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CN113459823A - Electric vehicle shake suppression method and device, electric vehicle and storage medium - Google Patents

Electric vehicle shake suppression method and device, electric vehicle and storage medium Download PDF

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Publication number
CN113459823A
CN113459823A CN202010242482.7A CN202010242482A CN113459823A CN 113459823 A CN113459823 A CN 113459823A CN 202010242482 A CN202010242482 A CN 202010242482A CN 113459823 A CN113459823 A CN 113459823A
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order
pass filter
torque
electric vehicle
rotating speed
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CN113459823B (en
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胡荣光
戚邦圳
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Anhui Welling Auto Parts Co Ltd
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Anhui Welling Auto Parts Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • 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)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention discloses a method and a device for inhibiting electric vehicle shaking, an electric vehicle and a storage medium, wherein the method for inhibiting the electric vehicle shaking comprises the following steps: acquiring the motor rotating speed of the electric automobile; continuously carrying out two times of second-order filtering processing on the rotating speed of the motor to obtain the rotating speed jitter amount; generating a torque compensation value according to the rotating speed jitter amount; and superposing the torque compensation value with the given torque to suppress the electric vehicle shake. According to the method for suppressing the electric vehicle shaking, the rotating speed shaking amount is obtained by continuously carrying out two times of second-order filtering processing on the rotating speed of the motor, a torque compensation value is generated according to the rotating speed shaking amount, and the torque compensation value is superposed with the given torque to control the motor, so that the electric vehicle shaking can be effectively suppressed, the riding comfort is improved, and the working performance and the service life of a transmission system are improved.

Description

Electric vehicle shake suppression method and device, electric vehicle and storage medium
Technical Field
The invention relates to the technical field of automobiles, in particular to a method and a device for inhibiting electric automobile shaking, an electric automobile and a storage medium.
Background
The pure electric vehicle mostly adopts a power assembly form of integrated driving of a motor and a transmission, and wheels are driven through a secondary gear, a reduction/differential mechanism and left and right half shafts. The direct coupling and constant meshing structure is beneficial to obtaining better acceleration performance, but simultaneously brings the problem of shafting vibration. The vibration is particularly obvious when the motor torque changes rapidly, specifically, a large positive/negative torque is suddenly added during sudden acceleration/deceleration, and torque interference caused by external factors in the shafting transmission process is avoided. Because the output torque of the motor can be directly controlled by the controller according to the torque instruction, the rotating speed of the motor is jointly determined by the torque of the motor and the shafting transmission system. Therefore, the shafting vibration is embodied in the motor rotation speed jitter, which can seriously affect the riding comfort of the electric automobile.
Disclosure of Invention
The present invention is directed to solving, at least to some extent, one of the technical problems in the related art. Therefore, a first objective of the present invention is to provide a method for suppressing electric vehicle judder, so as to suppress electric vehicle judder, thereby improving riding comfort, and improving the operating performance and service life of the transmission system.
A second object of the invention is to propose a computer-readable storage medium.
The third purpose of the invention is to provide a shake suppression device for an electric vehicle.
The fourth purpose of the invention is to provide an electric automobile.
In order to achieve the above object, an embodiment of a first aspect of the present invention provides a method for suppressing shaking of an electric vehicle, including the steps of: acquiring the motor rotating speed of the electric automobile; continuously carrying out second-order filtering processing twice on the rotating speed of the motor to obtain a rotating speed jitter amount, wherein a first second-order band-pass filter is adopted for carrying out first-order second-order filtering processing, a second-order band-pass filter is adopted for carrying out second-order filtering processing, and the central frequency of the first second-order band-pass filter and the central frequency of the second-order band-pass filter are rotating speed jitter frequencies determined according to the rotating speed of the motor; generating a torque compensation value according to the rotating speed jitter amount; and superposing the torque compensation value and a given torque to suppress the electric vehicle shake.
According to the method for suppressing the electric vehicle shaking, the shaking amount of the rotating speed is obtained by continuously carrying out twice second-order filtering processing on the rotating speed of the motor, the torque compensation value is generated according to the shaking amount, and the torque compensation value is superposed with the given torque to control the motor, so that the electric vehicle shaking can be effectively suppressed, the riding comfort is improved, and the working performance and the service life of a transmission system are improved.
In addition, the electric vehicle shaking suppression method provided by the embodiment of the invention can also have the following additional technical characteristics:
according to one embodiment of the invention, the second-order filtering processing is continuously performed twice on the motor speed through the following formula:
Figure BDA0002433019710000021
wherein G issAs a transfer function, B1Is the bandwidth of the first second order bandpass filter, B2Is the bandwidth of the second order band-pass filter, s is the Laplace operator, ω0The center frequency of the first second-order band-pass filter and the center frequency of the second-order band-pass filter.
According to one embodiment of the invention, the bandwidth of the first second order bandpass filter is determined according to the center frequency of the first second order bandpass filter, and the bandwidth of the second order bandpass filter is determined according to the center frequency of the second order bandpass filter.
According to an embodiment of the present invention, the torque compensation value is obtained by multiplying the rotation speed jitter amount by a gain factor, wherein the gain factor is obtained by: setting the central frequency at which the bandwidth of the first second-order band-pass filter and the bandwidth of the second-order band-pass filter are both twice as large; calculating an initial value of the gain factor by the following formula: k00.5 × Δ Te/Am, wherein K0As an initial value of the gain coefficient,. DELTA.Te ═ Te1-Te0For the amount of change in torque at a given sudden change in torque, Te1For a given torque after a sudden change, Te0For a given torque before mutation, Am is an amplitude of an alternating variable obtained after the motor rotating speed obtained when the torque compensation value is not superposed with the given torque is filtered by the first second-order band-pass filter and the second-order band-pass filter which are cascaded; adjusting the initial value of the gain coefficient to enable the jitter amplitude of the motor rotating speed to be in a first preset stateAnd (3) a range.
According to an embodiment of the present invention, the bandwidth of the second-order band-pass filter is twice the center frequency, and the obtaining of the bandwidth of the first second-order band-pass filter includes: setting an initial value of a bandwidth of the first second-order bandpass filter to be twice the center frequency; after the torque compensation value is superposed with the given torque, acquiring the output adjusting time of the first second-order band-pass filter and the second-order band-pass filter after cascade connection, and acquiring the direct current offset of the torque obtained after the torque compensation value is superposed with the given torque; and adjusting the initial bandwidth value of the first second-order band-pass filter to enable the adjusting time to be in a second preset range and enable the direct current bias to be in a third preset range.
In order to achieve the above object, a second embodiment of the present invention provides a computer-readable storage medium, where a computer program is executed by a processor to implement the method for suppressing the jitter of the electric vehicle according to the above embodiment.
According to the computer-readable storage medium of the embodiment of the invention, when the computer program stored thereon and corresponding to the electric vehicle shake suppression method is executed by the processor, shake of the electric vehicle can be effectively suppressed, so that riding comfort is improved, and working performance and service life of the transmission system are improved.
In order to achieve the above object, an embodiment of a third aspect of the present invention provides an electric vehicle shake suppression device, including: the filtering module is used for continuously performing second-order filtering processing on the rotating speed of the motor twice to obtain a rotating speed jitter amount, wherein the filtering module comprises a first second-order band-pass filter and a second-order band-pass filter which are cascaded, and the central frequency of the first second-order band-pass filter and the central frequency of the second-order band-pass filter are rotating speed jitter frequencies determined according to the rotating speed of the motor; the generating module is used for generating a torque compensation value according to the rotating speed jitter amount; and the control module is used for superposing the torque compensation value and the given torque so as to inhibit the electric automobile shake.
According to the electric vehicle shake suppression device provided by the embodiment of the invention, the speed shake amount is obtained by continuously carrying out twice second-order filtering processing on the motor speed, the torque compensation value is generated according to the shake amount, and the torque compensation value is superposed with the given torque to control the motor, so that the shake of the electric vehicle can be effectively suppressed, the riding comfort is improved, and the working performance and the service life of a transmission system are improved.
In addition, the electric vehicle shake suppression device according to the above embodiment of the present invention may further have the following additional features:
according to one embodiment of the invention, the filtering module continuously performs two times of second-order filtering processing on the motor speed through the following formula:
Figure BDA0002433019710000031
wherein G issAs a transfer function, B1Bandwidth of the first second-order bandpass filter used for the first second-order filtering, B2Bandwidth of the second order band-pass filter used for the second order filtering, s is laplacian, ω0The center frequency of the first second-order band-pass filter and the center frequency of the second-order band-pass filter.
According to one embodiment of the invention, the bandwidth of the first second order bandpass filter is determined according to the center frequency of the first second order bandpass filter, and the bandwidth of the second order bandpass filter is determined according to the center frequency of the second order bandpass filter.
In order to achieve the above object, a fourth aspect of the present invention provides an electric vehicle including the electric vehicle shake suppression apparatus according to the above embodiment.
According to the electric automobile provided by the embodiment of the invention, the electric automobile shake suppression device can effectively suppress shake of the electric automobile, so that riding comfort is improved, and working performance and service life of a transmission system are improved.
Drawings
The foregoing and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
FIG. 1 is a flow chart of a method for suppressing electric vehicle judder in accordance with an embodiment of the invention;
FIG. 2 is a block diagram of a motor control system according to an embodiment of the present invention;
FIG. 3 is a flow chart of a method for obtaining a gain factor in an embodiment of the present invention;
FIG. 4 is a flow chart of a method for obtaining the bandwidth of the first second order bandpass filter according to an embodiment of the invention;
FIG. 5 is a graph of output torque and speed response for a sudden change in torque without torque compensation;
FIG. 6 is a graph of output torque and speed response for a sudden change in torque when torque compensation is performed using the method of the present invention;
FIG. 7 is a graph of output torque and speed response for a sudden change in torque during torque compensation based on a second order filter;
FIG. 8 is a graph of on-axis torque and rotational speed response to load disturbances without torque compensation;
FIG. 9 is a graph of the on-axis torque and rotational speed response to load disturbances during torque compensation using the method of the present invention;
FIG. 10 is a block diagram of an electric vehicle shake suppression device according to an embodiment of the present invention;
fig. 11 is a block diagram of the electric vehicle according to the embodiment of the present invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
The electric vehicle shaking suppression method, the electric vehicle shaking suppression device, the computer readable storage medium and the electric vehicle according to the embodiment of the invention are described below with reference to the drawings.
Fig. 1 is a flowchart of an electric vehicle shaking suppression method according to an embodiment of the present invention.
As shown in fig. 1, the method for suppressing electric vehicle shake includes the following steps:
and S1, acquiring the motor speed of the electric automobile.
As shown in fig. 2, the motor speed ωmCan be acquired by a rotary encoder.
And S2, continuously carrying out two times of second-order filtering processing on the motor rotating speed to obtain the rotating speed jitter amount.
The first second-order band-pass filter is adopted for the first second-order filtering processing, the second-order band-pass filter is adopted for the second-order filtering processing, and the central frequency of the first second-order band-pass filter and the central frequency of the second-order band-pass filter are rotating speed jitter frequencies determined according to the rotating speed of the motor.
S3, a torque compensation value is generated based on the rotation speed shake amount.
As an example, referring to fig. 2, steps S2-S3 may be implemented by a torque compensator, wherein the torque compensator includes a gain unit, a first second order band pass filter and a second order band pass filter in cascade.
And S4, superposing the torque compensation value with the given torque to suppress the electric vehicle shake.
In this embodiment, referring to fig. 2, an initial torque command, i.e., a given torque, is received from a VCU (Vehicle control unit) or a rotational speed control unit
Figure BDA0002433019710000041
Then, a current command is sent out through a torque control unit
Figure BDA0002433019710000042
Then sends out a voltage command through the current control unit
Figure BDA0002433019710000043
Supply SVPWM (Space Vector Pulse Width)Modulation, space vector pulse width Modulation) module outputs inverter switching signals. The inverter outputs a PWM (Pulse Width Modulation) voltage, generates a current in a motor winding, and outputs a torque. The motor rotor shaft is connected with a traditional system consisting of a gear and a reduction/differential mechanism, and transmits torque to a wheel shaft to drive wheels of the electric automobile to rotate. The mutual coupling action of the motor and the mechanical transmission system enables the motor torque to have a resonance frequency in the process of generating the rotating speed, namely the gain at the frequency is a maximum value point, and the phase offset is zero. When the torque is suddenly increased/decreased, the rotating speed of the motor is easy to shake, and the riding comfort is affected.
In order to prevent the superimposed final torque command mean value from deviating from the initial torque command and affecting the accuracy of torque control and torque output capability, the ideal compensation torque should not contain a dc offset, and therefore the filter should have a sufficient attenuation rate at low frequencies. Since the phase shift from the torque to the rotation speed is zero at the resonance frequency, the feedback compensation link should have no phase shift at the frequency in order to ensure the jitter suppression performance and avoid the control disorder after the compensation. When the torque is stabilized, the rotational speed tends to be stabilized after the shake, and therefore, the magnitude of the shake amount thereof is varied. Based on this, the filter is set as two cascaded second order band pass filters, i.e. a first second order band pass filter and a second order band pass filter. Optionally, the filter has an attenuation ratio of-40 dB/10 times the frequency in the low band. In the embodiment of the invention, the central frequency of the first second-order band-pass filter and the central frequency of the second-order band-pass filter are both rotating speed jitter frequencies determined according to the rotating speed of the motor, so that the phase can be kept unchanged while the required jitter amount is filtered out. The frequency of the electric automobile is related to a mechanical structure, so that the frequency can be obtained through the off-line calibration of an actual automobile or the frequency spectrum analysis of the rotating speed of the motor during the on-line operation of primary resonance.
Referring to fig. 2, a torque compensation value Δ T may be calculated by the torque compensator based on the rotational speedeSpecifically, the sampled motor speed is filtered through a first second-order band-pass filter and a second-order band-pass filter which are cascaded, and then the filtered motor is converted into a motorAfter the speed is processed by the gain unit (i.e., multiplied by a gain factor a, which is a negative value), a torque compensation value is obtained without changing the phase thereof. Further, in the judder suppression control, the torque compensation value Δ T is seteWith a given torque
Figure BDA0002433019710000051
After superposition, the final control torque is obtained
Figure BDA0002433019710000052
Therefore, the rotating speed jitter can be effectively inhibited, the jitter of the electric automobile is inhibited, the riding comfort is improved, the working performance of a transmission system is improved, and the service life of the transmission system is prolonged.
In one example of the present invention, the second-order filtering process is continuously performed twice on the motor rotation speed by the following formula:
Figure BDA0002433019710000053
wherein G issAs a transfer function, B1Is the bandwidth of the first second order bandpass filter, B2Is the bandwidth of the second order band-pass filter, s is the Laplace operator, ω0The center frequency of the first second order band-pass filter and the center frequency of the second order band-pass filter.
According to the sampling frequency fsThe band pass filter is discretized as shown in the following formula:
Figure BDA0002433019710000054
wherein z discrete transform operator, B1Is the bandwidth of the first second order bandpass filter, B2Is the bandwidth, ω, of the second order band-pass filter0The center frequency of the first second order band-pass filter and the center frequency of the second order band-pass filter.
In one embodiment of the present invention, the center frequency of the first second-order band-pass filter and the center frequency of the second-order band-pass filter are rotational speed jitter frequencies determined according to the rotational speed of the motor, thereby ensuring that the phase is kept unchanged while filtering out a required amount of jitter. The frequency of the electric automobile is related to a mechanical structure, so that the frequency can be obtained through the off-line calibration of an actual automobile or the frequency spectrum analysis of the rotating speed of the motor during the on-line operation of primary resonance.
In an embodiment of the present invention, the torque compensation value is obtained by multiplying the rotational speed jitter amount by a gain coefficient, and after setting the center frequency of the first second-order band-pass filter and the center frequency of the second-order band-pass filter as the rotational speed jitter frequency, the gain of the band-pass filter is 1, so that the whole filtering link only needs to adjust the gain coefficient. As shown in fig. 3, the step of obtaining the gain factor includes:
s10, setting a center frequency at which the bandwidth of the first second-order band-pass filter and the bandwidth of the second-order band-pass filter are both twice.
S20, calculating an initial value of the gain coefficient by the following formula: k00.5 × Δ Te/Am, wherein K0As an initial value of the gain coefficient, Δ Te ═ Te1-Te0For the amount of change in torque at a given sudden change in torque, Te1For a given torque after a sudden change, Te0And Am is the amplitude of an alternating variable obtained after the obtained motor rotating speed is filtered by a first second-order band-pass filter and a second-order band-pass filter which are cascaded when the torque compensation value is not superposed with the given torque.
And S30, adjusting the initial value of the gain coefficient to enable the jitter amplitude of the motor rotating speed to be in a first preset range.
Specifically, when the initial value of the gain coefficient is adjusted, the torque compensation value is superimposed with the given torque to perform the shake control of the electric vehicle. In the control process, the gain coefficient is adjusted according to the vibration amplitude of the rotating speed of the motor until the vibration amplitude of the rotating speed of the motor is in a first preset range. The first preset range can be set according to parameters such as road conditions, vehicle conditions, user precision requirements and the like, and the first preset range is not limited.
In an embodiment of the present invention, the bandwidth of the second-order bandpass filter is twice the center frequency, and then the bandwidth of the first second-order bandpass filter is obtained, as shown in fig. 4, the step of obtaining the bandwidth of the first second-order bandpass filter includes:
and S100, setting the initial bandwidth value of the first second-order band-pass filter to be twice the center frequency.
And S200, after the torque compensation value and the given torque are superposed, acquiring the output adjusting time of the first second-order band-pass filter and the second-order band-pass filter after cascade connection, and acquiring the direct current offset of the torque obtained after the torque compensation value and the given torque are superposed.
S300, adjusting the initial bandwidth value of the first second-order band-pass filter to enable the adjusting time to be in a second preset range and enable the direct current bias to be in a third preset range.
The second preset range and the third preset range are set according to parameters such as road conditions, vehicle conditions, user precision requirements and the like, and the second preset range and the third preset range are not limited.
The following describes beneficial effects of the method for suppressing shaking of an electric vehicle according to an embodiment of the present invention with reference to fig. 5 to 9:
fig. 5 is a graph of output torque and speed response for a sudden change in torque without torque compensation. Referring to fig. 5, given a sudden increase in torque from 80Nm to 200Nm and a sudden decrease to 100Nm, the motor speed produces significant jitter, and at the moment of sudden change in torque, the speed jitter is greatest, after which the jitter amplitude gradually attenuates. FIG. 6 is a graph of output torque and speed response for a sudden change in torque when torque compensation is performed using the method of the present invention. Referring to fig. 6, after the torque compensator of the present invention is added, the rotation speed can keep changing smoothly when the torque changes suddenly, and the jitter is obviously inhibited. The rotating speed is regulated to be stable after 0.3s, the output torque is not changed any more, and the rotating speed can be kept consistent with the torque instruction. FIG. 7 is a graph of output torque and speed response for a torque flare after torque compensation based on a second order filter. Referring to fig. 7, the second-order band-pass filter is used for torque compensation, so that the rotational speed jitter can be well suppressed. However, since a second order filter has a limited suppression on the dc offset, the compensation torque thereof contains a large dc amount, and the compensated output torque has a significant deviation from the initial torque command, which affects the torque output capability. Therefore, the electric vehicle shake suppression method can effectively suppress the shake of the electric vehicle, so that the riding comfort is improved, and the working performance and the service life of a transmission system are improved.
Rotational speed shudder may also be caused by torque and load disturbances on the driveline, as shown in fig. 8. The natural attenuation of the rotational speed jitter will also last longer without active torque compensation measures, whereas the rotational speed jitter will be better suppressed with the torque compensation method of the present invention, the result of which is shown in fig. 9. Therefore, the electric vehicle shake suppression method can effectively suppress the shake of the electric vehicle, so that the riding comfort is improved, and the working performance and the service life of a transmission system are improved.
In conclusion, the electric vehicle shake suppression method provided by the embodiment of the invention can effectively suppress the rotation speed shake of the electric vehicle, so that the riding comfort of the electric vehicle is improved, and meanwhile, the working performance and the service life of a transmission system can be improved.
Further, the present invention proposes a computer-readable storage medium, on which a computer program is stored, which, when being processed and executed, implements the electric vehicle shake suppression method in the above-described embodiments.
According to the computer-readable storage medium of the embodiment of the invention, when the computer program corresponding to the electric vehicle shake suppression method stored on the computer-readable storage medium is executed by the processor, the rotation speed shake of the electric vehicle can be effectively suppressed, so that the riding comfort of the electric vehicle is improved, and meanwhile, the working performance and the service life of the transmission system can be improved.
Fig. 10 is a block diagram of the electric vehicle shake suppression device according to the embodiment of the present invention.
In this embodiment, as shown in fig. 10, the suppression device 100 includes an acquisition module 10, a filtering module 20, a generation module 30, and a control module 40.
The obtaining module 10 is configured to obtain a motor rotation speed of the electric vehicle, the filtering module 20 is configured to perform second-order filtering processing on the motor rotation speed twice continuously to obtain a rotation speed jitter amount, the filtering module 20 includes a first second-order band-pass filter and a second-order band-pass filter which are cascaded, and a center frequency of the first second-order band-pass filter and a center frequency of the second-order band-pass filter are rotation speed jitter frequencies determined according to the motor rotation speed; the generating module 30 is used for generating a torque compensation value according to the rotating speed shaking amount, and the control module 40 is used for superposing the torque compensation value and the given torque so as to suppress the shaking of the electric vehicle.
Alternatively, as shown in fig. 2, the filtering module 20 and the generating module 30 may be implemented by a torque compensator, wherein the torque compensator includes a gain unit, a first second order band-pass filter and a second order band-pass filter in cascade.
In this embodiment, an initial torque command, i.e., a given torque, is received from a VCU (Vehicle control unit) or a rotational speed control unit
Figure BDA0002433019710000071
Then, a current command is sent out through a torque control unit
Figure BDA0002433019710000072
Then sends out a voltage command through the current control unit
Figure BDA0002433019710000081
And outputting an inverter switching signal to an SVPWM (Space Vector Pulse Width Modulation) module. The inverter outputs PWM (Pulse Width Modulation) voltage, generates current on a motor winding, outputs torque and realizes control on the motor, wherein the motor rotation speed omega is controlled by the motormCan be acquired by a rotary encoder. The motor rotor shaft is connected with a traditional system consisting of a gear and a reduction/differential mechanism, and transmits torque to a wheel shaft to drive wheels of the electric automobile to rotate. The mutual coupling action of the motor and the mechanical transmission system causes the resonant frequency to exist in the process of generating the rotating speed by the torque of the motor, namely the gain at the frequency is maximumDot and phase offset is zero. When the torque is suddenly increased/decreased, the rotating speed of the motor is easy to shake, and the riding comfort is affected.
In order to prevent the superimposed final torque command mean value from deviating from the initial torque command and affecting the accuracy of torque control and torque output capability, the ideal compensation torque should not contain a dc offset, and therefore the filter should have a sufficient attenuation rate at low frequencies. Since the phase shift from the torque to the rotation speed is zero at the resonance frequency, the feedback compensation link should have no phase shift at the frequency in order to ensure the jitter suppression performance and avoid the control disorder after the compensation. When the torque is stabilized, the rotational speed tends to be stabilized after the shake, and therefore, the magnitude of the shake amount thereof is varied. Based on this, the filter may be arranged as two cascaded second order band pass filters, i.e. a first second order band pass filter and a second order band pass filter. Optionally, the filter has an attenuation ratio of-40 dB/10 times the frequency in the low band. In the embodiment of the invention, the central frequency of the first second-order band-pass filter and the central frequency of the second-order band-pass filter are both rotating speed jitter frequencies determined according to the rotating speed of the motor, so that the phase can be kept unchanged while the required jitter amount is filtered out. The frequency of the electric automobile is related to a mechanical structure, so that the frequency can be obtained through the off-line calibration of an actual automobile or the frequency spectrum analysis of the rotating speed of the motor during the on-line operation of primary resonance.
Referring to fig. 2, a torque compensation value Δ T may be calculated by the torque compensator based on the rotational speedeSpecifically, the sampled motor rotation speed is filtered by a first second-order band-pass filter and a second-order band-pass filter which are cascaded, and then the filtered motor rotation speed is processed by a gain unit (namely, multiplied by a gain coefficient a, where a is a negative value), so that a torque compensation value is obtained without changing the phase thereof. Further, in the judder suppression control, the torque compensation value Δ T is seteWith a given torque
Figure BDA0002433019710000082
After superposition, the final control torque is obtained
Figure BDA0002433019710000083
Therefore, the rotating speed jitter can be effectively inhibited, the jitter of the electric automobile is inhibited, the riding comfort is improved, the working performance of a transmission system is improved, and the service life of the transmission system is prolonged.
In an embodiment of the present invention, the filtering module 20 continuously performs two times of second-order filtering processing on the motor speed according to the following formula:
Figure BDA0002433019710000084
wherein G issAs a transfer function, B1Is the bandwidth of the first second order bandpass filter, which can be determined from the center frequency of the first second order bandpass filter, B2Is the bandwidth of the second order band-pass filter, which can be determined from the center frequency of the second order band-pass filter, s is the Laplace operator, ω0The center frequency of the first second order band-pass filter and the center frequency of the second order band-pass filter.
According to the sampling frequency fsThe band pass filter is discretized as shown in the following formula:
Figure BDA0002433019710000091
wherein z discrete transform operator, B1Is the bandwidth of the first second order bandpass filter, B2Is the bandwidth, ω, of the second order band-pass filter0The center frequency of the first second order band-pass filter and the center frequency of the second order band-pass filter.
In an embodiment of the present invention, after the center frequency of the first second-order bandpass filter and the center frequency of the second-order bandpass filter are set as the rotational speed jitter frequency, since the gain of the bandpass filter is 1, the whole filtering element only needs to adjust the gain coefficient. As shown in fig. 3, the step of obtaining the gain factor includes:
s10, setting a center frequency at which the bandwidth of the first second-order band-pass filter and the bandwidth of the second-order band-pass filter are both twice.
S20 byThe initial value of the gain factor is calculated by the following formula: k00.5 × Δ Te/Am, wherein K0As an initial value of the gain coefficient, Δ Te ═ Te1-Te0For the amount of change in torque at a given sudden change in torque, Te1For a given torque after a sudden change, Te0And Am is the amplitude of an alternating variable obtained after the obtained motor rotating speed is filtered by a first second-order band-pass filter and a second-order band-pass filter which are cascaded when the torque compensation value is not superposed with the given torque.
And S30, adjusting the initial value of the gain coefficient to enable the jitter amplitude of the motor rotating speed to be in a first preset range.
Specifically, when the initial value of the gain coefficient is adjusted, the torque compensation value is superimposed with the given torque to perform the shake control of the electric vehicle. In the control process, the gain coefficient is adjusted according to the vibration amplitude of the rotating speed of the motor until the vibration amplitude of the rotating speed of the motor is in a first preset range. The first preset range can be set according to parameters such as road conditions, vehicle conditions, user precision requirements and the like, and the first preset range is not limited.
In an embodiment of the present invention, the bandwidth of the second-order bandpass filter is twice the center frequency, and then the bandwidth of the first second-order bandpass filter is obtained, as shown in fig. 4, the step of obtaining the bandwidth of the first second-order bandpass filter includes:
and S100, setting the initial bandwidth value of the first second-order band-pass filter to be twice the center frequency.
And S200, after the torque compensation value and the given torque are superposed, acquiring the output adjusting time of the first second-order band-pass filter and the second-order band-pass filter after cascade connection, and acquiring the direct current offset of the torque obtained after the torque compensation value and the given torque are superposed.
S300, adjusting the initial bandwidth value of the first second-order band-pass filter to enable the adjusting time to be in a second preset range and enable the direct current bias to be in a third preset range.
The second preset range and the third preset range are set according to parameters such as road conditions, vehicle conditions, user precision requirements and the like, and the second preset range and the third preset range are not limited.
The following describes beneficial effects of the electric vehicle shake suppression device according to the embodiment of the present invention with reference to fig. 5 to 9:
fig. 5 is a graph of output torque and speed response for a sudden change in torque without torque compensation. Referring to fig. 5, given a sudden increase in torque from 80Nm to 200Nm and a sudden decrease to 100Nm, the motor speed produces significant jitter, and at the moment of sudden change in torque, the speed jitter is greatest, after which the jitter amplitude gradually attenuates. FIG. 6 is a graph of output torque and speed response for a sudden change in torque when torque compensation is performed using the method of the present invention. Referring to fig. 6, after the torque compensator of the present invention is added, the rotation speed can keep changing smoothly when the torque changes suddenly, and the jitter is obviously inhibited. The rotating speed is regulated to be stable after 0.3s, the output torque is not changed any more, and the rotating speed can be kept consistent with the torque instruction. FIG. 7 is a graph of output torque and speed response for a torque flare after torque compensation based on a second order filter. Referring to fig. 7, the second-order band-pass filter is used for torque compensation, so that the rotational speed jitter can be well suppressed. However, since a second order filter has a limited suppression on the dc offset, the compensation torque thereof contains a large dc amount, and the compensated output torque has a significant deviation from the initial torque command, which affects the torque output capability. Therefore, the electric vehicle shake suppression method can effectively suppress the shake of the electric vehicle, so that the riding comfort is improved, and the working performance and the service life of a transmission system are improved.
Rotational speed shudder may also be caused by torque and load disturbances on the driveline, as shown in fig. 8. The natural attenuation of the rotational speed jitter will also last longer without active torque compensation measures, whereas the rotational speed jitter will be better suppressed with the torque compensation method of the present invention, the result of which is shown in fig. 9. Therefore, the electric vehicle shake suppression method can effectively suppress the shake of the electric vehicle, so that the riding comfort is improved, and the working performance and the service life of a transmission system are improved.
In conclusion, the electric vehicle shake suppression device provided by the embodiment of the invention can effectively suppress the rotation speed shake of the electric vehicle, so that the riding comfort of the electric vehicle is improved, and meanwhile, the working performance and the service life of a transmission system can be improved.
Fig. 11 is a block diagram of the electric vehicle according to the embodiment of the present invention.
As shown in fig. 11, the electric vehicle 1000 includes the electric vehicle suppression device 100 in the above embodiment.
According to the electric automobile provided by the embodiment of the invention, the rotation speed jitter of the electric automobile can be effectively inhibited through the inhibiting device in the embodiment, so that the riding comfort of the electric automobile is improved, and meanwhile, the working performance and the service life of a transmission system can be improved.
In addition, other structures and functions of the electric vehicle according to the embodiment of the present invention are known to those skilled in the art, and are not described herein in detail to reduce redundancy.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more executable instructions for implementing steps of a custom logic function or process, and alternate implementations are included within the scope of the preferred embodiment of the present invention in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order, depending on the functionality involved, as would be understood by those reasonably skilled in the art of the present invention.
The logic and/or steps represented in the flowcharts or otherwise described herein, e.g., an ordered listing of executable instructions that can be considered to implement logical functions, can be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions. For the purposes of this description, a "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of the computer-readable medium would include the following: an electrical connection (electronic device) having one or more wires, a portable computer diskette (magnetic device), a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). Additionally, the computer-readable medium could even be paper or another suitable medium upon which the program is printed, as the program can be electronically captured, via for instance optical scanning of the paper or other medium, then compiled, interpreted or otherwise processed in a suitable manner if necessary, and then stored in a computer memory.
It should be understood that portions of the present invention may be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, the various steps or methods may be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. If implemented in hardware, as in another embodiment, any one or combination of the following techniques, which are known in the art, may be used: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application specific integrated circuit having an appropriate combinational logic gate circuit, a Programmable Gate Array (PGA), a Field Programmable Gate Array (FPGA), or the like.
It will be understood by those skilled in the art that all or part of the steps carried by the method for implementing the above embodiments may be implemented by hardware related to instructions of a program, which may be stored in a computer readable storage medium, and when the program is executed, the program includes one or a combination of the steps of the method embodiments.
In addition, functional units in the embodiments of the present invention may be integrated into one processing module, or each unit may exist alone physically, or two or more units are integrated into one module. The integrated module can be realized in a hardware mode, and can also be realized in a software functional module mode. The integrated module, if implemented in the form of a software functional module and sold or used as a stand-alone product, may also be stored in a computer readable storage medium.
The storage medium mentioned above may be a read-only memory, a magnetic or optical disk, etc. Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.
In the present invention, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.

Claims (10)

1. The electric vehicle shaking suppression method is characterized by comprising the following steps:
acquiring the motor rotating speed of the electric automobile;
continuously carrying out second-order filtering processing twice on the rotating speed of the motor to obtain a rotating speed jitter amount, wherein a first second-order band-pass filter is adopted for carrying out first-order second-order filtering processing, a second-order band-pass filter is adopted for carrying out second-order filtering processing, and the central frequency of the first second-order band-pass filter and the central frequency of the second-order band-pass filter are rotating speed jitter frequencies determined according to the rotating speed of the motor;
generating a torque compensation value according to the rotating speed jitter amount;
and superposing the torque compensation value and a given torque to suppress the electric vehicle shake.
2. The method for suppressing jitter of an electric vehicle according to claim 1, wherein the bandwidth of the first second-order bandpass filter is determined according to the center frequency of the first second-order bandpass filter, and the bandwidth of the second-order bandpass filter is determined according to the center frequency of the second-order bandpass filter.
3. The method for suppressing electric vehicle judder according to claim 2, characterized in that the second order filtering processing is continuously performed twice on the motor speed by the following formula:
Figure FDA0002433019700000011
wherein G issAs a transfer function, B1Is the bandwidth of the first second order bandpass filter, B2Is the bandwidth of the second order band-pass filter, s is the Laplace operator, ω0The center frequency of the first second-order band-pass filter and the center frequency of the second-order band-pass filter.
4. The electric vehicle judder suppression method according to claim 3, wherein the torque compensation value is obtained by multiplying the rotational speed judder amount by a gain factor, wherein the gain factor is obtained by:
setting the central frequency at which the bandwidth of the first second-order band-pass filter and the bandwidth of the second-order band-pass filter are both twice as large;
calculating an initial value of the gain factor by the following formula:
K0＝0.5*ΔTe/Am，
wherein, K0As an initial value of the gain coefficient,. DELTA.Te ═ Te1-Te0For the amount of change in torque at a given sudden change in torque, Te1For a given torque after a sudden change, Te0For a given torque before mutation, Am is an amplitude of an alternating variable obtained after the motor rotating speed obtained when the torque compensation value is not superposed with the given torque is filtered by the first second-order band-pass filter and the second-order band-pass filter which are cascaded;
and adjusting the initial value of the gain coefficient to enable the jitter amplitude of the rotating speed of the motor to be in a first preset range.
5. The method for suppressing jitter of electric vehicle according to claim 3, wherein the bandwidth of the second-order band-pass filter is twice the center frequency, and the obtaining of the bandwidth of the first second-order band-pass filter comprises:
setting an initial value of a bandwidth of the first second-order bandpass filter to be twice the center frequency;
after the torque compensation value is superposed with the given torque, acquiring the output adjusting time of the first second-order band-pass filter and the second-order band-pass filter after cascade connection, and acquiring the direct current offset of the torque obtained after the torque compensation value is superposed with the given torque;
and adjusting the initial bandwidth value of the first second-order band-pass filter to enable the adjusting time to be in a second preset range and enable the direct current bias to be in a third preset range.
6. A computer-readable storage medium, on which a computer program is stored, wherein the computer program, when executed by a processor, implements the electric vehicle shaking suppression method according to any one of claims 1 to 5.
7. An electric vehicle shake suppression device, comprising:
the acquisition module is used for acquiring the motor rotating speed of the electric automobile;
the filtering module is used for continuously performing second-order filtering processing on the rotating speed of the motor twice to obtain a rotating speed jitter amount, wherein the filtering module comprises a first second-order band-pass filter and a second-order band-pass filter which are cascaded, and the central frequency of the first second-order band-pass filter and the central frequency of the second-order band-pass filter are rotating speed jitter frequencies determined according to the rotating speed of the motor;
the generating module is used for generating a torque compensation value according to the rotating speed jitter amount;
and the control module is used for superposing the torque compensation value and the given torque so as to inhibit the electric automobile shake.
8. The apparatus according to claim 7, wherein the bandwidth of the first second-order bandpass filter is determined according to the center frequency of the first second-order bandpass filter, and the bandwidth of the second-order bandpass filter is determined according to the center frequency of the second-order bandpass filter.
9. The apparatus for suppressing electric vehicle vibration according to claim 8, wherein the filtering module performs two successive second-order filtering processes on the motor speed according to the following formula:
Figure FDA0002433019700000021
wherein G issAs a transfer function, B1Is the bandwidth of the first second order bandpass filter, B2Is the bandwidth of the second order band-pass filter, s is the Laplace operator, ω0The center frequency of the first second-order band-pass filter and the center frequency of the second-order band-pass filter.
10. An electric vehicle characterized by comprising the electric vehicle shake suppression apparatus according to any one of claims 7 to 8.
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