WO2021147943A1 - Véhicule, et procédé et système de commande associés - Google Patents

Véhicule, et procédé et système de commande associés Download PDF

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Publication number
WO2021147943A1
WO2021147943A1 PCT/CN2021/073028 CN2021073028W WO2021147943A1 WO 2021147943 A1 WO2021147943 A1 WO 2021147943A1 CN 2021073028 W CN2021073028 W CN 2021073028W WO 2021147943 A1 WO2021147943 A1 WO 2021147943A1
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WIPO (PCT)
Prior art keywords
electric drive
drive axle
torque
workable
vehicle
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PCT/CN2021/073028
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English (en)
Chinese (zh)
Inventor
何湘雨
邓乐
蔡年春
张忠政
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长沙智能驾驶研究院有限公司
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Publication of WO2021147943A1 publication Critical patent/WO2021147943A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/46—Drive Train control parameters related to wheels
    • B60L2240/461—Speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the invention relates to the field of intelligent control, in particular to a vehicle and its control method and control system.
  • hybrid vehicles with new energy trailers mainly add drive motors to the trailers to form an electric drive axle to provide auxiliary driving force when the vehicle is driving, and to recover energy during deceleration to achieve energy-saving effects.
  • the modification schemes for trailers mainly include centralized electric drive axle and multi-axis distributed electric drive axle.
  • the system of multi-axis distributed electric drive axle is more flexible but relatively complicated. Characteristics, it is necessary to consider the management and control of the torque output by the motors of each electric drive axle when driving at high speeds or special roads for a long time to deal with the driving conditions of the vehicle and the special circumstances that may occur during driving.
  • the current multi-axis distributed electric drive axle control mostly relies on historical experience, setting some parameters for specific control, and in actual applications, the road conditions are complex and changeable, and vehicles under different conditions will also be different. If the presets are used uniformly It is obviously impossible to realize the reasonable and effective management of the multi-axis distributed electric drive axle in the vehicle.
  • the present invention proposes a vehicle control method, wherein the vehicle includes a plurality of electric drive axles, and each electric drive axle is provided with a set of wheels and corresponding motors on both sides And a motor controller, wherein the method includes: obtaining a total requested torque at least according to the state signal of the vehicle; determining the number of workable electric drive axles in the electric drive axle; and determining the number of electric drive axles at least according to the mileage that the vehicle has traveled.
  • the priority of the workable electric drive axle; and the assigned torque corresponding to the workable electric drive axle is determined at least according to the priority of the workable electric drive axle and the total requested torque.
  • the control method as described above further includes determining whether the distributed torque needs to be limited during output at least according to the slip rate of the vehicle wheel or the temperature of the motor/motor controller.
  • determining the priority of the workable electric drive axle at least according to the mileage that the vehicle has traveled includes: according to the accumulated mileage of the vehicle and a preset priority adjustment rule, when the preset priority is reached When the mileage threshold is used, the priority order of the workable electric drive axle is adjusted.
  • the above-mentioned control method further includes: obtaining the motor speed of the workable electric drive axle; and under the premise of maximizing the total efficiency of the vehicle system, at least according to the total requested torque and the workable electric drive axle
  • the rotation speed of the motor and the priority of the workable electric drive axle obtain the assigned torque corresponding to the workable electric drive axle.
  • determining whether it is necessary to limit the distributed torque according to at least the slip rate of the vehicle includes: obtaining the operating speed of the vehicle and the rotation speed of each group of wheels; and at least according to the operation Speed and the wheel rotation speed, determine the slip rate of each group of wheels; compare the wheel slip rate with a preset slip rate threshold range; when the wheel slip rate is less than the preset slip rate threshold range
  • the limit value is set, there is no need to limit the distributed torque of the corresponding workable electric drive axle when output; when the wheel slip rate is greater than the upper limit of the preset slip rate threshold range, the corresponding output needs to be adjusted
  • the distributed torque of the workable electric drive axle is limited.
  • the first priority can be The reduced distribution torque of the working electric drive axle is no longer apportioned; and the distribution torque of the other working electric drive axles is limited to satisfy that the corresponding wheel slip rate is not greater than the preset slip rate threshold range Limit.
  • determining whether it is necessary to limit the distributed torque according to at least the temperature of the vehicle includes: obtaining the temperature of the motor and/or the motor controller corresponding to the workable electric drive axle; and According to the degree to which the temperature exceeds the preset temperature threshold, the distributed torque of the corresponding workable electric drive axle is correspondingly limited.
  • a vehicle control system wherein the vehicle includes a plurality of electric drive axles, and each electric drive axle is provided with a set of wheels and corresponding motors and motor controllers on both sides,
  • the system includes: a communication module configured to obtain a total requested torque at least according to a state signal of the vehicle; an electric drive axle identification module configured to determine the number of workable electric drive axles; a torque distribution module coupled to the The communication module and the electric drive axle identification module are configured to perform the method as described above.
  • a vehicle including: multiple sets of wheels, each set of wheels being coaxial; a battery pack system; a plurality of hub motors arranged on the wheels; and connected to two coaxial hub motors The electric drive axle; a sensor configured to obtain one or more of the vehicle speed, wheel speed, motor and/or temperature of the motor controller; multiple motor controllers, which are connected to the battery pack system, the multiple The in-wheel motor and the electric drive bridge are electrically connected, and are configured to control the in-wheel motor; and a processor, which is electrically connected to the plurality of motor controllers, the battery pack system, and the sensor, and executes the method described above.
  • a storage medium on which a computer program is stored, and when the computer program is executed by a processor, the method described above is implemented.
  • the vehicle control method disclosed in the present application can distribute torque to each electric drive axle according to efficiency distribution, and can rotate the priority of each electric drive axle according to the mileage, so that the wear of the vehicle transmission system can be balanced.
  • Fig. 1 is a schematic diagram of a vehicle according to an embodiment of the present application.
  • Fig. 2 is a schematic diagram of the application of a vehicle control system according to an embodiment of the present application
  • Fig. 3 is a schematic diagram of the application of torque control in a vehicle control system according to an embodiment of the present application
  • Fig. 4 is a flow chart of a method for controlling a vehicle according to an embodiment of the present application.
  • Fig. 5 is a schematic block diagram of a vehicle control system according to an embodiment of the present application.
  • Fig. 6 is a schematic diagram of a computer device of a vehicle in an embodiment according to an embodiment of the present application.
  • the driving conditions of the vehicle and the special circumstances that may occur while driving mainly include the following points:
  • the present application provides a multi-axis distributed electric drive axle control method and system.
  • the output priority of the electric drive axle is changed to ensure that the transmission system and the wheels are balanced, and according to the output priority of the electric drive axle
  • the torque between the axles and wheels of each electric drive axle is distributed to ensure the best efficiency output of the motor. It can also limit the torque of each electric drive axle and redistribute it when the motor fails (failure or over temperature, etc.) or the vehicle is slipping on a special road, so as to ensure that the distributed electric drive axle can still follow
  • the requested torque output of the vehicle controller or at least to ensure the normal and safe driving of the vehicle.
  • the method of this application is not only applicable to trailers, but also applicable to other vehicles with multi-axis distributed electric drive axles.
  • the following is only an example of a trailer.
  • Fig. 1 is a schematic diagram of a vehicle according to an embodiment of the present application.
  • the multi-axis distributed electric drive axle control system is arranged on the trailer, and the multi-axis distributed electric drive axle control method of the present application can be applied to the control system shown in the figure.
  • the multi-axis distributed electric drive axle control system and control method of the present application can also be applied to other types of trailers or other types of large vehicles such as trucks and buses. The following will take a trailer as an example to illustrate the technical solution of this application in detail:
  • a multi-axis distributed electric drive axle control system 100 (hereinafter referred to as "control system") is provided on the trailer, which includes: VCU 110 (Vehicle control unit, vehicle controller), multiple wheel hub motors 120, and The MCU 130 (motor controller) connected to the in-wheel motor 120.
  • VCU 110 Vehicle control unit, vehicle controller
  • MCU 130 motor controller
  • the in-wheel motor 120 is arranged on the hub of the trailer wheel, and can provide driving force or braking force for the wheels of the trailer, so as to provide auxiliary driving or braking for the trailer;
  • the MCU is connected to the corresponding in-wheel motor 120 and can be used for control Hub motor to achieve driving/braking.
  • an electric drive axle 140 is included between the in-wheel motors 120 at both ends of the trailer.
  • the two ends of the trailer are equipped with wheels and can be used to withstand the trailer’s load and maintain the trailer’s normal running on the road.
  • Each end is driven by a hub motor controlled by an MCU.
  • the control system 100 may further include a battery pack system 150, which may be used to supply power to various components of the control system, and to recover the energy of the in-wheel motor when the vehicle is braking.
  • the VCU can detect and identify the working drive axle in the control system; and can obtain the vehicle mileage, and according to the vehicle mileage and preset electric drive axle priority adjustment rules, the priority of the workable electric drive axle can be determined It can also obtain the total requested torque of the vehicle and the rotational speed of the hub motor of the workable electric drive axle. According to the total required torque, the rotational speed of the hub motor of the workable electric drive axle and the priority of the workable electric drive axle, the workable electric drive axle can be determined The corresponding distributed torque of the electric drive axle; the actual output torque of the workable electric drive axle can also be controlled according to the corresponding distributed torque of the workable electric drive axle.
  • a workable electric drive axle refers to an electric drive axle that can work normally. Specifically, the hub motors and MCUs at both ends of the electric drive axle can work normally, so that the electric drive axle can output torque and drive The wheel rotates or recovers energy.
  • the VCU can parse the driver’s intentions (such as accelerator pedal, brake pedal, steering wheel angle, gear position, etc.) into requested driving power or braking power, and then use the hybrid energy distribution algorithm and the battery pack system to maximize Output limit, calculate the total request torque of the trailer multi-axle distributed electric drive axle control system, and distribute the torque to each electric drive axle according to the total request torque.
  • the VCU can also be installed on the tractor.
  • the VCU provided on the trailer can communicate with the tractor to obtain the driver's intention.
  • the VCU may include a processor and a memory.
  • the processor can include one or more central processing unit (CPU), graphics processing unit (GPU), application specific integrated circuit (ASIC), field programmable gate array (FPGA), or a combination thereof.
  • the processor can execute software or computer readable instructions stored in the memory to perform the methods or operations described herein.
  • the processor can be implemented in several different ways.
  • the processor can include one or more embedded processors, processor cores, microprocessors, logic circuits, hardware finite state machines (FSM), digital signal processors (DSP), or combinations thereof.
  • the memory can store software, data, logs, or a combination of them.
  • the memory can be an internal memory or an external memory.
  • the memory can be volatile memory or non-volatile memory, such as non-volatile random access memory (NVRAM), flash memory, disk storage, or non-volatile memory such as static random access memory (SRAM). ) Of volatile memory.
  • NVRAM non-volatile random access memory
  • the VCU may also include a communication component, which can include one or more wired or wireless communication interfaces.
  • a communication component can include one or more wired or wireless communication interfaces.
  • communication interface network interface card wireless modem or cable modem.
  • the communication interface can be a WiFi modem.
  • the communication interface can be a 3G, 4G, or 5G modem, an LTE modem, a Bluetooth component, a radio frequency receiver, an antenna, or a combination thereof.
  • Fig. 2 is an application schematic diagram of a vehicle control system according to an embodiment of the present application.
  • the VCU obtains the status of each in-wheel motor, and through failure control (to exclude those electric drive axles that cannot work due to mechanical or electrical reasons), the number of workable electric drive axles m can be determined.
  • a workable electric drive axle refers to an electric drive axle that can work normally.
  • an electric drive axle is composed of a shaft, a matching hub motor and an MCU.
  • the VCU detects the entire vehicle and identifies the vehicle's workable electric drive axle.
  • the VCU can receive the operating status of the in-wheel motor from the MCU in real time, perform failure control according to the operating status of the in-wheel motor sent by the MCU, and identify the number m of electric drive axles that can be operated in the current system.
  • a certain wheel hub motor is detected to be faulty or not working, immediately turn off the wheel hub motor on the other side of the same electric drive axle, and the electric drive axle is regarded as damaged; or when a certain electric drive axle is detected In the event of a fault, immediately turn off the hub motors on both sides of the electric drive axle, and the electric drive axle is deemed damaged.
  • the VCU shuts down the hub motor on the other side of the second electric drive axle. And the VCU recognizes that the second electric drive axle of the current vehicle is not working, and the number of working electric drive axles is two, that is, the number of working electric drive axles is 2.
  • the VCU failure control mechanism is as follows:
  • the normal working signal of the hub motor is "1"
  • the failure signal is "0”
  • the signal sequence on the left side of the multi-axis distributed drive axle is E l
  • the signal sequence on the right side is Er
  • the number of working electric drive axles is m and working
  • the electric drive bridge sequence E are:
  • ⁇ represents the multiplication of vector elements
  • T represents the transpose of the matrix
  • the VCU obtains the mileage of the vehicle, and can determine the priority of each workable electric drive axle based on the judgment of the working priority of the electric drive axle.
  • the torque of each workable electric drive axle is generally distributed based on efficiency, so that the torque distributed by each workable electric drive axle is not necessarily the same.
  • the electric drive axle with the largest torque is defined as the first priority electric drive axle, and the rest are arranged in order according to the torque.
  • the MCUs, in-wheel motors or wheels of the electric drive axles have different amounts of wear. In order to ensure that the amount of wear is as consistent as possible and improve the service life of the control system, it is necessary to work on each The priority of the electric drive axle is rotated.
  • the mileage of the vehicle may refer to the accumulated mileage of the vehicle from the factory to the present, and the VCU can directly read this part of the data.
  • the VCU can also read the mileage of the vehicle from the ABS (antilock braking system).
  • the VCU can also read the vehicle mileage through TBOX (telematics box, car networking system), EBS (Electronic Brake Systems, electronic braking system), etc.
  • the electric drive axle priority adjustment rule may be a preset rule, and the priority may be adjusted according to the mileage.
  • the priority of the electric drive axle can be adjusted based on a certain mileage threshold L, so that the transmission system and wheel wear can be balanced.
  • the mileage threshold L can be set according to actual needs, for example, it can be set It is 100,000 kilometers, 50,000 kilometers, or 30,000 kilometers, etc.
  • the priority adjustment rule of electric drive axles is the mileage threshold for priority adjustment every 100,000 kilometers, Initially (that is, the mileage is 0 when leaving the factory), select A as the first priority working electric drive axle, B as the second priority working electric drive axle, and C as the third priority working electric drive Bridge; when the accumulated driving exceeds 100,000 kilometers, the priority is adjusted, B is adjusted to the first priority working electric drive axle, C is adjusted to the second priority working electric drive axle, and A is the third priority Class working electric drive axle; when the accumulated driving exceeds 200,000 kilometers, the priority adjustment is performed again, and C is adjusted to the first priority working electric drive axle, and A is adjusted to the second priority working electric drive axle. Adjust B to the third priority working electric drive bridge, and the subsequent operations can be deduced by analogy.
  • the VCU may obtain or calculate the total requested torque Treq of the vehicle and the current vehicle speed V, and according to the total requested torque Treq , the number of workable electric drive axles, and the priority of the workable electric drive axles, based on the efficiency
  • the total requested torque T req is distributed to obtain the distributed torque T i corresponding to each workable electric drive axle.
  • the total requested torque Treq may be total driving torque or total braking torque.
  • the total requested torque of the vehicle can be sensed by the VCU of the user's (driver) operation intention, and the operation intention can be analyzed, and then the total requested torque can be calculated by the power distribution algorithm and the maximum output limit of the battery pack system.
  • the current vehicle speed V may be obtained from the ABS in the vehicle. In some embodiments, the current vehicle speed can also be obtained through an acceleration sensor or the rotational speed of a hub motor, or through a tractor, or through EBS or the like. In some embodiments, distributing the total requested torque based on efficiency is to obtain the torque distribution coefficient of each workable electric drive axle, and then obtain the corresponding distributed torque of each workable electric drive axle, so that the total efficiency of the control system is maximized. In some embodiments, since the ground adhesion is affected by the load, the bearing load of each workable electric drive axle is different, and the distribution of the ground adhesion force can also be used to obtain the distributed torque T i corresponding to each workable electric drive axle. In some embodiments, even distribution may be used to obtain the distributed torque T i corresponding to each workable electric drive axle.
  • the total requested torque is allocated in the VCU based on the efficiency to obtain the allocated torque of each workable electric drive axle.
  • the torque may be allocated according to the current vehicle speed V, the number of workable electric drive axles m, and the total requested torque T req Look up the table to obtain the torque distribution coefficient k i of each priority working electric drive axle.
  • the current distribution torque T i of each workable electric drive axle can be obtained, so that the entire The overall efficiency of the control system is the highest.
  • the preset torque distribution table can be constructed based on the best system efficiency equation set.
  • the best system efficiency equation set can represent the speed of the hub motor in the electric drive axle, the total efficiency of the control system, the distributed torque of the electric drive axle, and the electric drive axle. Correspondence between efficiency.
  • the torque distribution coefficient k i of each priority working electric drive axle can also be calculated in real time, so that the current distribution torque T i of each workable electric drive axle can be obtained.
  • the rotation speed of the in-wheel motor may be determined according to the current vehicle speed V. More specifically, the optimal system efficiency equations are as follows:
  • T i is the i th electric drive axle torque distribution
  • [eta] i is the i th electric transaxle efficiency
  • [eta] is the total efficiency of the overall control system
  • n-i Is the speed of the hub motor.
  • the torque distribution table may be generated in advance.
  • the three-dimensional torque distribution table for the number of electric drive axles m, the rotation speed n i of the hub motor, and the total requested torque Treq can be calculated in real time, and each workable electric drive can be obtained in real time according to the driving state of the vehicle during the running of the vehicle.
  • the torque of the drive axle accounts for the ratio k i , so that the control system outputs with the highest efficiency.
  • the VCU will control the output torque of each working electric drive axle according to the current vehicle's operating state, which can more accurately control the torque of multiple working electric drive axles.
  • the operating state includes the state of the vehicle transmission system, the temperature of the MCU and the in-wheel motor during the operation of the electric drive axle, and the like.
  • torque limiting control is performed on the workable electric drive axle to achieve more precise and reasonable control of the multi-axis distributed electric drive axle.
  • the output torque of the workable electric drive axle can also be directly controlled according to the distributed torque.
  • the output torque threshold value is preset for the output torque of the workable electric drive axle, and when the distributed torque exceeds the preset threshold value, the workable electric drive axle is directly output with reduced torque.
  • the control of the output torque of each workable electric drive axle may be to prevent problems in the workable electric drive axle before the distributed torque is issued to each working electric drive axle.
  • the MCU or the in-wheel motor needs to be subjected to torque limiting control when the temperature is too high and the MCU or the in-wheel motor is irreversibly damaged to avoid the MCU or the in-wheel motor from burning.
  • the slip rate of the corresponding wheels of the workable electric drive axle can be calculated to determine whether the wheels are slipping, so that the torque limit control can be performed on the corresponding workable electric drive axle to make the wheels slip. The rate meets the preset threshold range to ensure the safety of driving.
  • the limited torque can be compensated to other non-highest priority workable electric drive axles, which can be allocated based on system efficiency or evenly allocated.
  • the slip rate of their wheels or the temperature of the in-wheel motor system also needs to be monitored to prevent excessive slip rate or the in-wheel motor The temperature of the system is too high, and the torque limit can be performed if necessary.
  • the non-highest priority workable electric drive axle when the non-highest priority workable electric drive axle has a corresponding wheel slip rate that is too large, it is considered that the highest priority workable electric drive axle also has a corresponding wheel slip rate that is too large. All workable electric drive axles have reduced torque output to ensure driving safety.
  • Fig. 3 is a schematic diagram of the application of torque control in a vehicle control system according to an embodiment of the present application.
  • the VCU can obtain the wheel speed and wheel speed in the workable electric drive axle; determine the wheel slip rate of the workable electric drive axle according to the wheel speed (or vehicle driving speed) and wheel speed; compare the wheel slip rate And the preset slip rate threshold range; when the wheel slip rate is less than the lower limit of the preset slip rate threshold range, the output torque of the workable electric drive axle is controlled according to the distributed torque of the workable electric drive axle; when the wheels are slipping
  • the shift rate is greater than the upper limit of the preset slip rate threshold range, limit the output torque of the workable electric drive axle so that the wheel slip rate is not greater than the upper limit of the preset slip rate threshold range; when the wheel slip rate is medium
  • compare the torque and the distributed torque of the current workable electric drive axle and choose the smaller absolute value of the two as the output of the workable electric drive axle Torque helps to ensure that the wheel slip rate meets the change of the total requested torque within an appropriate range.
  • the absolute value of the distributed torque is less than the absolute value of the current torque.
  • the absolute value of the distributed torque can meet the change of the total requested torque. , And can also ensure that the slip rate is within the appropriate range; when the total requested torque needs to increase, the slip rate will increase, and the possibility of slippage will increase.
  • the absolute value of the distributed torque is greater than the absolute value of the current torque, and the current torque The absolute value of, can ensure that the wheel slip rate is within an appropriate range and ensure driving safety.
  • the control system may prevent the dangerous situation of locking (deceleration).
  • the wheel slip rate is related to the rotational speed of the hub motor of the working electric drive axle and the wheel speed of the wheel.
  • the VCU can be based on the rotational speed of the hub motor of the working electric drive axle provided by ABS and the wheel speed of the wheel provided by the MCU.
  • v x, W is the wheel speed
  • ⁇ W is the wheel speed
  • r W is the wheel rolling radius.
  • control strategy of the control system is as follows:
  • the wheel slip rate of the corresponding wheel exceeds Through the torque reduction control of the workable electric drive axle, the wheel slip rate is controlled at Inside.
  • the reduced amount of distributed torque can be allocated to other workable electric drive axles with a level lower than the first priority.
  • the slip rate of the corresponding wheels exceeds It is considered that the entire road conditions are relatively poor, and the overall workable electric drive axle is controlled to reduce the torque, so that the wheel slip rate is controlled at Within, the torque reduction is no longer allocated to other workable electric drive axles.
  • the output torque, the rotational speed of the hub motor of the workable electric drive axle, the wheel speed and other parameters can be simulated and calculated for multiple times to obtain the corresponding value when the wheel slip rate is not greater than the upper limit of the preset slip rate threshold range.
  • Torque use this value as the output torque after the torque limit, so as to meet the normal torque output required by the vehicle as much as possible on the premise of significantly reducing the risk of vehicle sideslip and rollover.
  • the VCU can also obtain the real-time temperature of the in-wheel motor and MCU of the working electric drive axle. And according to the real-time temperature, the working electric drive axle is controlled by torque limiting, and the output torque of the working electric drive axle is controlled according to the corresponding distribution torque and the torque limiting control result of the working electric drive axle, so as to avoid the occurrence of the drive axle. In-wheel hub motor and/or MCU temperature is too high, causing transmission system failure.
  • the temperature limit level can be determined, the preset torque limit range corresponding to the temperature limit level can be queried, and the torque limit range of the workable electric drive axle can be obtained by comparing the real-time temperature with the temperature limit level. , And control the output torque of the working electric drive axle.
  • the temperature limit level is positively correlated with the torque limit amplitude. For example, when the temperature limit level is level 1, the torque limit amplitude is 10%, and the working electric drive axle can allocate 90% of the corresponding torque. Perform torque output; when the temperature limit level is two, the torque limit range is 20%, and the working electric drive axle can output torque according to 80% of the corresponding distributed torque.
  • the control strategy for MCU is:
  • t3 preset temperature
  • the control strategy for the in-wheel motor is:
  • t6 preset temperature
  • the torque reduction is evenly distributed (or based on efficiency) to other workable electric drive axles.
  • the torque reduction is no longer allocated.
  • the torque is compared with the requested torque, and the limited requested torque is output to the MCU of each motor system.
  • the control system of the multi-axis distributed electric drive axle in the above-mentioned vehicle recognizes the workable electric drive axle in the multi-axis distributed electric drive axle, and obtains the workable electric drive according to the accumulated mileage of the vehicle and the priority adjustment rule of the workable electric drive axle.
  • the priority of the axle obtain the total requested torque of the vehicle and the rotational speed of the hub motor of the workable electric drive axle, and obtain the workable according to the total requested torque, the rotational speed of the hub motor of the workable electric drive axle, and the priority of the workable electric drive axle.
  • the distributed torque corresponding to the electric drive axle is used to control the output torque of the workable electric drive axle.
  • the priority of the workable electric drive axle can be changed according to the mileage of the vehicle, to ensure uniform wear of the transmission system and wheels, and to prevent slippage, hub motor/MCU overheating, etc., or in time for the above situations Adjust the output torque of the workable electric drive axle, so that the control of the multi-axis distributed electric drive axle in the vehicle can be realized reasonably and effectively.
  • Fig. 4 is a flowchart of a method for controlling a vehicle according to an embodiment of the present application.
  • the total requested torque is obtained.
  • the multi-axis distributed electric drive axle control system is generally used to provide auxiliary power to the vehicle or directly drive the vehicle. Therefore, it is necessary to obtain the auxiliary power of the vehicle or the total requested torque required to drive the vehicle in advance, and then distribute the total requested torque to multiple electric drive axles.
  • the total requested torque may be obtained according to the state signal of the vehicle. For example: the vehicle is in an accelerating or decelerating state, or the vehicle is in an uphill or downhill state, or the driver's (user) operation intention (accelerator pedal, brake pedal, steering wheel angle, gear position, etc.). In some embodiments, the total requested torque may also be calculated.
  • the operation intention is analyzed, and then the total requested torque is obtained through the power distribution algorithm and the maximum output limit of the battery system.
  • the total requested torque may be total driving torque or total braking torque.
  • the multi-axis distributed electric drive axle is relative to the centralized electric drive axle. It includes multiple electric drive axles driven by in-wheel motors, and both ends of each electric drive axle are driven by a hub motor controlled by an MCU.
  • This kind of vehicle structure is generally suitable for large trucks or large passenger cars, and it has the characteristics of flexible control.
  • the working electric drive axle refers to the electric drive axle that can work normally.
  • the electric drive axle is composed of the shaft and the matching hub motor and MCU.
  • the working electric drive axle refers to the shaft and the matching hub motor and MCU. It can work normally without damage.
  • the VCU can detect the entire vehicle and identify that the vehicle can work with an electric drive axle.
  • the VCU performs failure control according to the operating state of the in-wheel motor sent by the MCU by performing a failure judgment operation, and recognizes the number m of electric drive axles that can be operated by the current electric drive axle system. If the system has 3 electric drive axles, and the hub motor on one side of the second electric drive axle fails and cannot operate, the VCU turns off the wheel hub motor on the other side of the second electric drive axle, and the VCU recognizes that the current vehicle can work electric drive axle as 2 pieces.
  • the priority of the workable electric drive bridge is determined.
  • the multi-axis distributed electric drive axle system uses efficiency distribution to determine the distributed torque of the workable electric drive axle. Therefore, the distributed torque of different electric drive axles is not the same. The greater the distributed torque, the greater the wear of the wheels of the electric drive axle and the traditional system.
  • the priority of the workable electric drive axle can be adjusted to help balance the wear of the transmission system and the wheels.
  • the VCU obtains the mileage of the vehicle, can determine the priority of the workable electric drive axle according to the mileage, and can adjust the priority of the workable electric drive axle according to the mileage. In some embodiments, the priority of the electric drive axle can be adjusted based on a certain mileage.
  • the mileage can be set according to actual needs. For example: it can be 100,000 kilometers, 50,000 kilometers, or 30,000 kilometers. If there are three working electric drive axles A, B, C, assuming that the priority adjustment rule of the electric drive axle is to be adjusted once every 100,000 kilometers, then at the initial stage (that is, the mileage is 0 when leaving the factory), select A as the first Priority working electric drive axle, choose B as the second priority working electric drive axle, and choose C as the third priority working electric drive axle; when the accumulated driving exceeds 100,000 kilometers, adjust the priority and set B The working electric drive axle adjusted to the first priority will be adjusted, C will be adjusted to the second priority working electric drive axle, and A will be the third priority working electric drive axle; when the accumulated driving exceeds 200,000 kilometers, again Carry out priority adjustment, adjust C to the first priority working electric drive bridge, adjust A to the second priority working electric drive bridge, adjust B to the third priority working electric drive bridge, and follow-up operations to And so on.
  • the distributed torque of the workable electric drive axle is determined. After obtaining the required total requested torque, the number of workable electric drive axles, and the priority of the workable electric drive axles, the total required torque needs to be allocated to workable electric drive axles with different priorities.
  • the distributed torque of each workable electric drive axle can be determined directly according to the priority of the workable electric drive axle and the total requested torque. For example: when there are 3 working electric drive axles, the working electric drive axle with the first priority is allocated 45% of the total requested torque, and the working electric drive axle with the second priority is allocated 35% of the total requested torque.
  • the three-priority workable electric drive axle allocates 20% of the total requested torque. As understood by those skilled in the art, for different number of workable electric drive axles, the proportion of each workable electric drive axle to the total requested torque is not the same. Moreover, the proportion of each workable electric drive axle can be determined according to the actual situation.
  • the torque of each workable electric drive axle can also be distributed based on efficiency. Further obtain the rotational speed of the hub motor of the workable electric drive axle, and according to the total requested torque, the rotational speed of the hub motor of the workable electric drive axle, and the priority of the workable electric drive axle, obtain the corresponding distributed torque of the workable electric drive axle, and It can be assigned to the corresponding workable electric drive axle, so that the overall efficiency of the vehicle control system can be the highest.
  • determining the distributed torque of the workable electric drive axle may include obtaining a preset torque distribution table; and according to the preset torque distribution table, the total requested torque, the rotational speed of the hub motor of the workable electric drive axle, and the workable electric drive The priority of the bridge is derived from the assigned torque corresponding to the workable electric drive bridge.
  • the preset torque distribution table is generated in advance, which can be constructed based on the optimal equation set of the total efficiency of the control system, and can be used to query according to the number of workable electric drive axles, the hub motor speed of the workable electric drive axle, and the total requested torque
  • the torque distribution coefficient corresponding to each electric drive axle can be obtained, and the distribution torque coefficient of each workable electric drive axle can be correspondingly obtained under the highest overall efficiency of the control system, and then the distributed torque of each electric drive axle can be obtained.
  • the rotational speed of the in-wheel motor may be converted from the vehicle speed.
  • the optimal system efficiency equations are as follows:
  • T i is the i th electric drive axle torque distribution
  • [eta] i is the i th electric transaxle efficiency
  • [eta] is the total efficiency of the overall control system
  • n-i Is the speed of the hub motor.
  • the three-dimensional torque distribution table of the number m of different working electric drive axles, the rotation speed n i of the hub motor, and the total requested torque Treq can be calculated in real time, and each workable electric drive can be obtained in real time according to the driving state of the vehicle during the driving process.
  • the torque of the bridge occupies a ratio of k i , so that the system outputs with the highest efficiency.
  • the output torque of the workable electric drive axle is also controlled. In some embodiments, the output torque of the workable electric drive axle is controlled according to the assigned torque corresponding to the workable electric drive axle. In some embodiments, the torque output of the workable electric drive axle can be directly controlled according to the distributed torque. For example: when the distributed torque exceeds the preset output torque threshold, the distributed torque is directly reduced. In some embodiments, the multi-axis distributed electric drive axle can also be controlled more accurately according to the running state of the vehicle (slip rate or temperature).
  • the electric drive axle when the vehicle enters a low adhesion road, the electric drive axle is reduced; or when the wheels are slipping, skidding, etc., the electric drive axle is reduced; or when the hub motor/MCU temperature is too high, the electric drive axle is reduced.
  • the drive axle is twisted down.
  • controlling the distributed torque of the workable electric drive axle may include obtaining the operating state of the vehicle; and performing torque limit control on the workable electric drive axle according to the vehicle operating state, and according to the corresponding distributed torque of the workable electric drive axle As well as the torque limit control result, the output torque of the workable electric drive axle is controlled.
  • the vehicle operating state includes the state of the vehicle transmission system, the temperature of the MCU and the in-wheel motor during the operation of the electric drive axle, and the like.
  • the working electric drive axle is controlled by torque limiting, so as to realize more precise and reasonable control of the multi-axis distributed electric drive axle.
  • the vehicle may have abnormal sideslip or skidding; or when the operating temperature of the transmission system in the vehicle is too high, transmission system components may appear Irreversible damage conditions; these conditions require the control of the output torque of the electric drive axle.
  • the wheels of a certain electric drive axle when they are expected to slip under the distributed torque, they also need to be subjected to torque limit control to reduce their output torque to avoid slippage;
  • the connected MCU or hub motor is expected to run at a higher temperature under the distributed torque. If the output torque continues to be output according to the distribution, the temperature will be too high, causing irreversible damage to the MCU or hub motor. Torque limiting control is required to reduce its output torque to avoid The MCU or the hub motor is burned out.
  • torque limit control can be performed on the workable electric drive axle according to the operating state of the vehicle, and the output torque of the workable electric drive axle can be controlled according to the assigned torque corresponding to the workable electric drive axle and the torque limit control result. Including: obtain the wheel speed and wheel speed of the workable electric drive axle according to the vehicle running state; determine the wheel slip rate of the workable electric drive axle according to the wheel speed and wheel speed; compare the wheel slip rate with the preset slip rate The range of the threshold.
  • the output torque of the multi-axis distributed electric drive axle is controlled according to the assigned torque corresponding to the workable electric drive axle; when the wheel slip rate is greater than the preset At the upper limit of the slip rate threshold range, reduce the output torque of the workable electric drive axle so that the wheel slip rate is not greater than the upper limit of the preset slip rate threshold range; when the wheel slip rate is at the preset slip rate.
  • the shift rate threshold range is between the upper limit and the lower limit, compare the current torque and the distributed torque of the workable electric drive axle, and choose the smaller absolute value of the two to control the output torque of the multi-axis distributed electric drive axle .
  • the output torque of the workable electric drive axle is reduced so that the wheel slip rate is not greater than the preset slip rate threshold range
  • the upper limit includes: when the wheel slip rate corresponding to the target workable electric drive axle is greater than the upper limit of the preset slip rate threshold range, reduce the distributed torque of the target workable electric drive axle so that the target workable electric drive axle corresponds The wheel slip rate is not greater than the upper limit of the preset slip rate threshold range.
  • the target workable electric drive axle includes the highest priority workable electric drive axle; the allocated torque reduced by the target workable electric drive axle is allocated to other workable electric drive axles.
  • the electric drive axle to get the updated distribution torque of other workable electric drive axles.
  • determine the wheel slip rate of other workable electric drive axles under the updated distributed torque ; perform torque limiting on other workable electric drive axles according to the obtained wheel slip rate to make the latest wheel slip Rate is not greater than the upper limit of the preset slip rate threshold range.
  • the reduced distribution torque of other workable electric drive axles is not shared with other workable electric drive axles of lower priority.
  • the apportionment may be direct apportionment (and evenly apportioned to each other workable electric drive axle) or may be based on efficiency to other workable electric drive axles.
  • performing torque limiting control on the workable electric drive axle according to the vehicle operating state, and controlling the output torque of the workable electric drive axle according to the assigned torque corresponding to the workable electric drive axle and the torque limiting control result includes : Obtain the real-time temperature of the in-wheel motor and MCU of the working electric drive axle according to the vehicle operating state; perform torque limit control on the working electric drive axle according to the real-time temperature, and according to the corresponding distribution torque and torque limit of the working electric drive axle Amplitude control results, control the output torque of the workable electric drive axle.
  • the real-time temperature of the hub motor and MCU of the workable electric drive axle is obtained according to the operating state of the vehicle; the torque limit control is performed on the workable electric drive axle according to the real-time temperature, and the working electric drive axle corresponds to Distributing torque and torque limiting control results, and controlling the output torque of the workable electric drive axle include:
  • the working electric drive axle includes the highest priority working electric drive axle; the allocated torque reduced by the target working electric drive axle is allocated to other working electric drive axles, and the updated distribution torque of other working electric drive axles is obtained.
  • the reduced distributed torque of other workable electric drive axles is not shared with other workable electric drive axles of lower priority.
  • the apportionment may be direct apportionment (and evenly apportioned to each other workable electric drive axle) or may be based on efficiency to other workable electric drive axles.
  • Fig. 5 is a schematic block diagram of a vehicle control system according to an embodiment of the present application.
  • the system includes:
  • the communication module 510 is configured to obtain the total requested torque according to the state signal of the vehicle and/or the driver's intention;
  • the electric drive axle identification module 520 is used to identify the workable electric drive axle in the multi-axis distributed electric drive axle;
  • the torque distribution module 530 is coupled with the communication module and the electric drive axle identification module, and can be used to obtain the distributed torque of the workable electric drive axle.
  • the torque distribution module 530 may also determine the priority of the operable electric drive axle. In some embodiments, the torque distribution module 530 may obtain the mileage of the vehicle, and adjust the rules according to the accumulated mileage of the vehicle and the preset axle priority, so as to obtain the priority of the workable electric drive axle. In some embodiments, the torque distribution module 530 may obtain the total requested torque of the vehicle and the rotational speed of the hub motor of the workable electric drive axle, and according to the total requested torque, the rotational speed of the hub motor of the workable electric drive axle, and the priority of the workable electric drive axle Level to obtain the distributed torque of the workable electric drive axle.
  • the torque distribution module 530 can also be used to obtain a preset torque distribution table; according to the preset torque distribution table, the total requested torque, the rotational speed of the hub motor of the workable electric drive axle, and the priority of the workable electric drive axle , Obtain the distributed torque corresponding to the workable electric drive axle.
  • the preset torque distribution table is constructed based on the efficiency optimal equation set.
  • the torque distribution module 530 may also be used to control the output torque of the workable electric drive axle according to the distribution torque of the workable electric drive axle.
  • the torque distribution module 530 further includes a method for acquiring the operating state of the vehicle; performing torque limiting control on the workable electric drive axle according to the vehicle operating state, and according to the corresponding distribution torque and torque limiting of the workable electric drive axle The control result is to control the output torque of the workable electric drive axle.
  • the torque distribution module 530 may also be used to obtain the wheel speed and wheel speed of the workable electric drive axle according to the vehicle operating state; and determine the wheel slip rate of the workable electric drive axle according to the wheel speed and wheel speed. ; According to the comparison between the wheel slip rate and the preset slip rate threshold range, the output torque of the multi-axis distributed electric drive axle is controlled.
  • the torque distribution module 530 may also be used to reduce the distributed torque of the target workable electric drive axle when the wheel slip rate corresponding to the target workable electric drive axle is greater than the upper limit of the preset slip rate threshold range, In order that the wheel slip rate corresponding to the target workable electric drive axle is not greater than the upper limit of the preset slip rate threshold range, the target workable electric drive axle includes the workable electric drive axle with the highest priority. The allocated torque reduced by the target workable electric drive axle is allocated to other workable electric drive axles that are not of the highest priority, and the other workable electric drive axles update the allocated torque according to the obtained torque.
  • the torque distribution module 530 can also be used to reduce the overall workable electric drive when the wheel slip rate corresponding to the other workable electric drive axle with a non-highest priority is greater than the upper limit of the preset slip rate threshold range.
  • the torque of the axle is distributed so that the wheel slip rate corresponding to the workable electric drive axle is not greater than the upper limit of the preset slip rate threshold range.
  • the reduced distribution torque is not apportioned.
  • the torque distribution module 530 can also be used to obtain the real-time temperature of the motor and the motor controller of the workable electric drive axle according to the operating state of the vehicle; perform torque limiting control on the workable electric drive axle according to the real-time temperature, And according to the distribution torque corresponding to the workable electric drive axle and the torque limiting control result, the output torque of the workable electric drive axle is controlled.
  • the control system of the multi-axis distributed electric drive axle in the above-mentioned vehicle recognizes the workable electric drive axle in the multi-axis distributed electric drive axle, and obtains the workable electric drive axle according to the accumulated mileage of the vehicle and the preset axle priority adjustment rules To obtain the total requested torque of the vehicle and the motor speed of the workable electric drive axle, and obtain the workable electric drive axle according to the total requested torque, the motor speed of the workable electric drive axle and the priority of the workable electric drive axle The corresponding distribution torque is used to control the output torque of the workable electric drive axle.
  • the priority of the workable electric drive axle can be changed according to the vehicle mileage to ensure uniform wear of the transmission system and wheels, and the control of the multi-axis distributed electric drive axle in the vehicle can be realized reasonably and effectively.
  • control system of the multi-axis distributed electric drive axle in the vehicle please refer to the above definition of the control method of the multi-axis distributed electric drive axle in the vehicle, which will not be repeated here.
  • the various modules in the control system of the multi-axis distributed electric drive axle in the above-mentioned vehicle can be implemented in whole or in part by software, hardware, and a combination thereof.
  • the above-mentioned modules may be embedded in the form of hardware or independent of the processor in the computer equipment, or may be stored in the memory of the computer equipment in the form of software, so that the processor can call and execute the operations corresponding to the above-mentioned modules.
  • Fig. 6 is a schematic diagram of a computer device of a vehicle in an embodiment according to an embodiment of the present application.
  • the computer device may be a server, and its internal structure diagram may be as shown in FIG. 6.
  • the computer equipment includes a processor, a memory, and a network interface connected through a system bus. Among them, the processor of the computer device is used to provide calculation and control capabilities.
  • the memory of the computer device includes a non-volatile storage medium and an internal memory.
  • the non-volatile storage medium stores an operating system, a computer program, and a database.
  • the internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage medium.
  • the computer equipment database is used to store historical vehicle driving status, vehicle torque output and other data.
  • the network interface of the computer device is used to communicate with an external terminal through a network connection.
  • the computer program is executed by a processor to realize a control method of a multi-axis distributed electric drive axle in a vehicle.
  • FIG. 6 is only a block diagram of part of the structure related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied.
  • the specific computer device may Including more or fewer parts than shown in the figure, or combining some parts, or having a different arrangement of parts.
  • a vehicle which mainly includes a trailer.
  • the trailer is configured to provide auxiliary power to the tractor or recover braking energy, and it includes a plurality of auxiliary electric drive axles, specifically including a battery pack system and an in-wheel motor, and an electric drive axle coupled with the in-wheel motor; a processor; And a motor controller coupled with the processor.
  • the processor is respectively electrically connected to the motor controller and the battery pack system, and executes the steps in the above method embodiment.
  • the vehicle may further include a sensor, which may be used to obtain one or more of the vehicle speed, the wheel rotation speed, and the temperature of the hub motor/motor controller.
  • a computer-readable storage medium on which a computer program is stored, and the computer program is executed by a processor to implement the steps in the foregoing method embodiments.
  • the trailer multi-axle distributed electric drive axle control system and control method proposed in this application balance the wear of the traditional system and wheels by rotating the priority of each workable electric drive axle, and it can also adjust the wheel slip rate and
  • the torque management control mechanism of over-temperature detection enables the vehicle to cope with the complex working conditions in actual driving, and to ensure the safety of the vehicle, and to distribute the torque between the axles and the wheels of the multi-axle distributed drive axle under different conditions , In order to ensure the best efficiency output of the electrode.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un procédé et un système de commande de véhicule. Le véhicule selon l'invention comprend des essieux moteur électrique multiples, et un groupe de roues, un moteur correspondant et un contrôleur de moteur sont disposés des deux côtés de chaque essieu moteur électrique. Le procédé selon l'invention consiste : à obtenir un couple demandé total au moins en fonction d'un signal d'état du véhicule ; à déterminer le nombre d'essieux moteur électrique utilisables parmi les essieux moteur électrique ; à déterminer les priorités des essieux moteur électrique utilisables, au moins en fonction du kilométrage parcouru par le véhicule ; et à déterminer, au moins en fonction des priorités des essieux moteur électrique utilisables et du couple demandé total, les couples à distribuer correspondant aux essieux moteur électrique utilisables. Dans le procédé de commande de véhicule selon l'invention, un couple peut être distribué à chaque essieu moteur électrique en fonction de l'efficacité, et la priorité de chaque essieu moteur électrique peut changer en fonction du kilométrage parcouru, de sorte que l'usure d'un système de transmission de véhicule puisse être équilibrée.
PCT/CN2021/073028 2020-01-21 2021-01-21 Véhicule, et procédé et système de commande associés WO2021147943A1 (fr)

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