方法得以研究并成功应用，例如，PID控制、模糊控制、神经网络控制、自适应控制、滑模控制等，上述方法从不同方面推动了电子节气门控制技术的进步。其中，滑模控制方法因其在跟踪精度和鲁棒性上的双重优势而备受关注，但由于其控制律中包含符号函数，控制量的不连续性将带来抖颤，甚至降低系统的跟踪精度和鲁棒性。此外，现有的方法多采用状态反馈控制，即需要获得系统状态量的全部信息，并且仅能使系统渐近收敛而非在有限时间内收敛，因此，在一定程度上增加了系统的成本，且无法满足系统的快速跟踪和高容错性要求。基于上述背景，亟待设计一种切实有效的控制策略，提高电子节气门系统的收敛速度和抗干扰性能，并满足实际工程要求。
发明内容
为解决上述问题，本发明公开了一种针对电子节气门系统的非线性抗干扰控制方法及装置，达到连续有限时间抗干扰控制的目标，实现对电子节气门阀门期望开度的快速准确跟踪以及对多类型干扰的精确补偿抑制。
为了达到上述目的，本发明提供如下技术方案：
一种针对电子节气门系统的非线性抗干扰控制装置，包括控制子装置和观测子装置。
一种针对电子节气门系统的非线性抗干扰控制装置的设计方法，包括如下步骤：
步骤1，分析电子节气门系统的工作原理，分别建立系统数学模型和控制模型，并引入集总扰动的思想，以便后续设计；
步骤2，在步骤1建立的系统控制模型基础上，设计观测子装置，设计有限时间观测器，在有限时间内获得系统状态量和集总扰动的估计值；
步骤3，在步骤2设计的观测子装置基础上，设计控制子装置，设计连续终端滑模有限时间控制器，结合前馈补偿与输出反馈控制方法，设计一种非线性抗干扰控制方法及装置。
与现有技术相比，本发明具有如下优点和有益效果：
本发明实现了对电子节气门阀门期望开度的有限时间控制，从而有效地提高系统的动、静态性能与抗干扰性能。本发明将对电子节气门系统性能产生显著影响的诸多因素都考虑在模型内，并通过切实有效的抗干扰手段消除摩擦力矩等因素对被控系统的不利影响。本发明在有限时间内实现了对集总干扰和系统状态变量的准确估计。本发明将连续终端滑模控制方法和输出反馈控制方法相结合，有效地抑制了电子节气门系统中的多源干扰、不确定性及非 线性的不利影响，使系统在受扰的情况下，在有限时间内实现了对电子节气门阀门开度的精确跟踪控制，同时降低了系统的硬件成本，提高了系统动态特性、稳态特性及抗干扰能力。
附图说明
图1是本发明电子节气门的原理结构示意图。
图2是本发明电子节气门的构件示意图。
图3是本发明电子节气门的控制子装置工作流程图。
图4是本发明电子节气门的观测子装置工作流程图。
图5是本发明电子节气门的控制框图。
具体实施方式
以下将结合具体实施例对本发明提供的技术方案进行详细说明，应理解下述具体实施方式仅用于说明本发明而不用于限制本发明的范围。
如图1所示，本实施例中的电子节气门系统100包括如下部分：油门踏板101；踏板位置传感器107，用于检测油门踏板的位移信息；电子节气门104，用于根据期望的踏板位置提供合适的空气-燃油混合比例；阀门角度传感器108，用于检测电子节气门104阀门的实时开度；直流电机103，用于为电子节气门104提供初始旋转转矩；减速齿轮组105，用于实现由直流电机103到电子节气门104之间的力矩传动；电控单元102，用于提供控制信号以实现对电子节气门系统100的有效控制；复位弹簧对106a、106b，用于控制电子节气门104的运动，且在失电情况下仍稳定在安全区域内。
具体地说，电子节气门104的阀门为旋转结构，其默认状态为全开。电控单元102可以根据期望的踏板位置确定合适的空气-燃油混合比例，同时基于PWM技术输出控制电压，驱动直流电机103产生旋转转矩。直流电机103为整个系统的执行器，为电子节气门104提供初始旋转转矩。直流电机103通过减速齿轮组连接到节气门的风门轴上，其旋转转矩由电控单元102所提供的期望转矩决定。直流电机103的电感电压为电控单元102输出的PWM等效电压，其中，过低的PWM频率将电压引起转矩波动和噪声，而过高的频率将增加切换损耗，因此PWM频率的选择尤为重要。减速齿轮组105包括马达齿轮105a、中速齿轮105b和扇形齿轮105c三部分。复位弹簧对106a、106b为旋转式安装，因而存在初始转矩，且弹簧转矩随电子节气门104的阀门开度变化而变化。
本实施例中，电子节气门系统100的基本工作原理如下：当驾驶员踩下油门踏板101时，踏板位置传感器107将检测到当前的踏板位置信号，并将踏板位移量传送至电控单元102， 通过计算空气-燃油的期望比例，得到对应的阀门期望开度。同时，电控单元102通过PWM方法驱动直流电机103获得初始转矩，再经由减速齿轮组105的传动使电子节气门104的阀门开度跟踪上期望开度。
为使电子节气门104的阀门开度同时具备有限时间收敛性和强鲁棒性，本实施例设计了一种方法及装置用于控制和观测电子节气门系统100，其中装置包括控制子装置300和观测子装置400，即为其中装置工作步骤的综合。
如图3所示，本实施例所设计的控制子装置300的工作步骤为：(1)运行工况参数获取模块301，通过传感器、测量仪表等手段获取电子节气门系统100的运行工况参数(通常包括电子节气门104的实际阀门开度、发动机的燃油效率、外部负载、天气和环境因素等)；(2)系统数学模型302，通过分析电子节气门的工作原理，建立其数学模型以刻画电子节气门系统100的系统特性，其中，系统数学模型302包括以下参数：直流电机103的转轴角度及角速度、电子节气门104阀门开度及角速度、电枢电路的总阻抗、电枢电流及电感、减速齿轮的输入及输出转矩、由进气气流引起的干扰力矩、复位弹簧转矩、负载转矩以及摩擦力矩。在数学建模过程中，本发明分别分析了直流电机103和电子节气门104的电路和机械方程，并通过坐标变换，将数学模型转换为便于后续设计的积分链式系统控制模型；(3)系统控制模型303，在系统数学模型302的基础上，运用数学手段将其处理为利于后续控制器模型设计的控制模型。在系统控制模型303中，本发明分别将电子节气门104的阀门实际开度与期望开度之间的跟踪误差及其导数定义为系统状态变量，并引入了集总扰动的思想，包括：多源干扰、不确定性以及实际系统中的未知非线性量。其中，多源干扰包括传动摩擦、弹簧复位转矩、齿轮齿隙以及由进气气流、生产区别、使用时长等所引起的外部干扰；不确定性包括摩擦力矩和复位弹簧转矩的建模误差，以及由发动机运行工况、海拔、气温、气压变化等因素所致的直流电机和电子节气门的参数不确定性；未知非线性量包括传动摩擦转矩、齿轮齿隙以及非线性弹簧转矩等。上述因素均会对电子节气门系统性能产生显著的影响。针对摩擦力矩，由于摩擦特性受材质、处理技术和环境等多种因素影响，通常具有较强的非线性，并且难以直接建立摩擦模型，因此本发明将其视为系统干扰的一部分，并通过切实有效的抗干扰手段消除其对被控系统的不利影响；(4)控制器模型304，在系统控制模型303的基础上，结合运行工况参数获取模块301所获得的系统期望输出(由电控单元102根据模块301所测得的信息计算而得)进行控制器模型设计；(5)控制量计算模块305，根据运行工况参数获取模块301所获得的运行工况参数、系统期望输出和所设计的控制器模型304，确定作用于电子节气门系统100的实际控制量；(6)驱动信号计算模块306，用于根据控制量计算模块305所得到的控制量计算得到直流电机103的驱动电压量。
如图4所示，本实施例所设计的观测子装置400的工作步骤为：(1)运行工况参数获取模块401，通过传感器、测量仪表等手段获取电子节气门系统100的运行工况参数(通常包括电子节气门104的实际阀门开度、发动机的燃油效率、外部负载、天气和环境因素等)；(2)观测器模型402，在控制子装置300中的系统控制模型303的基础上，设计行之有效的观测器模型从而获得系统状态和集总扰动的观测值；(3)系统状态和干扰观测值计算模块403，根据运行工况参数获取模块401所获得的运行工况参数和所设计的观测器模型402，计算得到干扰观测器所输出的观测值；(4)交互模块404，用于进行控制子装置300与观测子装置400之间的信息传递，包括工况参数、控制量、观测值等信息，其中，控制量不仅需要用于控制电子节气门系统100，还需要用于到模块402中，用于观测器模型402的建立和工作，观测器所得到的观测值亦应用于控制器模型304中，用于计算控制量。
本实施例还提供了以上控制装置和方法的设计方法，具体实施步骤如下：
步骤1，分析电子节气门的工作原理，分别建立系统数学模型和控制模型，并引入集总扰动的思想，以便后续设计；
步骤2，在步骤1建立的系统控制模型基础上，设计观测子装置，设计有限时间高阶滑模观测器，在有限时间内获得系统状态量和集总扰动的估计值；
步骤3，在步骤2设计的观测子装置基础上，设计控制子装置，设计连续终端滑模有限时间控制器，实现对电子节气门阀门期望开度的有限时间控制，提高系统的动、静态性能与抗干扰性能。
作为本实施例的一种优选方案，所述步骤1的具体过程为：
步骤1-1，建立电子节气门系统100的数学模型。基于电子节气门系统100的工作原理，其数学模型包括直流电机103和电子节气门104的数学模型。其中，直流电机103的数学模型包括直流电机103的转轴角度及角速度、电枢电路的总阻抗、电枢电流及电感；电子节气门104的数学模型包括：电子节气门104的阀门开度及角速度、减速齿轮的输入转矩及输出转矩、由进气气流引起的干扰力矩、复位弹簧力矩、负载转矩以及摩擦力矩。
在数学建模过程中，本实施例作出如下假设：(1)电枢电感值很小，可以忽略其电感动态；(2)直流电机103的转矩系数不随温度和压力的变化而变化，或变化非常慢；(3)摩擦分析中仅考虑库伦摩擦力，将其余复杂的摩擦特性考虑至集总干扰中；(4)外部干扰的一阶导数以及参考信号的二阶导数均有界。
步骤1-2，建立直流电机103的电路方程。根据基尔霍夫电压电流定律，直流电机103的电路方程可以写作：
Figure PCTCN2018116293-appb-000001
其中，θ m为直流电机103的转轴角度(rad)，ω m为直流电机103的转轴角速度(rad/s)，R为电枢电路的总阻抗(Ω)，L为电枢电感(H)，i为电枢电流(A)，u为PWM等效电压(V)，k e为反电势系数(V/rad/s)。
通过分解PWM电压信号，可以将其中的直流分量视作直流电机103的等效电枢电压，并表示为：
u＝T -1τU max,           (2)
其中，T为信号周期(s)，为τ单周期内的高电平时长(s)，U max为高电平电压幅值(V)。
步骤1-3，建立直流电机103的机械方程。根据转矩平衡方程，直流电机103的机械方程可以写作：
Figure PCTCN2018116293-appb-000002
其中，T a＝k mi为直流电机103的旋转力矩(N·m)，k m旋转力矩系数(N·m/A)，T m为减速齿轮组105的输入转矩(N·m)，J m为直流电机103的转动惯量(kg·m 2)，B m为直流电机103的粘滞阻尼系数(N·m·s/rad)。
由于已假设电枢电感值很小，可忽略不计，因此，直流电机103的机械方程可以简化为：
Figure PCTCN2018116293-appb-000003
步骤1-4，建立电子节气门104的机械方程。根据电子节气门104的工作原理，其机械方程可以写作：
Figure PCTCN2018116293-appb-000004
其中，θ t为电子节气门104的阀门开度(rad)，ω t为电子节气门104的阀门角速度(rad/s)，J t为电子节气门104的转动惯量(kg·m 2)，B t为电子节气门104的粘滞阻尼系数(N·m·s/rad)，T o为减速齿轮组105的输出转矩(N·m)，T L为由进气气流引起的干扰力矩(N·m)，T sp为复位弹簧对106a、106b的复位力矩(N·m)，T f为摩擦力矩(N·m)，可分别表示为：
T sp＝K sp(θ t-θ 0)+T LHsign(θ t-θ 0),T f＝F S(ω t)sign(ω t),     (6)
其中，K sp为复位弹簧的劲度系数(N·m/rad)，T LH为复位弹簧在默认位置的初始力矩(N·m)，F S(ω t)为阀门角速度ω t的非线性函数，sign(·)表示符号函数。
步骤1-5，建立齿轮齿隙非线性方程。由于齿轮齿隙属于非光滑的非线性会对系统造成显著影响，因此，为了后续控制设计，将其方程写作：
T o＝NT m+d(T m),           (7) 其中，N为齿轮传动比，满足：
Figure PCTCN2018116293-appb-000005
d(T m)表示关于减速齿轮组105的输入转矩T m的非线性函数。
步骤1-6，建立电子节气门系统100的数学模型。基于上述分析，通过消去θ m和ω m，可将电子节气门系统100的数学模型表示如下：
Figure PCTCN2018116293-appb-000006
其中，
Figure PCTCN2018116293-appb-000007
其中，J为电子节气门104的等效转动惯量(kg·m 2)，B为电子节气门104的等效粘滞阻尼系数(N·m·s/rad)，T D为干扰之和(N·m)，T g为T sp与T f之和(N·m)。
考虑到参数摄动带来的影响，将参数不确定性ΔJ、ΔB、ΔF S、ΔT LH、ΔK sp、ΔT g和Δρ分别表示为：
Figure PCTCN2018116293-appb-000008
其中，J 0、B 0、F S0、T LH0、K sp0、ρ 0分别表示电子节气门系统参数的标称值，
Figure PCTCN2018116293-appb-000009
Figure PCTCN2018116293-appb-000010
分别为参数不确定性的上界。
至此，可将电子节气门系统100的数学模型写作：
Figure PCTCN2018116293-appb-000011
其中，d为系统中的集总扰动，表示为：
Figure PCTCN2018116293-appb-000012
在本实施例中，集总扰动包括如下部分：不确定性、未知非线性量以及多源干扰。其中，不确定性主要来源于直流电机103和电子节气门104的转动惯量和粘滞阻尼系数、包括摩擦力矩和复位弹簧对106a、106b复位转矩的建模误差；未知非线性量包括传动摩擦T f、弹簧复位转矩T sp以及齿轮齿隙d(T m)；多源干扰包括由进气气流引起的负载转矩T L、发动机抖动以及环境变化引起的参数变化等。
通过上述步骤1-1至1-6，即建立起控制子装置300系统数学模型302中的数学模型。
步骤1-7，建立电子节气门系统100的控制模型。基于上述建模和分析，为了更好地进行后续设计，建立电子节气门系统100的控制模型。定义θ ref为电子节气门104的阀门期望开度 (rad)，定义x 1＝θ t-θ ref为系统的状态变量，表示电子节气门104的阀门实际开度θ t与期望开度θ ref之间的跟踪误差。对x 1进行求导，定义系统的状态变量x 2为
Figure PCTCN2018116293-appb-000013
对x 2求导可得：
Figure PCTCN2018116293-appb-000014
由此可得电子节气门系统100的控制模型：
Figure PCTCN2018116293-appb-000015
其中，
Figure PCTCN2018116293-appb-000016
本步骤建立的即为控制子装置300系统控制模型303中提及的控制模型。
作为本实施例的一种优选方案，所述步骤2的具体过程为：
为了在保证系统稳定的前提下，在有限时间内获得系统状态和集总扰动的估计值，本实施例运用高阶滑模理论，基于所设计的系统控制模型式13和运行工况参数，设计有限时间观测器。其中，运行工况参数包括电子节气门104的阀门期望开度、转动惯量标称值、粘滞阻尼系数、复位弹簧对106a、106b的复位力矩以及摩擦力矩等。
本实施例所设计的有限时间观测器为：
Figure PCTCN2018116293-appb-000017
其中，
Figure PCTCN2018116293-appb-000018
K为集总扰动d的一阶导数的界，λ i＞0(i＝1,2,3)为待设计的观测器系数，z 1、z 2、z 3分别为系统输出x 1、未知状态x 2以及集总扰动d的观测值。
结合式13和式14，定义观测误差为：
Figure PCTCN2018116293-appb-000019
并满足如下关系：
Figure PCTCN2018116293-appb-000020
易证明，存在某一时刻t f，当t≥t f时，观测误差满足e i＝0(i＝1,2,3)，即观测误差系统 可以在有限时间内稳定。
本实施例中，观测器可以在有限时间内获得系统状态和集总扰动的观测值，并将其用于后续控制量的计算中，使得控制量中的切换增益仅需大于集总扰动观测误差的界值，而无需大于集总扰动本身的界值，这将有效地解决由高切换增益导致的抖颤现象，并降低测量成本、减少计算量，同时不改变系统的标称控制特性。
本步骤建立的即为观测子装置400观测器模型402中提及的观测器模型。
作为本实施例的一种优选方案，所述步骤3的具体过程为：
在步骤2的基础上，基于系统控制模型式13与观测器模型式14，运用连续终端滑模有限时间控制理论和输出反馈控制理论，进行控制器模型的设计，在保证控制量连续的同时，使得电子节气门系统100具备有限时间收敛性和良好的抗干扰性能。
步骤3-1，设计如下的终端滑模面：
Figure PCTCN2018116293-appb-000021
其中，s为滑动变量，z 2、z 3分别为观测器模型式14所得的系统未知状态x 2和集总扰动d的观测值，c 1、c 2为待设计的滑模面系数，且需使多项式p 2+c 1p+c 2满足Hurwitz条件，即使得多项式的特征值均在复平面的左半平面，α 1,α 2为待设计的滑模面系数，且满足如下关系：
Figure PCTCN2018116293-appb-000022
其中，ε∈(0,1)。
步骤3-2，在步骤3-1的基础上，设计控制器模型如下：
u＝-g -1(u 1+u 2+u 3),            (17)
其中，
Figure PCTCN2018116293-appb-000023
η＞0为待设计的控制器参数。
通过所设计的控制器模型，电子节气门104的阀门开度的跟踪误差x 1能够在有限时间内收敛至平衡点，即电子节气门104的阀门开度θ t能够在有限时间内跟踪上期望开度θ ref，因此，电子节气门系统100的动、静态性能以及抗干扰性能均能得到显著提升。
步骤3-3，本实施例所设计的控制器模型包括三部分。第一部分为输出反馈控制项：
Figure PCTCN2018116293-appb-000024
其中，c 1和α 1分别为控制参数，需参考运行工况参数和系统控制模型确定，在实际操作中，为减少直接测量带来的测量噪声，更宜采用输出量的滤波值进行该项的计算；第二部分为前馈控制项：
Figure PCTCN2018116293-appb-000025
其中，c 2和α 2分别为控制参数，需参考运行工况参数和系统控制模型确定，z 2、z 3分别为观测器模型于有限 时间内获得的系统状态和集总干扰的观测值；第三部分为有限时间控制项：u ft＝u 3，其中，η＞0为控制参数，切换项，即开关函数项，被设计于该控制项的导数中，因此，既保证了滑动变量s的有限时间收敛性，又保证了控制量的连续性，控制参数依据运行工况参数、系统控制模型以及观测器模型而确定。
上述三部分共同组成了最终的控制量u，即直流电机103的等效驱动电压。
本步骤建立的即为控制子装置300控制器模型304中提及的控制器模型。
本实施例中，某些物理量如电子节气门104的实际阀门开度可以直接通过传感器等器件测得，而某些物理量如直流电机103的电机转矩和电子节气门104的阀门角速度无法直接通过传感器等器件测得，需要借由其他可测信息或物理关系间接得到。此外，某些物理量如复位弹簧对106a、106b的复位转矩、外部干扰等无法或难以获得，需要将其视为集总扰动的一部分，并通过观测器等方式获得其观测值后，再进行处理。
图5为本实施例中电子节气门控制系统的控制框图，包括观测器、控制器、被控系统等部分，本实施例所设计的控制方法及装置可以通过软件、硬件和软硬件结合等多种方式实现。
本实施例将一种非线性抗干扰控制技术应用于电子节气门系统，在系统存在多源干扰、不确定性及非线性的情况下，能在有限时间内快速准确跟踪期望阀门开度，达到连续有限时间抗干扰控制的目标，且减少了传感器数量，降低了系统成本，满足电子节气门系统在高性能、高精度领域的发展要求和应用前景。
本发明方案所公开的技术手段不仅限于上述实施方式所公开的技术手段，还包括由以上技术特征任意组合所组成的技术方案。应当指出，对于本技术领域的普通技术人员来说，在不脱离本发明原理的前提下，还可以做出若干改进和润饰，这些改进和润饰也视为本发明的保护范围。

Claims (10)

  1. 一种针对电子节气门系统的非线性抗干扰控制装置，其特征在于，包括控制子装置和观测子装置，其中，
    控制子装置包括：运行工况参数获取模块，用于获取电子节气门系统的运行工况参数；系统数学模型，用于通过分析电子节气门的工作原理，建立其数学模型以刻画电子节气门系统的系统特性；系统控制模型，用于在系统数学模型的基础上，运用数学手段将其处理为利于后续控制器模型设计的控制模型；控制器模型，用于在系统控制模型的基础上，结合运行工况参数获取模块所获得的系统期望输出进行控制器模型设计，其中，控制器模型中包含观测值；控制量计算模块，用于根据运行工况参数获取模块所获得的运行工况参数、系统期望输出和所设计的控制器模型，确定作用于电子节气门系统的实际控制量；驱动信号计算模块，用于根据控制量计算模块所得到的控制量计算得到直流电机的驱动电压量；
    观测子装置包括：运行工况参数获取模块，用于获取电子节气门系统的运行工况参数；观测器模型，用于在控制子装置中的系统控制模型的基础上，设计行之有效的观测器模型从而获得系统状态和集总扰动的观测值，其中，观测器模型中包含控制量；系统状态和干扰观测值计算模块，用于根据运行工况参数获取模块所获得的运行工况参数和所设计的观测器模型，计算得到干扰观测器所输出的观测值；交互模块，用于进行控制子装置与观测子装置之间的信息传递。
  2. 根据权利要求1所述的针对电子节气门系统的非线性抗干扰控制装置，其特征在于，所述运行工况参数包括：电子节气门阀门开度的 期望值、电子节气门惯量的标称值、电子节气门的粘滞阻尼系数、复位弹簧转矩以及摩擦转矩。
  3. 根据权利要求1所述的针对电子节气门系统的非线性抗干扰控制装置，其特征在于，所述系统数学模型包括以下参数：直流电机的转轴角度及角速度、电子节气门阀门开度及角速度、电枢电路的总阻抗、电枢电流及电感、减速齿轮的输入及输出转矩、由进气气流引起的干扰力矩、复位弹簧转矩、负载转矩以及摩擦力矩。
  4. 根据权利要求3所述的针对电子节气门系统的非线性抗干扰控制装置，其特征在于，数学建模过程中分析了直流电机和电子节气门的电路和机械方程，并通过坐标变换，将数学模型转换为便于后续设计的积分链式系统控制模型。
  5. 根据权利要求1所述的针对电子节气门系统的非线性抗干扰控制装置，其特征在于，在系统控制模型中分别将电子节气门阀门实际开度与期望开度之间的跟踪误差及其导数定义为系统状态变量，并引入了集总扰动的思想。
  6. 根据权利要求5所述的针对电子节气门系统的非线性抗干扰控制装置，其特征在于，所述集总扰动包括以下因素：多源干扰、不确定性以及实际系统中的未知非线性量。
  7. 根据权利要求6所述的针对电子节气门系统的非线性抗干扰控制装置，其特征在于，多源干扰包括传动摩擦、弹簧复位转矩、齿轮齿隙以及由进气气流、生产区别、使用时长所引起的外部干扰；不确定性包括摩擦力矩和复位弹簧转矩的建模误差，以及由发动机运行工 况、海拔、气温、气压变化因素所致的直流电机和电子节气门的参数不确定性；未知非线性量包括传动摩擦转矩、齿轮齿隙以及非线性弹簧转矩。
  8. 根据权利要求1所述的针对电子节气门系统的非线性抗干扰控制装置，其特征在于，所述控制器模型包括输出反馈控制部分、前馈控制部分以及有限时间控制部分；
    输出反馈控制部分控制律中包含输出反馈控制项，基于系统实际输出与期望输出之间的跟踪误差，其控制参数依据运行工况参数和系统控制模型而确定；
    前馈控制部分控制律中包含前馈控制项，基于观测器模型所输出的系统状态和集总扰动的观测值，其控制参数依据运行工况参数、系统控制模型以及观测器模型而确定；
    有限时间控制部分控制律中包含有限时间控制项，基于所设计的滑模变量，其控制参数依据运行工况参数、系统控制模型以及观测器模型而确定。
  9. 根据权利要求1所述的针对电子节气门系统的非线性抗干扰控制装置，其特征在于，所述观测器模型基于运行工况参数、系统输出的期望值和系统控制模型设计。
  10. 一种针对电子节气门系统的非线性抗干扰控制装置的设计方法，包括如下步骤：
    步骤1，分析电子节气门系统的工作原理，分别建立系统数学模型和控制模型，并引入集总扰动的思想；
    步骤2，在步骤1建立的系统控制模型基础上，设计观测子装置，设计有限时间观测器，在有限时间内获得系统状态量和集总扰动的估计值；
    步骤3，在步骤2设计的观测子装置基础上，设计控制子装置，设计连续终端滑模有限时间控制器，结合前馈补偿与输出反馈控制方法，设计非线性抗干扰控制装置。
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