CN113787916B - Processing method suitable for preventing industrial vehicle from sliding on slope during half-slope starting - Google Patents
Processing method suitable for preventing industrial vehicle from sliding on slope during half-slope starting Download PDFInfo
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- CN113787916B CN113787916B CN202111198087.4A CN202111198087A CN113787916B CN 113787916 B CN113787916 B CN 113787916B CN 202111198087 A CN202111198087 A CN 202111198087A CN 113787916 B CN113787916 B CN 113787916B
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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
- B60L15/2072—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 drive off
- B60L15/2081—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 drive off for drive off on a slope
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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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/26—Vehicle weight
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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
- 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
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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
- 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
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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
- 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
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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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/60—Navigation input
- B60L2240/64—Road conditions
- B60L2240/642—Slope of road
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- 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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Abstract
The invention relates to a processing method for preventing a slope from sliding during starting of an industrial vehicle on a half slope, which at least comprises the following steps: vehicle control unit obtaining in a half slope starting stateTotal weight m of vehicle in state0At an angle a to the current slope0(ii) a And according to the total weight m of the vehicle0And gradient a0Acquiring a given torque current compensation quantity IqOffSet in the current state; a modified set torque current Iq Temp is output in a manner that adds the set torque current offset IqOffSet to the initial speed loop output torque current to modify the final speed loop output result applied to the electric machine.
Description
Technical Field
The invention relates to the technical field of slope parking and half-slope starting of electric industrial vehicles, in particular to a processing method suitable for preventing slope sliding during half-slope starting of industrial vehicles.
Background
On a steep road or a slope with a certain angle, when the electric automobile encounters conditions such as traffic jam and traffic lights, the automobile can slide down the slope due to gravity, and the driving safety and the user experience are seriously affected. The vehicle with the middle and high configuration is provided with a hill-hold system to realize the hill-start assisting function. For cost reasons, a low-profile vehicle is basically free of such a system, but rather achieves this function by virtue of the fact that the drive motor of the electric-only vehicle has the characteristic of outputting torque in the stationary state. The problem that how to reasonably set the slope-sliding-prevention torque value and establish the control logic thereof in a humanized manner is the problem that needs to be solved at present, is that the service life of the motor is influenced when the driving motor is in a large current for a long time, the back sliding control of the vehicle is unstable due to the fact that the slope-sliding-prevention torque value is difficult to determine.
CN112644496A discloses an anti-slope-slipping control method and device for an electric vehicle, a storage medium, and a controller, wherein the anti-slope-slipping control method for an electric vehicle includes the following steps: acquiring a gear signal of a power supply of the whole vehicle; after the electric vehicle is determined to be electrified at high voltage according to the whole vehicle power supply gear signal, acquiring a gear signal of the electric vehicle and acquiring the motor rotating speed of the electric vehicle; when the electric vehicle is determined to be in a driving gear currently according to the gear signal of the electric vehicle, judging whether the electric vehicle needs to perform anti-slope-sliding control according to the rotating speed of the motor; and if the electric vehicle needs to perform anti-slope-slipping control, performing Proportional Integral (PI) control on a driving motor of the electric vehicle according to a difference value between the motor rotating speed and the target rotating speed. Therefore, the method for controlling the electric vehicle to prevent the vehicle from sliding down the slope can control the vehicle to prevent the vehicle from sliding down the slope through software, reduce the control cost and improve the effect of preventing the vehicle from sliding down the slope.
CN107444192B relates to an auxiliary control system and method based on MCU stay slope and hill start, whether entering into the stay slope mode is judged in real time according to the vehicle control signal and the motor speed, the VCU vehicle running mode judgment is not needed, after entering into the stay slope state, the torque mode is switched to the rotating speed mode under the control of the MCU, the MCU under the rotating speed mode can control the rotating speed to be set as zero speed to realize the stay slope, the driving motor under the mode can realize the zero speed constancy, and the output torque can be adjusted according to different gravity components corresponding to different slope angles. The whole slope-staying process is completely automatically identified and controlled by the MCU, the torque control precision is high, and the real-time performance is strong.
In the prior art, when the speed control mode is started, the controller of the vehicle usually calculates a given speed according to an accelerator signal and a vehicle speed, adjusts the given speed based on the difference between a theoretical value and an actual value of the given speed to obtain a torque current, then obtains a magnetic flux current according to the torque current, and outputs the magnetic flux current and the magnetic flux current for current adjustment and finally acting on a motor. Accordingly, there remains a need in the art for at least one or more problems to be solved.
Furthermore, on the one hand, due to the differences in understanding to the person skilled in the art; on the other hand, since the applicant has studied a great deal of literature and patents when making the present invention, but the disclosure is not limited thereto and the details and contents thereof are not listed in detail, it is by no means the present invention has these prior art features, but the present invention has all the features of the prior art, and the applicant reserves the right to increase the related prior art in the background.
Disclosure of Invention
Aiming at the defects of the prior art, the invention provides a processing method for starting an industrial vehicle on a half slope to prevent the vehicle from sliding down the slope, and aims to solve at least one or more technical problems in the prior art.
In order to achieve the above object, the present invention provides a processing method for starting an anti-slide slope on a half slope of an industrial vehicle, which at least comprises the following steps:
s1: the vehicle control unit obtains the total weight m of the vehicle in a half-slope starting state0At an angle a to the current slope0；
S2: according to the total weight m of the vehicle0The sum slope angle a0Acquiring a given torque current compensation quantity IqOffSet in the current state;
s3: a modified set torque current Iq Temp is output in a manner that adds the set torque current offset IqOffSet to the initial speed loop output torque current to modify the final speed loop output result applied to the electric machine.
Preferably, before the step of obtaining the given torque current compensation amount IqOffSet by the vehicle controller, the method further includes:
when the vehicle is in a half-slope starting state, the vehicle controller calculates a corresponding theoretical given speed according to a current accelerator signal, and performs speed PI regulation according to the theoretical given speed and an actual feedback value so as to output an initial given torque current Iq.
Preferably, before the step of the vehicle control unit using the corrected given torque current Iq _ Temp to change the output result of the final speed loop, the method further comprises:
the given flux current IdMTPA is derived from the corrected given torque current Iq Temp in combination with MTPA.
Preferably, the final speed loop output regulation of the vehicle control unit in the semi-hill starting state is completed by inputting the corrected given torque current Iq Temp and the given magnetic flux current IdMTPA into the current regulation to obtain the given voltage corresponding to the given voltage and acting on the motor.
Preferably, the vehicle controller inputs the field weakening current and the MTPA current output by the motor at the time of reaching the field weakening point to the current circle limiter to limit at least the corrected given torque current Iq x Temp before deriving the corrected given torque current Iq x Temp and the given flux current IdMTPA which are finally applied to the motor.
Preferably, the current state of the vehicle will be determined from the relevant state parameters of the vehicle, i.e. the current state of the vehicle will be determined before the vehicle control unit initiates the step of controlling the adjustment of the speed loop for the vehicle
When the vehicle controller detects that the accelerator opening degree of the vehicle in the parking state is larger than a certain threshold value and the corresponding accelerator response current is larger than the parking current, the vehicle controller drives the vehicle to enter a hill starting state and starts corresponding speed loop control regulation.
Preferably, when the vehicle controller drives the vehicle to enter a hill start state, it will determine the locked-rotor state of the motor according to the state of the accelerator pedal of the vehicle, wherein,
when a vehicle motor is in a locked-rotor state, the vehicle controller drives the vehicle to run in a limp-home mode;
when the vehicle motor is in a non-locked-rotor state, the vehicle controller drives the vehicle to run in a normal mode, and corresponding speed loop control adjustment is started.
Preferably, the vehicle control unit is capable of adjusting the output torque of the motor according to the real-time temperature value of the motor, wherein,
when the real-time temperature value of the motor is in a first temperature interval, the output torque of the motor is not limited;
when the real-time temperature value of the motor is in a second temperature interval, linearly limiting the output torque of the motor;
and when the real-time temperature value of the motor exceeds the second temperature interval, the vehicle control unit provides a warning signal for a driver.
Preferably, the obtaining of the given torque current compensation amount IqOffSet is performed by the vehicle controller in the form of a lookup data table, and the data table is obtained by measuring the total weight m of different vehicles in advance0Angle of inclination a0Corresponding hill-holding torque current Iq0Is established.
Preferably, the total vehicle weight m0Angle of inclination a0Is detected by a load detector and a gradient detector provided on the vehicle, respectively.
By adopting the processing method, the given torque current calculated and output by the vehicle controller is adjusted in an ascending way by taking the hill-holding torque current as an initial value in the process of starting the vehicle on a half slope, and the torque current is output from zero only by depending on an accelerator signal or the vehicle speed in the prior art, so that the hill-holding torque current is increased to the original speed loop output result.
Drawings
Fig. 1 is a force analysis diagram when an electric vehicle is in an uphill state;
FIG. 2 is a block diagram of a preferred system scheme of a semi-hill start anti-creep processing method for an industrial vehicle according to an embodiment of the present invention;
FIG. 3 is a schematic flow chart of a preferred processing method for starting the anti-creep slope of the industrial vehicle on the half slope according to the embodiment of the invention;
fig. 4 is a schematic diagram of a preferred structural principle of a vehicle control unit of an electric vehicle.
Detailed Description
The following detailed description is made with reference to the accompanying drawings.
According to a preferred embodiment, as shown in fig. 1, it is a stress analysis graph of the electric vehicle during the uphill slope, wherein a0Is the slope angle of the slope; m is0Is the total weight of the vehicle; m is0sina0Is uphill resistance; m is0cosa0The component force of the gravity of the vehicle in the direction vertical to the ramp is shown; fxi(i ═ 1,2) is the tangential force; tfi(i ═ 1,2) is a rolling resistance couple; tji(i-1, 2) is transmission inertia moment; fzi(i-1, 2) is the ground normal directionCounterforce; hg is the vehicle centroid height; h iswIs the air resistance; v is the vehicle speed; du/dt is the uphill acceleration of the vehicle; l is the wheel base of the front and rear wheels of the vehicle; and a and b are the distances from the center of mass of the vehicle to the axle centers of the front wheel and the rear wheel respectively.
Further, as can be seen from the stress situation of the vehicle shown in fig. 1 when starting on a half slope or in an uphill state, compared with the vehicle running on a gentle road, the vehicle must overcome the rolling friction resistance and the air resistance h during the uphill running processwBesides, it is necessary to overcome the component force generated by the vehicle's own weight and its load in the direction parallel to the slope, i.e. the uphill resistance m0sina0. The resistance that the vehicle needs to overcome when staying on a slope is also the uphill resistance m0sina0And uphill resistance m0sina0Is subjected to a slope angle a0The direct influence of (c).
According to a preferred embodiment, before the vehicle controller performs speed control on the vehicle which is about to enter or has entered the hill-start state, the current driving state of the vehicle usually needs to be judged, that is, at least whether the vehicle is currently in the hill-holding state or the hill-start state needs to be judged. Specifically, the vehicle controller generally determines a driving state of the vehicle according to parameters such as current gear information, an accelerator signal, brake information, and a motor speed of the vehicle, and in some preferred manners, for example, when the vehicle controller detects that the current driving state of the vehicle is N-gear, P-gear, or R-gear, or the motor speed is greater than a certain threshold (which may be set by a design developer), the vehicle controller determines that the vehicle is currently in a hill-holding state; and furthermore, when the vehicle controller detects that the accelerator opening is larger than a certain threshold value and the corresponding accelerator response current is larger than the hill-holding current, the vehicle controller judges that the vehicle enters a hill-start state, and simultaneously the vehicle controller responds to the start signal so as to start the output control adjustment of the vehicle motor.
According to a preferred embodiment, the vehicle control unit generally uses a 16-bit control chip as a computing core, and performs information interaction with the motor controller in a CAN bus manner. Specifically, the vehicle control unit is configured to perform control of hill start of the vehicle, such as collection and processing of signals related to a vehicle running state, determination and adjustment of an actual running state of the vehicle, and performing setting calculation of target parameters (e.g., motor torque, rotation speed) according to detection data and generating a driving command corresponding thereto for controlling the running state of the motor. The motor controller (for example, the MCU) can receive a control command for controlling the torque of the motor output by the vehicle controller, and can feed back parameters such as the actual rotational speed and the torque of the motor to the vehicle controller. Further, the motor controller can perform torque closed loop according to the received control instruction, control the motor to output corresponding torque, and simultaneously calculate actual torque and rotation speed according to a current sensor, a rotation speed sensor and the like on the motor and judge the actual state of the motor, so as to start related motor protection measures, such as preventing the motor from stalling.
According to a preferred embodiment, the present invention provides a processing method for industrial vehicle hill start landslide prevention, particularly for an industrial vehicle in a starting state of hill start as shown in fig. 1, and specifically, fig. 2 is a system scheme framework diagram of the processing method related to the present invention, the processing method comprises:
when the vehicle is in a half-slope starting state, the slope angle a is detected0With the total weight m of the vehicle0；
Obtaining the current gradient angle a in the form of a lookup table0Corresponding to the total weight m of the vehicle0A given torque current compensation amount IqOffSet;
the given torque current compensation amount IqOffSet obtained in the form of a look-up table is added to the original speed loop output torque current.
Preferably, the vehicle controller is capable of starting the vehicle in the parking state based on a corrected given torque current Iq _ Temp after the given torque current compensation amount IqOffSet is added to the initial given torque current Iq output by the speed ring, so as to greatly improve the vehicle roll-off phenomenon.
Further, as shown in fig. 3, the method is a flow diagram of a processing method for starting an industrial vehicle to prevent slope slipping in a half slope, and the flow of the method may specifically include the following steps:
step S1: a slope detector and a load detector are arranged on the vehicle to detect the slope angle a in real time0With the weight m of the vehicle0；
Step S2: when a driver releases the brake, the vehicle control unit can calculate corresponding given speed according to the current throttle signal;
step S3: the vehicle control unit performs speed PI regulation according to the given speed and the fed-back actual value to obtain an initial given torque current Iq;
step S4: the vehicle control unit can control the vehicle according to the current weight m0Angle of inclination a0Determining a given torque current compensation amount IqOffSet (i.e., the weight m) by searching/matching the database0Angle of inclination a0Lower corresponding hill-holding torque current Iq0) Adding the given torque current compensation quantity IqOffSet to the initial speed loop result to obtain a new given torque current, namely a corrected given torque current Iq Temp;
step S5: the vehicle control unit obtains a given magnetic flux current IdMTPA according to the corrected given torque current Iq Temp in combination with MTPA;
step S6: when the rotating speed of the motor reaches a weak magnetic point, weak magnetic current is output, the weak magnetic current and MTPA current are input to a current circle amplitude limit, and a given torque current amplitude limit is carried out to obtain a given torque current and a given magnetic flux current;
and step S7, inputting the corrected given torque current Iq Temp after the current circle amplitude limiting and the given magnetic flux current IdMTPA into the current regulation by the vehicle controller to obtain a given voltage and applying the given voltage on the motor.
Optionally, in accordance with the current weight m0Angle of inclination a0When looking up the data table, the associated data table or database can be established by measuring different weights m in advance0At different slope angles a0Time-corresponding hill-holding torque current Iq0The method is completed, namely when the vehicle actually runs on a slope in the later period, the vehicle controller only needs to obtain the weight m in real time according to the detector0Angle of inclination a0In the form of a look-up tableObtaining and outputting the corresponding hill-holding torque current Iq0And with the hill-holding torque current Iq0And controlling the motor output state of the vehicle by a mode that the current superposed with the output result of the original speed ring acts on the motor.
According to a preferred embodiment, the angle of inclination a0At a certain time, due to the weight m of the vehicle0The vehicle generates a different component of force on the slope, in particular in the direction of the slope, for example as a function of the weight m of the vehicle0The component m generated by the gravity of the vehicle along the direction parallel to the slope0sina0The greater the resistance that the vehicle needs to overcome in the hill-holding state and during uphill ascent, and therefore the hill-holding torque current Iq when the vehicle is started uphill0Is according to the weight m of the vehicle0Is increased and becomes larger; when the weight m of the vehicle0At a certain time, along with the a of the slope angle0Increasing the component m generated by the gravity of the vehicle along the direction parallel to the ramp0sina0The greater the resistance that the vehicle needs to overcome in the hill-holding state and during uphill ascent, and therefore the hill-holding torque current Iq when the vehicle is started uphill0Is along with the slope angle a0Is increased and becomes larger.
According to a preferred embodiment, the vehicle control unit is operated according to the total vehicle weight m0And calculating a corresponding corrected given torque current Iq Temp according to the slope value, and sending the corrected given torque current Iq Temp and a corresponding given magnetic flux current IdMTPA to a Motor Controller (MCU) to control the rotating speed of the motor so as to drive the vehicle to ascend the slope, selectively sending the corrected given torque current Iq Temp to a brake controller and/or a steering controller respectively according to different specific ascending states, so that the brake controller and/or the steering controller can be combined with the corrected given torque current Iq Temp to adjust the voltage finally applied to the motor according to the pedal state and the driving angle of the vehicle respectively so as to control the rotating speed of the motor to be suitable for different ascending states of the vehicle.
In other words, in some alternative embodiments, the final output current or voltage value to each electric machine should not be completely the same for different uphill conditions, and the corrected given torque current Iq _ Temp should be adjusted based on a certain proportionality coefficient and applied to the electric machine corresponding to each wheel, and preferably, considering that if a left or right turn is added during uphill conditions of the vehicle, the rotation speeds of the left and right wheels are not the same during steering, and in general, the rotation speed of the outer wheel is greater than that of the inner wheel during steering, so that the corrected given torque current Iq _ Temp applied to the electric machine corresponding to the left and right wheels of the vehicle is at least different. In the case of industrial vehicles, especially forklifts, the rear wheels are steered and the front wheels are driven, while the front wheels are responsible for advancing and bearing heavy weight during loading, while the rear wheels are mainly used for steering. When the industrial vehicle is loaded with goods to go uphill, the front wheels are required to be provided with enough driving force, namely, the front wheels of the vehicle can carry considerable weight and simultaneously can complete corresponding uphill operation of the vehicle, and the phenomenon of slope slipping does not occur.
Specifically, when a driver releases a brake pedal and simultaneously steps on an accelerator, the vehicle starts to enter a semi-slope starting state, at the moment, a brake sensor collects depth data of the brake pedal to acquire a brake signal and sends the brake signal to a brake controller, the brake controller converts the pedal depth signal into a current signal and sends the current signal to a vehicle control unit, and the vehicle control unit converts the total weight m of the vehicle detected according to a load instrument and a gradiometer into a total weight m of the vehicle0And slope a0And determining a corresponding given torque current compensation amount IqOffSet in the current state in a table look-up mode, adding the given torque current compensation amount IqOffSet and the initial speed ring result by the vehicle controller, and obtaining a corresponding corrected given torque current Iq Temp after current amplitude limiting.
Further, before the vehicle controller sends the corrected given torque current Iq _ Temp to the motor controller, the corrected given torque current Iq _ Temp is adjusted according to the current value uploaded by the brake controller and related to the brake depth, preferably, the given torque current compensation amount IqOffSet and the corresponding corrected given torque current Iq _ Temp are gradually increased along with the decrease of the brake pedal depth, namely, the brake depth is in inverse proportion to the torque current compensation amount IqOffSet. And especially when the front end of the forklift is loaded with goods, the stress of the whole vehicle and the resistance force required to be overcome by each wheel when the vehicle ascends the slope are not evenly distributed, so that the corrected given torque current Iq Temp applied to the front end wheel of the forklift is at least different from the corrected given torque current Iq Tem0p applied to the rear end wheel of the forklift, and the corrected given torque current Iq Temp applied to the front end wheel of the forklift is preferably larger than the corrected given torque current Iq Tem0p applied to the rear end wheel of the forklift, so that the rotation state of the front end wheel and the rear end wheel are adapted to each other without obvious impact when the forklift ascends the slope by driving the motor through the corrected given torque current Iq Tem0 p. Therefore, when the vehicle is loaded with cargoes to go uphill and is not steered, the vehicle control unit can respectively adjust the corrected given torque current Iq Temp output to the front end motor and the rear end motor of the vehicle according to the current value which is uploaded by the brake controller and is related to the brake depth.
On the other hand, when the forklift adds a steering action in the process of ascending a slope, the steering controller collects the steering angle of the wheels to obtain a steering signal and sends the steering signal to the steering controller, the steering controller converts the steering angle signal into a current signal and sends the current signal to the vehicle control unit, and the actual rotating speeds of the wheels on two sides are different in the steering process, so that the corrected given torque current Iq Temp is adjusted according to the current value which is uploaded by the steering controller and related to the steering angle before the vehicle control unit sends the corrected given torque current Iq Temp to the motor controller, preferably, the given torque current compensation quantity IqOffSet and the corresponding corrected given torque current Iq Temp are gradually increased along with the increase of the steering angle, and particularly, the corrected given torque current Iq Temp which acts on the motor on the inner steering side is larger than the corrected given torque current which acts on the motor on the outer side of the steering, particularly, the motors which are positioned on the inner side and the outer side of the steering Iq Temp, because the inboard wheel requires more torque from the electric machine to steer, the outboard wheel is steered at a greater speed than the inboard wheel and the corresponding torque is less than the electric machine torque at the inboard wheel. Therefore, when the vehicle is loaded with cargoes to go uphill and is provided with a steering action, the vehicle control unit can respectively adjust the corrected given torque current Iq Temp output to the motors on two sides of the vehicle according to the current value which is uploaded by the steering controller and is related to the steering angle.
In addition, in order to protect the vehicle motor and prevent the motor from being damaged due to long-term locked-rotor state, when the vehicle controller drives the vehicle to enter a hill-start state, whether the vehicle motor is in the locked-rotor state can be judged according to the state of an accelerator pedal of the vehicle, and preferably, when the vehicle motor is in a non-locked-rotor state, the vehicle controller drives the vehicle to run in a normal mode and starts corresponding speed loop control regulation, otherwise, the vehicle controller drives the vehicle to run in a limp-home mode. Specifically, whether the motor of the vehicle is in the locked-rotor state can be judged according to the relation between the actual torque of the motor and the locked-rotor torque, in some preferred embodiments, when the actual torque of the vehicle is continuously greater than the locked-rotor torque within a time period not less than a preset time period, the motor is in the locked-rotor state, and preferably, a synchronous fault prompt can be provided for a driver; otherwise, the rotor is in a non-locked state. Further, when the vehicle runs in a limp home mode, the vehicle control unit continuously judges the relation between the actual torque and the locked-rotor torque, and drives the vehicle to run in a normal mode when the actual torque is smaller than the locked-rotor torque and exceeds a preset time period.
Further, when the vehicle controller controls the vehicle to start on a half slope, the vehicle speed is controlled mainly by adjusting the output torque of the motor, and during the operation of the motor, the motor inevitably generates heat along with the increase of the operation time and the increase of the torque current, so that the vehicle controller has a danger of overheating, and if the output torque of the motor is not limited, a safety accident is likely to be caused. In some optional embodiments, the vehicle control unit may control the output torque of the electric machine at least according to a real-time temperature value of the vehicle electric machine. Specifically, the vehicle control unit may adjust the output torque of the motor according to different preset temperature range values, and preferably, when the current motor temperature is in a first temperature range, the output torque of the motor may not be limited; when the current motor temperature is greater than the first temperature interval, namely, the current motor temperature is in a second temperature interval, the output torque of the motor is linearly limited; and when the current motor temperature exceeds the second temperature interval, the vehicle control unit sends a high-temperature alarm to the driver. Each temperature interval corresponds to different operating conditions, for example, the first temperature interval is a normal temperature operating mode, the second temperature interval is a high temperature operating mode, and the specific temperature range can be set according to the specific motor model and the reasonable operating temperature range of the industrial electric vehicle.
According to a preferred embodiment, the output torque of the motor may be unlimited while the current motor temperature is in the first temperature zone, and the vehicle controller drives the vehicle into the first limp home mode after the real-time output torque of the motor is greater than the locked-rotor torque. The first limp home mode is set to allow the vehicle to proceed forward according to a first travel cycle, and to ascend the slope in a cyclic mode of staying on the slope for a first waiting period and then proceeding forward for the first travel cycle, so as to adapt to a case where the motor temperature is in the first temperature zone. Alternatively, the first traveling period may be 0.5s, 1.0s or other time periods, the first waiting period may be 3.0s, 5.0s or other time periods, and a specific time period may be set by a design developer, and the first limp home mode is applicable to a case where the temperature of the motor is in the first temperature range, and since the temperature of the motor at this time is low, the vehicle controller drives the vehicle to perform a hill-holding waiting based on the short time period to reduce the current required for the hill-holding output to the motor at the corresponding time, so that the temperature of the motor falls back.
Further, when the temperature of the motor exceeds the first temperature interval and enters the second temperature interval, the output torque of the motor is linearly limited, and after the real-time output torque of the motor is larger than the locked-rotor torque, the vehicle control unit drives the vehicle to enter the second limp home mode. The second limp home mode is set to allow the vehicle to travel uphill in a cyclic mode in which the vehicle travels according to a second travel cycle after standing on a hill for a second waiting period and then travels in the second travel cycle, so as to adapt to a situation in which the motor temperature is in the second temperature zone. Optionally, the second traveling period may be 0.5s, 1.0s or other time periods, the second waiting period may be 60.0s, 75.0s or other time periods, a specific time period may be set by a design developer, the second limp home mode is applicable to a case where the temperature of the motor is in the second temperature range, at this time, the operating temperature of the motor is high and is in a high temperature state, and it is required to limit the maximum output torque of the motor so as to reduce the risk of the temperature runaway of the motor, and before the temperature of the motor is not runaway, along with the driving of the vehicle and the continuous operation of the motor, once the output torque exceeds the locked-up torque, the motor enters the locked-up state, at this time, the current flowing through the motor is very high and can reach several times of the rated current, and at the same time, the high amount of heat generated by the locked-up motor will burn up the motor, so that the vehicle is driven by the entire vehicle to perform the slope waiting based on the longer time period so as to reduce the slope required by the corresponding time for output to the slope of the locked-up of the motor Therefore, the current reduces the heat output, the motor has enough time to cool and radiate and the air cooling system of the vehicle dissipates heat, the temperature rise rate of the motor is slowed down, the temperature runaway risk of the motor is reduced, and after the temperature of the motor falls back to a first temperature range, if the motor is continuously in a locked-rotor state, the vehicle controller drives the vehicle to enter a first limping mode, otherwise, the vehicle is driven to enter a normal running mode.
According to a preferred embodiment, when the temperature of the motor exceeds the second temperature range and the temperature of the motor exceeds the safe operation temperature range, the vehicle controller drives the vehicle to enter a third limp home mode. The third limp home mode is set to allow the vehicle to go forward in the third travel period and to go uphill in the cyclic mode of traveling again in the third travel period after standing on a hill in the third waiting period, so as to adapt to the case where the motor temperature is in the third temperature zone. Optionally, the third traveling period may be 0.5s, 1.0s or other time periods, the third waiting period may be 120.0s, 150.0s or other time periods, a specific time period may be set by a design developer, the third limp home mode is applicable to a case where the temperature of the motor exceeds a third temperature range, at this time, the operating temperature of the motor is already significantly higher than the safe temperature, if the motor is continuously driven to run so that the vehicle continuously moves upwards, a large amount of heat energy may be generated to damage the motor, at this time, the vehicle controller drives the vehicle to perform a hill-holding waiting based on a longer time period to reduce the current required by the hill-holding output to the motor at the corresponding time, so as to reduce the heat output, so that the motor has enough time to perform cooling and heat dissipation and to dissipate the heat through the air cooling system of the vehicle, so as to slow down the temperature rising rate of the motor, reduce the risk of out-of-control of the motor temperature, and at the same time, during the process of driving, braking and slope stopping of the vehicle, kinetic energy of the vehicle in the forward running process is converted into heat energy generated by friction, a regenerative braking system of the vehicle can recover the energy, the influence of regenerative braking operation on the temperature rise of the motor is large, so when the vehicle runs in a third limp home mode, the whole vehicle controller synchronously controls the regenerative braking system to reduce the frequency of the regenerative braking operation, the whole vehicle controller limits the maximum speed of the vehicle in order to reduce the regenerative braking, and the weight of the vehicle also has the influence on the regenerative braking, so that the maximum speed related to the working condition higher than the second temperature is jointly determined according to the weight of the vehicle and the current temperature. Particularly, the vehicle control unit adjusts the frequency of the regenerative braking and the corresponding vehicle running state according to the real-time temperature of the motor, namely, the frequency of the regenerative braking controlled by the vehicle control unit is gradually increased along with the continuous reduction of the motor temperature before the motor temperature does not fall back to the safe temperature interval. Preferably, when the temperature of the motor continuously falls back to the second temperature interval, if the motor is continuously in the locked-rotor state, the vehicle controller drives the vehicle to enter a second limp-home mode, otherwise, the vehicle is driven to enter a normal driving mode; and when the temperature of the motor continuously falls back to the first temperature range, if the motor is continuously in the locked-rotor state, the vehicle controller drives the vehicle to enter a first limp mode, otherwise, the vehicle is driven to enter a normal running mode.
According to a preferred embodiment, when the vehicle ascends a slope in a limp mode, the vehicle control unit judges the uphill condition of the vehicle according to the data collected by the gradiometer, the load meter and the temperature detection module of the motor so as to control the output torque of the motor to adapt to the change of the uphill condition, and the vehicle control unit can selectively start the mechanical brake according to the weight of the vehicle, the real-time slope value and the temperature value of the motor. Specifically, after the vehicle enters the first limp home mode, since the time for the vehicle to park on the slope according to the first waiting period is short, the vehicle controller may not activate the mechanical brake, and if the component force of the vehicle with cargo on the slope is continuously increased as the slope angle of the vehicle on the slope is continuously increased, the current output to the motor is continuously increased in order to cancel the component force, so after the slope angle exceeds a certain threshold, the vehicle controller will automatically activate the mechanical brake at the time when the vehicle enters the first waiting period of the first limp home mode to increase the stability of the vehicle when the vehicle parks on the slope, and at the same time, the vehicle controller will reduce the parking torque current output to the motor to reduce the energy consumption and reduce the heat generation of the motor, and after the slope angle is restored to the safety zone, the vehicle controller will not activate the mechanical brake any more to enable the vehicle to rapidly depart from the slope, and simultaneously the vehicle control unit controls the slope-stopping torque current output to the motor to gradually increase. Further, after the vehicle enters the second and/or third limp home modes, because the vehicle is parked on the slope according to the second waiting period for a long time, no matter how the slope angle changes, the vehicle control unit can automatically start the mechanical brake while the vehicle is parked on the slope according to the second waiting period to enhance the stability of the slope and prevent the vehicle from slipping backwards, and when the vehicle is kept on the slope through the mechanical brake, the vehicle control unit can change the control of the motor from a torque state to a zero-rotation-speed state to reduce the power consumption and reduce the rotation heating of the motor, and can intuitively generate a risk prompt for the driver through the second waiting period to realize the possible risk of the current uphill working condition, and in addition, when the slope angle exceeds a certain threshold value, the vehicle control unit can send a prompt for the driver to additionally operate the manual brake (such as a hand brake), A wedge for parking outside the vehicle) assists in parking the vehicle uphill and may further reduce the overall energy consumption of the vehicle after the manual brake is applied, since a large energy supply is required to keep the mechanical brake self-actuated to operate for a long time.
It should be noted that the above-mentioned embodiments are exemplary, and that those skilled in the art, having benefit of the present disclosure, may devise various arrangements that are within the scope of the present disclosure and that fall within the scope of the invention. It should be understood by those skilled in the art that the present specification and figures are illustrative only and are not limiting upon the claims. The scope of the invention is defined by the claims and their equivalents. The present description contains several inventive concepts, such as "preferably", "according to a preferred embodiment" or "optionally", each indicating that the respective paragraph discloses a separate concept, the applicant reserves the right to submit divisional applications according to each inventive concept.
Claims (6)
1. A processing method for preventing slope slipping during starting of an industrial vehicle on a half slope is characterized by at least comprising the following steps:
s1: a slope detector and a load detector are arranged on the vehicle to detect the slope angle a in real time0With the weight m of the vehicle0The vehicle control unit obtains the total weight m of the vehicle in the starting state of the half slope0At an angle a to the current slope0；
S2: the vehicle control unit is used for controlling the vehicle according to the total weight m of the vehicle in the current state0The sum slope angle a0Acquiring a given torque current compensation quantity IqOffSet corresponding to the current compensation quantity;
s3: the finished vehicle controller outputs a corrected given torque current Iq Temp according to a mode of adding the given torque current compensation quantity IqOffSet to the initial speed ring output torque current so as to change a final speed ring output result acted on the motor;
before the step of obtaining the given torque current compensation amount IqOffSet by the vehicle control unit, the method further comprises the following steps:
when the vehicle is in a half-slope starting state, the vehicle controller calculates a theoretical given speed according to a current accelerator signal, and performs speed PI regulation according to the theoretical given speed and an actual feedback value so as to output an initial given torque current Iq;
before the step of using the corrected given torque current Iq Temp to change the output result of the final speed loop by the vehicle controller, the method further comprises the following steps:
obtaining a given magnetic flux current IdMTPA according to the corrected given torque current Iq and Temp in combination with MTPA;
the finished vehicle controller performs final speed loop output regulation under the semi-slope starting state by inputting the corrected given torque current Iq Temp and the given magnetic flux current IdMTPA into current regulation to obtain a given voltage corresponding to the current regulation and acting the voltage on the motor;
before obtaining the corrected given torque current Iq Temp and the given magnetic flux current IdMTPA which are finally applied to the motor, the vehicle controller inputs the weak magnetic current and the MTPA current which are output by the motor and reach the weak magnetic point to a current element for amplitude limiting so as to at least carry out amplitude limiting on the corrected given torque current Iq Temp.
2. Processing method according to claim 1, characterized in that the current state of the vehicle, i.e. the current state of the vehicle, is to be determined from the relevant state parameters of the vehicle before the step of the vehicle control unit initiating the speed loop control adjustment for the vehicle
When the vehicle controller detects that the accelerator opening degree of the vehicle in the parking state is larger than a certain threshold value and the corresponding accelerator response current is larger than the parking current, the vehicle controller drives the vehicle to enter a hill starting state and starts corresponding speed loop control regulation.
3. The processing method according to claim 2, wherein when the vehicle controller drives the vehicle into a hill start state, it will determine the locked-rotor state of the motor according to the state of an accelerator pedal of the vehicle, wherein,
when a vehicle motor is in a locked-rotor state, the vehicle controller drives the vehicle to run in a limp-home mode;
when the vehicle motor is in a non-locked-rotor state, the vehicle controller drives the vehicle to run in a normal mode, and corresponding speed loop control adjustment is started.
4. The process of claim 3, wherein the vehicle control unit is capable of adjusting the output torque of the electric machine based on a real-time temperature value of the electric machine, wherein,
when the real-time temperature value of the motor is in a first temperature interval, the output torque of the motor is not limited;
when the real-time temperature value of the motor is in a second temperature interval, linearly limiting the output torque of the motor;
and when the real-time temperature value of the motor exceeds the second temperature interval, the vehicle control unit provides a warning signal for a driver.
5. Processing method according to claim 4, wherein the acquisition of the given torque current compensation quantity IqOffSet is performed by the vehicle control unit in the form of a look-up data table, and the data table is obtained by measuring m in advance the total weight of the vehicle as a function of the different vehicle weights0Angle of inclination a0Corresponding hill-holding torque current Iq0Is established.
6. The treatment method according to claim 5, wherein the total vehicle weight m0Angle of inclination a0Is detected by a load detector and a gradient detector provided on the vehicle, respectively.
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| CN115892010A (en) * | 2022-11-23 | 2023-04-04 | 安徽合力股份有限公司 | Control method and control system for preventing forklift from sliding down slope during starting and automatically parking forklift |
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