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CN111071058A - Control method and system for electric wheel system of heavy-duty vehicle and electric vehicle - Google Patents

Control method and system for electric wheel system of heavy-duty vehicle and electric vehicle Download PDF

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Publication number
CN111071058A
CN111071058A CN201911345152.4A CN201911345152A CN111071058A CN 111071058 A CN111071058 A CN 111071058A CN 201911345152 A CN201911345152 A CN 201911345152A CN 111071058 A CN111071058 A CN 111071058A
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current
axis
moment
value
electric wheel
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Inventor
付翔
朱子旭
裴彪
徐超
吴森
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Wuhan University of Technology WUT
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Wuhan University of Technology WUT
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/58—Combined or convertible systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • 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
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—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
    • B60L2240/429—Current
    • 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
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • 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

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

Abstract

The invention discloses a control method and a control system for an electric wheel system of a heavy vehicle and an electric vehicle, wherein the control method comprises the following steps: when the electric wheel brakes, the current speed is collected; and selecting a corresponding braking mode according to the current vehicle speed and the limited vehicle speed, if the vehicle speed is less than the limited vehicle speed, braking each electric wheel in a mode of combining motor braking and hydraulic brake braking, and if the vehicle speed is greater than the limited vehicle speed, braking each electric wheel only by using the hydraulic brake. The invention has the following beneficial effects: when the automobile is braked during driving, different braking modes can be selected according to the current working condition, the motor brake can be effectively protected from being damaged, the service life is prolonged, meanwhile, the braking energy can be recycled, the endurance mileage is improved, and the automobile has important significance in guaranteeing the safety of a driver.

Description

Control method and system for electric wheel system of heavy-duty vehicle and electric vehicle
Technical Field
The invention belongs to the technical field of motors, and particularly relates to a control method and system for an electric wheel system of a heavy-duty vehicle and an electric vehicle.
Background
With the development of science and technology and the stricter environmental protection requirements, the electric driving has become one of the inevitable trends of vehicle development. For electric vehicles, distributed driving has received more and more attention in the industry, compared with centralized driving, distributed driving can directly drive wheels to rotate, and the distributed driving has the advantages of short transmission chain, simple chassis structure, high transmission efficiency, independent control of each wheel and the like, brings a new idea for design and control of the whole vehicle, and the distributed driving vehicle can be called as a wheeled robot.
For a heavy vehicle, a larger driving force and a larger braking force are needed, and in the driving and braking processes of the existing electric heavy vehicle, the control process of an electric wheel is not reasonable and efficient, so that the requirements of operation stability and safety during braking cannot be well met, and the advantages of an electric wheel system are not fully exerted.
Disclosure of Invention
The present invention is directed to overcome the disadvantages of the prior art, and to provide a method for controlling an electric wheel system of a heavy vehicle, which can improve the safety during braking while providing stability during operation, thereby more fully utilizing the advantages of electric wheels.
In order to solve the problems in the prior art, the invention discloses a control method of an electric wheel system of a heavy vehicle, which comprises an electric wheel braking control method and comprises the following processes:
collecting the current vehicle speed;
and selecting a corresponding braking mode according to the current vehicle speed and the limited vehicle speed, if the vehicle speed is less than the limited vehicle speed, braking each electric wheel in a mode of combining motor braking and hydraulic brake braking, and if the vehicle speed is greater than the limited vehicle speed, braking each electric wheel only by using the hydraulic brake.
Preferably, in the electric wheel brake control method, the limit vehicle speed is not lower than a rated vehicle speed.
Preferably, in the electric wheel brake control method, for an electric wheel having a multi-caliper hydraulic brake, the braking method of the hydraulic brake thereof includes the following processes:
collecting the opening degree of a pedal;
determining the number of calipers needing braking according to the pedal opening and the limit value, and starting a single caliper to brake if the pedal opening is smaller than the limit value A; if the pedal opening exceeds the limit value A and is smaller than the limit value B, judging whether the change rate of the pedal opening exceeds the limit value a or not, and if not, adopting a starting part caliper to brake; if the brake pressure exceeds the preset value, all calipers are started to brake; if the pedal opening exceeds the limit value B, all calipers are started to brake.
Preferably, the control method of the electric wheel system of the heavy-duty vehicle further includes an electric wheel failure control method including the processes of:
collecting the number of fault electric wheels;
if only one electric wheel fails or only two coaxial electric wheels fail, only disconnecting the drive control circuit of the failed electric wheel and the coaxial electric wheel thereof, and limiting the vehicle speed within a limit value X; if only two electric wheels on the same side of the different shaft have faults, only the drive control circuit of the corresponding fault electric wheel is disconnected, and the vehicle speed is limited within a limit value Y; if only two electric wheels on different sides of the different shaft have faults or more than three electric wheels have faults, only disconnecting the drive control circuit of the corresponding fault electric wheel and limiting the vehicle speed within a limit value Z;
x is greater than Y and Y is greater than Z.
The invention also provides a control system of the electric wheel system of the heavy vehicle, which comprises the following components:
the vehicle speed acquisition module is used for acquiring the current vehicle speed; and
and the braking mode selection module is used for selecting a corresponding braking mode according to the judged current vehicle speed and the limited vehicle speed, if the vehicle speed is less than the limited vehicle speed, each electric wheel is braked in a mode of combining motor braking and hydraulic brake braking, and if the vehicle speed is greater than the limited vehicle speed, each electric wheel is only braked by the hydraulic brake.
Preferably, the braking mode selection module further comprises a hydraulic braking submodule comprising:
the pedal opening acquisition submodule is used for acquiring the opening of a pedal; and
the caliper number determining submodule is used for determining the number of calipers needing braking according to the pedal opening and the limit value, and if the pedal opening is smaller than the limit value A, starting a single caliper to brake; if the pedal opening exceeds the limit value A and is smaller than the limit value B, judging whether the change rate of the pedal opening exceeds the limit value a or not, and if not, adopting a starting part caliper to brake; if the brake pressure exceeds the preset value, all calipers are started to brake; if the pedal opening exceeds the limit value B, all calipers are started to brake.
The invention also provides a control method of the electric wheel system of the heavy vehicle, which comprises a motor driving control method and comprises the following processes:
obtaining three-phase current i of motor at current momenta、ib、icAnd motor angle α;
three-phase current i of the motor according to the current momenta、ib、icCalculating the input value i of the d-axis current controller at the current moment according to the motor rotation angle αd2And the input value i of the q-axis current controller at the current momentq2；
According to the output value v of the d-axis current controller at the current momentdOutput value v of q-axis current controllerqAnd whether the maximum value U of the DC bus voltage meets the requirement
Figure BDA0002333136820000021
If not, calculating d-axis weak magnetic current i at the current momentd3And q-axis weak magnetic current i at the current momentq3D-axis field weakening current i at the current momentd3Input value i of d-axis current controller at current momentd2As an input value Δ i of the d-axis current controller at the next timedThe q-axis flux weakening current i at the current momentq3And the input value i of the q-axis current controller at the current momentq2As an input value Δ i of the q-axis current controller at the next timeq；
Input value delta i of d-axis current controller according to next momentdObtaining the output value v of the d-axis current controller at the next momentdAccording to the input value delta i of the q-axis current controller at the next momentqObtaining the output value v of the q-axis current controller at the next momentq；
The output value v of the d-axis current controller at the next moment is calculateddAnd the output value v of the q-axis current controller at the next momentqAnd processing to obtain a motor control signal at the next moment.
Preferably, in the motor drive control method, the output value v of the d-axis current controller according to the present timedOutput value v of q-axis current controllerqAnd whether the maximum value U of the DC bus voltage meets the requirement
Figure BDA0002333136820000031
If the d-axis reference current value i is satisfied, the d-axis reference current value i at the current moment is compared with the reference current value id1Input value i of d-axis current controller corresponding to current momentd2As an input value Δ i of the d-axis current controller at the next timedThe q-axis reference current value i at the current momentq1Input value i of q-axis current controller corresponding to current momentq2As an input value Δ i of the q-axis current controller at the next timeq。
Preferably, in the motor drive control method, the d-axis weak magnetic current i at the current moment is calculatedd3And q-axis weak magnetic current i at the current momentq3The process of (2) is as follows:
according to the output value v of the d-axis current controller at the current momentdOutput value v of q-axis current controllerqCalculating an output current lead angle theta at the current moment according to the maximum value U of the voltage of the direct current bus;
according to the output current lead angle theta of the current moment and the d-axis reference current id1And q-axis reference current id1Calculating d-axis weak magnetic current i at current momentd3According to the current lead angle theta and the q-axis reference current i at the current moment, outputting a current lead angle theta and a q-axis reference current id1Calculating d-axis weak magnetic current i at current momentq3；
Judging d-axis weak magnetic current i at current momentd3Whether or not it is less than the maximum allowable value ImaxIf so, the original value is kept, otherwise, the boundary value is used as id3The actual value of (c);
judging q-axis weak magnetic current i at the current momentq3Whether or not to satisfy id3 2+iq3 2≤Imax 2And i isq3 2Not less than 0, if satisfying, keeping the original value, otherwise, taking the boundary value as iq3The actual value of (c).
Preferably, in the motor drive control method, the output value v of the d-axis current controller according to the present timedOutput value v of q-axis current controllerqAnd calculating the output current lead angle theta at the current moment according to the maximum value U of the DC bus voltage as follows:
according to v at the present momentd、vqAnd U calculation
Figure BDA0002333136820000032
Will be provided with
Figure BDA0002333136820000033
And obtaining an output current lead angle theta at the current moment through PI control.
Preferably, in the motor drive control method, the d-axis field weakening current i at the current momentd3The calculation formula of (2) is as follows: i.e. id3＝id1+iq1*sinθ；
Q-axis weak magnetic current i at present momentq3The calculation formula of (2) is as follows: i.e. iq3＝iq1*cosθ。
Preferably, in the motor drive control method, the d-axis reference current value i at the present timed1The calculation formula of (2) is as follows:
Figure BDA0002333136820000041
wherein
Figure BDA0002333136820000042
Q-axis reference current value i at current momentq1The calculation formula of (2) is as follows:
Figure BDA0002333136820000043
wherein, TeTorque is required for the whole vehicle; l isdAnd LqInductors of a d axis and a q axis of the motor respectively; p is the number of poles of the motor;
Figure BDA0002333136820000045
is a magnetic linkage.
The invention also provides a control system of the electric wheel system of the heavy vehicle, which comprises the following components:
an obtaining module for obtaining the three-phase current i of the motor at the current momenta、ib、icAnd motor angle α;
a first calculation module for calculating the three-phase current i of the motor according to the current timea、ib、icCalculating the input value i of the d-axis current controller at the current moment according to the motor rotation angle αd2And the input value i of the q-axis current controller at the current momentq2；
A weak magnetic judgment module for judging the output value v of the d-axis current controller according to the current timedOutput value v of q-axis current controllerqAnd whether the maximum value U of the DC bus voltage meets the requirement
Figure BDA0002333136820000044
If not, starting a weak magnetic calculation module;
a weak magnetic calculation module for calculating d-axis weak magnetic current i at the current momentd3And q-axis weak magnetic current i at the current momentq3；
A second calculation module for calculating d-axis weak magnetic current i at the current momentd3Input value i of d-axis current controller at current momentd2As an input value Δ i of the d-axis current controller at the next timedThe current time is comparedQ-axis field weakening current iq3And the input value i of the q-axis current controller at the current momentq2As an input value Δ i of the q-axis current controller at the next timeq；
A d-axis current controller for controlling the input value Δ i according to the d-axis current at the next momentdObtaining the output value v of the d-axis current controller at the next momentd；
A q-axis current controller for controlling the q-axis current according to an input value Δ i of the q-axis current controller at the next timeqObtaining the output value v of the q-axis current controller at the next momentq(ii) a And
a signal generation module for generating the output value v of the d-axis current controller at the next momentdAnd the output value v of the q-axis current controller at the next momentqAnd processing to obtain a motor control signal at the next moment.
Preferably, the control system of the electric wheel system of the heavy-duty vehicle further comprises a third calculation module for calculating the d-axis reference current value i at the current momentd1Input value i of d-axis current controller corresponding to current momentd2As an input value Δ i of the d-axis current controller at the next timedThe q-axis reference current value i at the current momentq1Input value i of q-axis current controller corresponding to current momentq2As an input value Δ i of the q-axis current controller at the next timeq；
And in the weak magnetic judgment module, if the weak magnetic judgment module does not meet the requirement, the third calculation module is started.
The invention also provides an electric vehicle, which comprises a memory and a processor, wherein the memory stores a computer program, and the processor realizes the steps of any one of the methods when executing the computer program.
The invention has the following beneficial effects:
1. when the automobile is braked during driving, different braking modes can be selected according to the current working condition, the motor brake can be effectively protected from being damaged, the service life is prolonged, meanwhile, the braking energy can be recycled, the endurance mileage is improved, and the automobile has important significance in guaranteeing the safety of a driver.
2. When hydraulic braking is carried out, the number of the brake calipers can be selected according to working conditions, so that the braking force precision is improved, and the control effect is improved. Meanwhile, the change of the opening degree of the pedal can reflect the intention of a driver, so that the driving safety of the vehicle is ensured.
3. When a fault occurs, the state can be adjusted according to the number of the faults, and the driving safety and the braking safety are ensured.
4. When the vehicle is driven, the self-adjustment can be carried out according to the running state of the motor, so that the running economy is improved.
Drawings
FIG. 1 is a schematic diagram of a control system according to the present invention;
FIG. 2 is a schematic diagram of a current lead angle vector control system of the control system of FIG. 1;
FIG. 3 is a schematic diagram of a PI controller in the current lead angle vector control system of FIG. 2;
FIG. 4 is a diagram illustrating a method for controlling the number of calipers in the control system of FIG. 1;
fig. 5 is a schematic diagram illustrating a method for controlling a failure of an electric wheel in the control system shown in fig. 1.
Detailed Description
The invention is further described below with reference to the accompanying drawings. The following examples are only for illustrating the technical solutions of the present invention more clearly, and the protection scope of the present invention is not limited thereby.
As shown in fig. 1, the control method of the electric wheel system of the heavy vehicle in the invention comprises service brake control, parking brake control, electric wheel fault control and driving condition control.
As shown in fig. 2, for the aspect of service brake control, the following process is included:
and S101, collecting the current vehicle speed.
S102, selecting a corresponding braking mode according to the current vehicle speed and the limited vehicle speed, and if the vehicle speed is less than the limited vehicle speed, braking each electric wheel in a mode of combining motor braking and hydraulic brake braking, so that the economy of the vehicle during low-speed driving braking can be guaranteed. If the vehicle speed is greater than the limited vehicle speed, each electric wheel is braked by only adopting a hydraulic brake, so that the safety of the vehicle during high-speed running can be guaranteed. Preferably, the vehicle speed is defined to be 70km/h, the rated vehicle speed is 50km/h, and the highest vehicle speed is 120 km/h.
Carry out different braking methods under the speed of a motor vehicle of difference, can effectively protect motor brake not receive the damage, increase of service life can retrieve braking energy simultaneously, improves the continuation of the journey mileage, and the safety of guarantee driver has important meaning.
As shown in fig. 4, the electric wheel to which the present invention is directed is an electric wheel having a multi-caliper hydraulic brake, and a braking method of the hydraulic brake includes the following processes:
s201, collecting the opening degree of a pedal.
S202, determining the number of calipers needing braking according to the pedal opening and the limit value, and if the pedal opening is smaller than the limit value A, indicating that the required braking force is not large at the moment, enabling a single caliper to meet the requirement of the whole vehicle on the braking force, so that a single caliper is started to brake. If the pedal opening degree exceeds the limit value A and is smaller than the limit value B, whether the change rate of the pedal opening degree exceeds the limit value a or not is judged, if not, the single-caliper brake cannot meet the brake requirement of the whole vehicle, and then a part of calipers are started to brake. If the brake pressure exceeds a, the brake pressure is indicated to have the tendency of emergency braking at the moment, and in order to ensure that a driver can safely start all calipers to brake. If the pedal opening exceeds the limit value B, the requirement for braking force is large at the moment, and all calipers are started to brake in the same way. Preferably, limit a is 15% of the nominal value, limit B is 40% of the nominal value, and limit a is 1.
The electric brake of the motor can play a role of auxiliary brake on one hand, and can be used for recovering a part of energy on the other hand, so that the economy of the vehicle is improved, and therefore when the vehicle is decelerated and braked, the electric brake of the motor is introduced at the same time.
The purpose of adopting multi-caliper to brake in stages is to improve the accuracy of braking force and improve the control effect. Meanwhile, the change of the opening degree of the pedal can reflect the intention of a driver, so that the driving safety of the vehicle is ensured.
As shown in fig. 5, for the aspect of electric wheel fault control, the following process is included:
s301, collecting the number of fault electric wheels;
s302, if only one electric wheel fails or only two coaxial electric wheels fail, only disconnecting the drive control circuit of the failed electric wheel and the drive control circuit of the coaxial electric wheel, and limiting the vehicle speed within a limit value X; if only two electric wheels on the same side of the different shaft have faults, only the drive control circuit of the corresponding fault electric wheel is disconnected, and the vehicle speed is limited within a limit value Y; if only two electric wheels on different sides of the different shaft have faults or more than three electric wheels have faults, the driving control circuit of the corresponding fault electric wheel is only disconnected, and the vehicle speed is limited within a limit value Z. Preferably, X is 40km/h, Y is 20km/h and Z is 8 km/h. It should be noted that, after the driving control circuit of the electric wheel is disconnected, the braking and rotating functions are both retained, so as to ensure the requirements for driving safety.
Based on the same inventive concept, the invention also provides a control system of the electric wheel system of the heavy-duty vehicle, which comprises the following components: the device comprises a vehicle speed acquisition module and a braking mode selection module. The vehicle speed acquisition module is used for acquiring the current vehicle speed. The braking mode selection module is used for selecting a corresponding braking mode according to the judged current vehicle speed and the limited vehicle speed, if the vehicle speed is less than the limited vehicle speed, each electric wheel is braked in a mode of combining motor braking and hydraulic brake braking, and if the vehicle speed is greater than the limited vehicle speed, each electric wheel is only braked by the hydraulic brake.
Preferably, the braking mode selection module further comprises a hydraulic braking submodule, the hydraulic braking submodule comprising: the pedal opening degree acquisition submodule and the caliper number determination submodule.
The pedal opening degree acquisition submodule is used for acquiring the pedal opening degree. The caliper number determining submodule is used for determining the number of calipers needing braking according to the pedal opening and the limit value, and if the pedal opening is smaller than the limit value A, starting a single caliper to brake; if the pedal opening exceeds the limit value A and is smaller than the limit value B, judging whether the change rate of the pedal opening exceeds the limit value a or not, and if not, adopting a starting part caliper to brake; if the brake pressure exceeds the preset value, all calipers are started to brake; if the pedal opening exceeds the limit value B, all calipers are started to brake.
As shown in fig. 2, the following process is included for the aspect of the driving control:
s401, judging whether the current motor rotating speed exceeds the base speed, if not, turning to S402, and if so, turning to S403.
S402, MTPA control is adopted, motor efficiency is improved, energy is saved, and accordingly endurance is improved. Specifically, the required torque of the whole vehicle is input into an MTPA controller to obtain a reference current i of a d-axis current controllerd1And a reference current i of a q-axis current controllerd1。id1The expression of (a) is:
Figure BDA0002333136820000071
wherein
Figure BDA0002333136820000072
Figure BDA0002333136820000073
iq1The expression of (a) is:
Figure BDA0002333136820000074
wherein, TeTorque is required for the whole vehicle; l isdAnd LqInductors of a d axis and a q axis of the motor respectively; p is the number of poles of the motor;
Figure BDA0002333136820000075
is a magnetic linkage. For example, when TeIs 30Nm, LdIs 0.2mH, Lq0.4mH, P is 16,
Figure BDA0002333136820000076
when the value is 0.05, i is calculated by the above equationd1is-7.34A, iq1It was 48.26A.
S403, obtaining three-phase current i of the motor at the current momenta、ib、icAnd a motor angle α.
S404, according to the three-phase current i of the motor at the current momenta、ib、icCalculating the input value i of the d-axis current controller at the current moment according to the motor rotation angle αd2And the input value i of the q-axis current controller at the current momentq2. The specific process of the step is as follows:
s4041, and enabling three-phase current i of the motor at the current momenta、ib、icAnd motor rotation angle α are subjected to clack conversion to respectively obtain iαAnd iβ，iαAnd iβThe expression is as follows:
Figure BDA0002333136820000077
s4042, then iαAnd iβCarrying out park transformation to obtain id2And iq2，id2And iq2The expression of (a) is:
Figure BDA0002333136820000078
for example when ia、ib、icRespectively 15A, 15A and 20A, and obtaining i after clack transformation and park transformationd2Is 11.67A, iq2It was 20.21A.
S405, according to the output value v of the d-axis current controller at the current momentdOutput value v of q-axis current controllerqAnd whether the maximum value U of the DC bus voltage meets the requirement
Figure BDA0002333136820000081
If the result does not satisfy the step S406, the process goes to a step S410.
S406, calculating d-axis weak magnetic current i at the current momentd3And q-axis weak magnetic current i at the current momentq3. The process of the step is as follows:
s4061, and controlling the output value v of the d-axis current controller according to the current timedOutput value v of q-axis current controllerqCalculating the output current lead of the current moment according to the maximum value U of the DC bus voltageThe angle theta. Specifically, θ is calculated by a PI controller, the input of which is t,
Figure BDA0002333136820000082
s4062, according to the output current lead angle theta of the current moment and the d-axis reference current id1And q-axis reference current id1Calculating d-axis weak magnetic current i at current momentd3According to the current lead angle theta and the q-axis reference current i at the current moment, outputting a current lead angle theta and a q-axis reference current id1Calculating d-axis weak magnetic current i at current momentq3. Specifically, d-axis weak magnetic current i at the current momentd3The calculation formula of (2) is as follows: i.e. id3＝id1+iq1Sin θ; q-axis weak magnetic current i at present momentq3The calculation formula of (2) is as follows: i.e. iq3＝iq1*cosθ。
S4063, judging d-axis weak magnetic current i at current momentd3If the current is within the current circle, if so, the current is kept at the original value, otherwise, the boundary value is used as id3The actual value of (c). Specifically, if the maximum current value is ImaxWhen i isd3＜-ImaxWhen i isd3value-ImaxWhen i isd3When is greater than 0, id3The value is 0.
S4064, judging d-axis weak magnetic current i at current momentd3Whether or not to satisfy id3 2+iq3 2≤Imax 2And i isq3 2Not less than 0, if satisfying, keeping the original value, otherwise, taking the boundary value as iq3The actual value of (c). Specifically, if the maximum current value is ImaxWhen i isq3When < 0, iq3Value 0, when iq3＞ImaxWhen i isq3Value Imax。
S407, weakening magnetic current i of d axis at current momentd3Input value i of d-axis current controller at current momentd2As an input value Δ i of the d-axis current controller at the next timedThe q-axis flux weakening current i at the current momentq3And the input value i of the q-axis current controller at the current momentq2As q-axis current at the next timeInput value Δ i of controllerq。
S408, according to the input value delta i of the d-axis current controller at the next momentdObtaining the output value v of the d-axis current controller at the next momentdAccording to the input value delta i of the q-axis current controller at the next momentqObtaining the output value v of the q-axis current controller at the next momentq。
S409, the output value v of the d-axis current controller at the next momentdAnd the output value v of the q-axis current controller at the next momentqAnd processing to obtain a motor control signal at the next moment. The specific process of the step is as follows:
s4091, mixing vdAnd vqRespectively obtaining v by reverse park transformationαAnd vβ。
S4092, mixing vαAnd vβThe pulse signals are input to a space vector pulse width modulation module (SVPWM) to generate pulse signals.
S410, referring the current value i of the d axis at the current momentd1Input value i of d-axis current controller corresponding to current momentd2As an input value Δ i of the d-axis current controller at the next timed(i.e.. DELTA.i)d＝id1－id2-19.01 a), the q-axis current value i at the current moment is referencedq1Input value i of q-axis current controller corresponding to current momentq2As an input value Δ i of the q-axis current controller at the next timeq(i.e.. DELTA.i)q＝iq1－iq228.05a), go to S408. Therefore, the whole driving control process is closed-loop control.
And the d-axis current controller and the q-axis current controller are controlled by sliding modes.
Based on the same inventive concept, the invention also provides a control system of the electric wheel system of the heavy vehicle, which comprises an acquisition module, a first calculation module, a weak magnetic judgment module, a weak magnetic calculation module, a second calculation module, a d-axis current controller, a q-axis current controller and a signal generation module.
The acquisition module is used for acquiring the three-phase current i of the motor at the current momenta、ib、icAnd a motor angle α.
The first calculation module is used for calculating three-phase current i of the motor according to the current momenta、ib、icCalculating the input value i of the d-axis current controller at the current moment according to the motor rotation angle αd2And the input value i of the q-axis current controller at the current momentq2。
The weak magnetic judgment module is used for judging the output value v of the d-axis current controller according to the current momentdOutput value v of q-axis current controllerqAnd whether the maximum value U of the DC bus voltage meets the requirement
Figure BDA0002333136820000091
And if not, starting the weak magnetic calculation module.
The weak magnetic calculation module is used for calculating d-axis weak magnetic current i at the current momentd3And q-axis weak magnetic current i at the current momentq3。
The second calculation module is used for weakening the d-axis field current i at the current momentd3Input value i of d-axis current controller at current momentd2As an input value Δ i of the d-axis current controller at the next timedThe q-axis flux weakening current i at the current momentq3And the input value i of the q-axis current controller at the current momentq2As an input value Δ i of the q-axis current controller at the next timeq(ii) a Or for referencing the d-axis reference current value i at the present momentd1Input value i of d-axis current controller corresponding to current momentd2As an input value Δ i of the d-axis current controller at the next timedThe q-axis reference current value i at the current momentq1Input value i of q-axis current controller corresponding to current momentq2As an input value Δ i of the q-axis current controller at the next timeq。
The d-axis current controller is used for controlling the input value delta i of the d-axis current controller according to the next momentdObtaining the output value v of the d-axis current controller at the next momentd。
The q-axis current controller is used for controlling the input value delta i of the q-axis current controller according to the next momentqObtaining the output value v of the q-axis current controller at the next momentq。
The signal generation module is used for outputting the output value v of the d-axis current controller at the next momentdAnd the output value v of the q-axis current controller at the next momentqAnd processing to obtain a motor control signal at the next moment.
Preferably, the control system of the electric wheel system of the heavy-duty vehicle further comprises a third calculation module for calculating the d-axis reference current value i at the current momentd1Input value i of d-axis current controller corresponding to current momentd2As an input value Δ i of the d-axis current controller at the next timedThe q-axis reference current value i at the current momentq1Input value i of q-axis current controller corresponding to current momentq2As an input value Δ i of the q-axis current controller at the next timeq. And in the weak magnetic judgment module, if the weak magnetic judgment module does not meet the requirement, starting a third calculation module.
Based on the same inventive concept, the invention also provides an electric vehicle, which comprises a memory and a processor, wherein the memory stores a computer program, and the processor realizes the steps of any one of the methods when executing the computer program.
The above is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, several modifications and variations can be made without departing from the technical principle of the present invention, and these modifications and variations should also be regarded as the protection scope of the present invention.

Claims (15)

1. A control method of an electric wheel system of a heavy vehicle is characterized in that: the method comprises an electric wheel brake control method, which comprises the following processes:
collecting the current vehicle speed;
and selecting a corresponding braking mode according to the current vehicle speed and the limited vehicle speed, if the vehicle speed is less than the limited vehicle speed, braking each electric wheel in a mode of combining motor braking and hydraulic brake braking, and if the vehicle speed is greater than the limited vehicle speed, braking each electric wheel only by using the hydraulic brake.
2. The control method of the electric wheel system of the heavy vehicle according to claim 1, characterized in that: the limited vehicle speed is not lower than the rated vehicle speed.
3. The control method of the electric wheel system of the heavy vehicle according to claim 1, characterized in that:
for an electric wheel with a multi-caliper hydraulic brake, a braking method of the hydraulic brake comprises the following processes:
collecting the opening degree of a pedal;
determining the number of calipers needing braking according to the pedal opening and the limit value, and starting a single caliper to brake if the pedal opening is smaller than the limit value A; if the pedal opening exceeds the limit value A and is smaller than the limit value B, judging whether the change rate of the pedal opening exceeds the limit value a or not, and if not, adopting a starting part caliper to brake; if the brake pressure exceeds the preset value, all calipers are started to brake; if the pedal opening exceeds the limit value B, all calipers are started to brake.
4. The control method of the electric wheel system of the heavy vehicle according to claim 1, characterized in that: the method also comprises a fault control method of the electric wheel, which comprises the following processes:
collecting the number of fault electric wheels;
if only one electric wheel fails or only two coaxial electric wheels fail, only disconnecting the drive control circuit of the failed electric wheel and the coaxial electric wheel thereof, and limiting the vehicle speed within a limit value X; if only two electric wheels on the same side of the different shaft have faults, only the drive control circuit of the corresponding fault electric wheel is disconnected, and the vehicle speed is limited within a limit value Y; if only two electric wheels on different sides of the different shaft have faults or more than three electric wheels have faults, only disconnecting the drive control circuit of the corresponding fault electric wheel and limiting the vehicle speed within a limit value Z;
x is greater than Y and Y is greater than Z.
5. A control system of an electric wheel system of a heavy vehicle is characterized in that: the method comprises the following steps:
the vehicle speed acquisition module is used for acquiring the current vehicle speed; and
and the braking mode selection module is used for selecting a corresponding braking mode according to the judged current vehicle speed and the limited vehicle speed, if the vehicle speed is less than the limited vehicle speed, each electric wheel is braked in a mode of combining motor braking and hydraulic brake braking, and if the vehicle speed is greater than the limited vehicle speed, each electric wheel is only braked by the hydraulic brake.
6. The control system for the electric wheel system of the heavy vehicle according to claim 5, wherein:
the braking mode selection module further comprises a hydraulic braking submodule, the hydraulic braking submodule comprising:
the pedal opening acquisition submodule is used for acquiring the opening of a pedal; and
the caliper number determining submodule is used for determining the number of calipers needing braking according to the pedal opening and the limit value, and if the pedal opening is smaller than the limit value A, starting a single caliper to brake; if the pedal opening exceeds the limit value A and is smaller than the limit value B, judging whether the change rate of the pedal opening exceeds the limit value a or not, and if not, adopting a starting part caliper to brake; if the brake pressure exceeds the preset value, all calipers are started to brake; if the pedal opening exceeds the limit value B, all calipers are started to brake.
7. A control method of an electric wheel system of a heavy vehicle is characterized in that: the method comprises a motor drive control method, which comprises the following processes:
obtaining three-phase current i of motor at current momenta、ib、icAnd motor angle α;
three-phase current i of the motor according to the current momenta、ib、icCalculating the input value i of the d-axis current controller at the current moment according to the motor rotation angle αd2And the input value i of the q-axis current controller at the current momentq2；
According to the output value v of the d-axis current controller at the current momentdOutput value v of q-axis current controllerqAnd whether the maximum value U of the DC bus voltage meets the requirement
Figure FDA0002333136810000021
If not, calculating d-axis weak magnetic current i at the current momentd3And q-axis weak magnetic current i at the current momentq3D-axis field weakening current i at the current momentd3Input value i of d-axis current controller at current momentd2As an input value Δ i of the d-axis current controller at the next timedThe q-axis flux weakening current i at the current momentq3And the input value i of the q-axis current controller at the current momentq2As an input value Δ i of the q-axis current controller at the next timeq；
Input value delta i of d-axis current controller according to next momentdObtaining the output value v of the d-axis current controller at the next momentdAccording to the input value delta i of the q-axis current controller at the next momentqObtaining the output value v of the q-axis current controller at the next momentq；
The output value v of the d-axis current controller at the next moment is calculateddAnd the output value v of the q-axis current controller at the next momentqAnd processing to obtain a motor control signal at the next moment.
8. The control method of the electric wheel system of the heavy vehicle according to claim 7, characterized in that:
the output value v of the d-axis current controller according to the current momentdOutput value v of q-axis current controllerqAnd whether the maximum value U of the DC bus voltage meets the requirement
Figure FDA0002333136810000022
If the d-axis reference current value i is satisfied, the d-axis reference current value i at the current moment is compared with the reference current value id1Input value i of d-axis current controller corresponding to current momentd2As an input value Δ i of the d-axis current controller at the next timedThe q-axis reference current value i at the current momentq1Input value i of q-axis current controller corresponding to current momentq2As an input value Δ i of the q-axis current controller at the next timeq。
9. The control method of the electric wheel system of the heavy vehicle according to claim 7, characterized in that:
calculating d-axis weak magnetic current i at current momentd3And q-axis weak magnetic current i at the current momentq3The process of (2) is as follows:
according to the output value v of the d-axis current controller at the current momentdOutput value v of q-axis current controllerqCalculating an output current lead angle theta at the current moment according to the maximum value U of the voltage of the direct current bus;
according to the output current lead angle theta of the current moment and the d-axis reference current id1And q-axis reference current id1Calculating d-axis weak magnetic current i at current momentd3According to the current lead angle theta and the q-axis reference current i at the current moment, outputting a current lead angle theta and a q-axis reference current id1Calculating d-axis weak magnetic current i at current momentq3；
Judging d-axis weak magnetic current i at current momentd3Whether or not it is less than the maximum allowable value ImaxIf so, the original value is kept, otherwise, the boundary value is used as id3The actual value of (c);
judging q-axis weak magnetic current i at the current momentq3Whether or not to satisfy id3 2+iq3 2≤Imax 2And i isq3 2Not less than 0, if satisfying, keeping the original value, otherwise, taking the boundary value as iq3The actual value of (c).
10. The control method of the electric wheel system of the heavy vehicle according to claim 9, characterized in that:
the output value v of the d-axis current controller according to the current momentdOutput value v of q-axis current controllerqAnd calculating the output current lead angle theta at the current moment according to the maximum value U of the DC bus voltage as follows:
according to v at the present momentd、vqAnd U calculation
Figure FDA0002333136810000031
Will be provided with
Figure FDA0002333136810000032
And obtaining an output current lead angle theta at the current moment through PI control.
11. The control method of the electric wheel system of the heavy vehicle according to claim 10, characterized in that:
d-axis weak magnetic current i at current momentd3The calculation formula of (2) is as follows: i.e. id3＝id1+iq1*sinθ；
Q-axis weak magnetic current i at present momentq3The calculation formula of (2) is as follows: i.e. iq3＝iq1*cosθ。
12. The control method of the electric wheel system of the heavy vehicle according to claim 7, characterized in that:
d-axis reference current value i at current momentd1The calculation formula of (2) is as follows:
Figure FDA0002333136810000033
wherein
Figure FDA0002333136810000034
Q-axis reference current value i at current momentq1The calculation formula of (2) is as follows:
Figure FDA0002333136810000035
wherein, TeTorque is required for the whole vehicle; l isdAnd LqInductors of a d axis and a q axis of the motor respectively; p is a motor poleCounting;
Figure FDA0002333136810000036
is a magnetic linkage.
13. A control system of an electric wheel system of a heavy vehicle is characterized in that: the method comprises the following steps:
an obtaining module for obtaining the three-phase current i of the motor at the current momenta、ib、icAnd motor angle α;
a first calculation module for calculating the three-phase current i of the motor according to the current timea、ib、icCalculating the input value i of the d-axis current controller at the current moment according to the motor rotation angle αd2And the input value i of the q-axis current controller at the current momentq2；
A weak magnetic judgment module for judging the output value v of the d-axis current controller according to the current timedOutput value v of q-axis current controllerqAnd whether the maximum value U of the DC bus voltage meets the requirement
Figure FDA0002333136810000041
If not, starting a weak magnetic calculation module;
a weak magnetic calculation module for calculating d-axis weak magnetic current i at the current momentd3And q-axis weak magnetic current i at the current momentq3；
A second calculation module for calculating d-axis weak magnetic current i at the current momentd3Input value i of d-axis current controller at current momentd2As an input value Δ i of the d-axis current controller at the next timedThe q-axis flux weakening current i at the current momentq3And the input value i of the q-axis current controller at the current momentq2As an input value Δ i of the q-axis current controller at the next timeq；
A d-axis current controller for controlling the input value Δ i according to the d-axis current at the next momentdObtaining the output value v of the d-axis current controller at the next momentd；
q-axis current controller forInput value delta i of q-axis current controller according to next momentqObtaining the output value v of the q-axis current controller at the next momentq(ii) a And
a signal generation module for generating the output value v of the d-axis current controller at the next momentdAnd the output value v of the q-axis current controller at the next momentqAnd processing to obtain a motor control signal at the next moment.
14. The control system for the electric wheel system of a heavy vehicle according to claim 13, wherein:
the device also comprises a third calculation module for referring the d-axis reference current value i at the current momentd1Input value i of d-axis current controller corresponding to current momentd2As an input value Δ i of the d-axis current controller at the next timedThe q-axis reference current value i at the current momentq1Input value i of q-axis current controller corresponding to current momentq2As an input value Δ i of the q-axis current controller at the next timeq；
And in the weak magnetic judgment module, if the weak magnetic judgment module does not meet the requirement, the third calculation module is started.
15. An electric vehicle comprising a memory storing a computer program and a processor implementing the steps of the method of claim 1 or 7 when the processor executes the computer program.
CN201911345152.4A 2019-12-24 2019-12-24 Control method and system for electric wheel system of heavy-duty vehicle and electric vehicle Pending CN111071058A (en)

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