A dual-motor torsional vibration active control test platform

Abstract

The application provides a double-motor torsional vibration active control test platform, and relates to the field of vibration control, which comprises a first motor, a second motor, a first motor controller, a second motor controller, a comprehensive controller and a rotating speed and torque sensor, a vibration active control algorithm is burned into the second motor controller, and the second motor is used as an actuator of vibration active control; the first motor controller controls the first motor to output fluctuating torque, and sends the fluctuating torque to the rotating speed and torque sensor; the second motor controller receives the rotating speed and torque signal of the rotating speed and torque sensor, and controls the second motor to output compensation torque through the vibration active control algorithm, so as to compensate the fluctuating torque of the first motor; if the compensated rotating speed and torque signal output by the rotating speed and torque sensor is within a fluctuating range, it is determined that the compensation torque output by the second motor is effective. The double-motor system is used for compensating the rotating speed and torque, and the effectiveness of the vibration active control algorithm can be verified.

Description

Technical Field

[0001] This invention relates to the field of vibration control, and in particular to a dual-motor torsional vibration active control test platform. Background Technology

[0002] Hybrid vehicles offer advantages such as high efficiency, low emissions, and long driving range, making them a crucial technological route for the development of new energy vehicles. Current research on hybrid vehicles focuses primarily on structural design matching, energy management, and powertrain coordination control. As hybrid vehicle technology matures, concerns about vehicle ride quality are increasingly recognized. While pursuing improved power and fuel economy, consumers are also demanding higher levels of ride comfort, making research on vibration control in the transmission system ever more important.

[0003] Torsional vibration in automotive transmission systems not only affects ride comfort but can also severely impact the durability of critical shaft components, leading to torsional fatigue fracture, tooth breakage, and power transmission failure. Currently, torsional vibration in transmission systems has become a significant factor hindering the development of high-speed, precision, and lightweight vehicles. Controlling torsional vibration in transmission systems is a crucial and urgent problem to be addressed in the design of hybrid vehicle transmission systems. Research on passive vibration reduction technology for vehicle transmission systems is relatively mature both domestically and internationally. In recent years, some scholars have begun applying active vibration control to vehicle transmission system vibration reduction technology, conducting a series of theoretical and experimental studies. However, due to the complexity of the systems they target and the high real-time requirements, the effectiveness of active vibration control algorithms for active vibration reduction control in automotive transmission systems cannot be verified. Summary of the Invention

[0004] The purpose of this invention is to provide a dual-motor torsional vibration active control test platform to solve the problem of being unable to verify the effectiveness of vibration active control algorithms in controlling automotive transmission systems.

[0005] To achieve the above objectives, the present invention provides the following solution:

[0006] A dual-motor torsional vibration active control test platform includes: a first motor, a second motor, a first motor controller, a second motor controller, a comprehensive controller, and a speed and torque sensor;

[0007] The first motor and the second motor are directly and rigidly connected to the two ends of the speed and torque sensor via a connecting plate; the first motor is electrically connected to the second motor controller; the second motor is electrically connected to the second motor controller; the second motor controller has a vibration active control algorithm programmed into it; the second motor acts as an actuator for vibration active control.

[0008] The integrated controller is connected to the first motor controller and the second motor controller respectively, and is used to send control commands to the first motor controller and the second motor controller;

[0009] The first motor controller is used to control the first motor to output fluctuating torque and send it to the speed and torque sensor;

[0010] The second motor controller is used to receive the speed and torque signal from the speed and torque sensor, and control the second motor to output compensation torque through the vibration active control algorithm to compensate for the fluctuation torque of the first motor; if the compensated speed and torque signal output by the speed and torque sensor is within the fluctuation range, it is determined that the compensation torque output by the second motor is effective.

[0011] Optionally, the first motor is electrically connected to the first motor controller and uses speed control to drive the transmission system to rotate as a power source.

[0012] Optionally, the second motor employs torque control to apply a load to the transmission system.

[0013] Optionally, it may also include: a signal converter;

[0014] The signal converter is connected to the second motor controller and the speed and torque sensor respectively, and is used to convert the voltage of the speed and torque signal output by the speed and torque sensor to a voltage range that the second motor controller can receive.

[0015] Optional features also include: a power battery pack;

[0016] The power battery pack is located between the first motor controller and the second motor controller.

[0017] Optional features also include: a data acquisition unit;

[0018] The data acquisition instrument is used to acquire and record in real time the speed and torque signals, current signals, and acceleration signals emitted by the speed and torque sensor.

[0019] Optionally, both the first motor and the second motor are permanent magnet synchronous motors.

[0020] According to specific embodiments provided by the present invention, the following technical effects are disclosed: The embodiments of the present invention include a first motor, a second motor, a first motor controller, a second motor controller, a comprehensive controller, and a speed and torque sensor. A vibration active control algorithm is programmed into the second motor controller, and the second motor is used as the actuator for vibration active control. The first motor controller controls the first motor to output fluctuating torque and sends it to the speed and torque sensor. The second motor controller receives the speed and torque signal from the speed and torque sensor and, through the vibration active control algorithm, controls the second motor to output compensating torque to compensate for the fluctuating torque of the first motor. If the compensated speed and torque signal output by the speed and torque sensor is within the fluctuation range, the compensated torque output by the second motor is determined to be effective. The present invention employs a dual-motor system, and programs the vibration active control algorithm into one of the motors to compensate for the speed and torque, analyzing the supplemented speed and torque signal to verify the effectiveness of the vibration active control algorithm. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a schematic diagram of the dual-motor torsional vibration active control test platform provided by the present invention;

[0023] Figure 2 This is a physical image of the dual-motor torsional vibration active control test platform provided by the present invention;

[0024] Figure 3 A schematic diagram of the control console of the dual-motor torsional vibration active control test platform provided by the present invention;

[0025] Figure 4 This is a schematic diagram of a permanent magnet synchronous motor;

[0026] Figure 5 This is a schematic diagram of a motor controller;

[0027] Figure 6 The present invention provides a time-domain response diagram of the transmission shaft torque under different speeds when control is applied; wherein, Figure 6 (a) in the figure is the time-domain response diagram of the drive shaft torque when the control is applied at 1000 r / min; Figure 6 (b) in the figure is the time-domain response diagram of the drive shaft torque when the control is applied at 1200 r / min; Figure 6 (c) in the figure is the time-domain response diagram of the drive shaft torque when the control is applied at 1500 r / min; Figure 6 (d) in the figure is the time-domain response diagram of the drive shaft torque when the control is applied at 1700 r / min;

[0028] Figure 7 The diagram showing the variation of the root mean square error of the transmission shaft torque under control at different speeds provided by this invention; wherein, Figure 7 (a) in the figure is the variation of the root mean square error of the drive shaft torque when the control is applied at 1000 r / min; Figure 7 (b) in the figure shows the variation of the root mean square error of the drive shaft torque when the control is applied at 1200 r / min; Figure 7 (c) in the figure is the variation of the root mean square error of the drive shaft torque when the control is applied at 1500 r / min; Figure 7 (d) in the figure is the variation of the root mean square error of the drive shaft torque when the control is applied at 1700 r / min;

[0029] Figure 8 The frequency domain comparison diagram of the transmission shaft torque before and after control at different speeds provided by this invention; wherein... Figure 8 (a) in the figure is a comparison of the frequency domain torque of the drive shaft before and after the control is applied at 1000 r / min; Figure 8 (b) in the figure is a comparison of the frequency domain torque of the drive shaft before and after the control is applied at 1200 r / min; Figure 8 (c) in the figure is a comparison of the frequency domain torque of the drive shaft before and after the control is applied at 1500 r / min; Figure 8 (d) in the figure is a frequency domain comparison diagram of the transmission shaft torque before and after the control is applied at 1700 r / min. Detailed Implementation

[0030] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0031] The purpose of this invention is to provide a dual-motor torsional vibration active control test platform that can verify the effectiveness of the vibration active control algorithm.

[0032] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0033] like Figure 1As shown, this invention provides a dual-motor torsional vibration active control test platform, comprising: a first motor (motor A), a second motor (motor B), a first motor controller (motor A controller), a second motor controller (motor B controller), a comprehensive controller, and a speed and torque sensor; the first motor and the second motor are directly and rigidly connected to both ends of the speed and torque sensor via a connecting plate; the first motor is electrically connected to the second motor controller; the second motor is electrically connected to the second motor controller; the second motor controller has a vibration active control algorithm programmed into it; the second motor acts as an actuator for vibration active control; the comprehensive controller is connected to both the first motor controller and the second motor controller, and is used to send control commands to both controllers; the first motor controller controls the first motor to output fluctuating torque and sends it to the speed and torque sensor; the second motor controller receives the speed and torque signal from the speed and torque sensor and, through the vibration active control algorithm, controls the second motor to output compensation torque to compensate for the fluctuating torque of the first motor; if the compensated speed and torque signal output by the speed and torque sensor is within the fluctuation range, the compensation torque output by the second motor is determined to be effective.

[0034] In practical applications, the first motor is electrically connected to the first motor controller and uses speed control to drive the transmission system to rotate as a power source.

[0035] In practical applications, the second motor uses torque control to apply a load to the transmission system.

[0036] In practical applications, it also includes: a signal converter; the signal converter is connected to the second motor controller and the speed and torque sensor signals respectively, and is used to convert the voltage of the speed and torque signal output by the speed and torque sensor to a voltage range that the second motor controller can receive.

[0037] In practical applications, it also includes: a power battery pack; the power battery pack is located between the first motor controller and the second motor controller.

[0038] In practical applications, it also includes: a data acquisition device; the data acquisition device is used to acquire and record in real time the speed and torque signals, current signals and acceleration signals emitted by the speed and torque sensor.

[0039] In practical applications, both the first motor and the second motor are permanent magnet synchronous motors.

[0040] The actual image of the dual-motor torsional vibration active control test platform provided by this invention is shown below. Figure 2As shown, two permanent magnet synchronous motors are rigidly connected directly to the two ends of a speed and torque sensor via a connecting plate. Motor A uses speed control to drive the system rotation as a power source. Motor B uses torque control to apply a load to the system. Due to the rigid connection between the two motors, factors such as system misalignment can cause significant torque fluctuations on the drive shaft. To eliminate these torque fluctuations on the drive shaft, motor B is used as the actuator for active vibration control. The FxLMS algorithm is employed to apply vibration compensation torque to motor B simultaneously with the load torque, thereby reducing torque fluctuations on the drive shaft.

[0041] If the vibration active control algorithm is placed in the vehicle controller, the motor can only respond to fluctuating torque commands below 10Hz due to the influence of CAN communication transmission frequency and delay, which is difficult to meet the test requirements. In order to improve the timeliness of active control, the active control algorithm is directly written into the motor B controller. In addition to sending normal drive commands, the vehicle controller only needs to send the active control switch and the frequency to be controlled to the motor controller via the CAN line.

[0042] In the motor B controller, the vibration active control algorithm is an adaptive filtering algorithm. The reference signal for the vibration active control algorithm is generated based on the control frequency sent by the vehicle controller. The feedback signal is measured by a speed and torque sensor, converted into a voltage range that the motor B controller can receive by a signal converter, and then enters the motor B controller to adjust the filter coefficients. The motor B controller performs the adaptive filtering active compensation control algorithm calculation in the signal processing chip, calculates the compensation fluctuation torque, and adds this compensation torque to the command torque received through the CAN bus to obtain the final control torque. The signal processing chip sends the final control torque to the motor drive chip to achieve the final motor compensation control.

[0043] The actual control console of the dual-motor torsional vibration active control test platform is shown below. Figure 3 As shown, the system includes an integrated controller, a controller host computer, an LMS data acquisition front-end, and a Siemens Testlab data acquisition instrument. During the experiment, the integrated controller sends control commands to the motor controller via the CAN bus, which then controls the motor execution system's drive, loading, and vibration control. Simultaneously, the motor controller also feeds back the motor's operating status to the integrated controller via the CAN bus, enabling real-time monitoring of the motor's operation. The LMS data acquisition instrument is used to collect and record data such as speed and torque signals, current signals, and acceleration signals emitted by the sensors in real time for subsequent analysis. The key components of the dual-motor system will be described in detail below.

[0044] The following is an introduction to the key components of the dual-motor torsional vibration active control test platform.

[0045] 1) Permanent magnet synchronous motor.

[0046] The two motors on the test bench are four-quadrant permanent magnet synchronous motors with the same power and model, rated power of 60kW, and reference speed of 2600r / min. Their appearance is as follows... Figure 4 As shown in Table 1, the basic parameters of the motor are as follows.

[0047] Table 1 Basic Parameters of Motor

[0048]

[0049] 2) Motor controller.

[0050] The motor controller is a D-type motor controller manufactured by Beijing Qi'an Electric Technology Co., Ltd., and its appearance is as follows: Figure 5 As shown in Table 2, the basic parameters of the motor controller are as follows. The motor controller contains an ARM chip and a DSP chip. The ARM chip is mainly responsible for the external function development of the controller, including analog and digital signal acquisition and processing, CAN communication, and 485 communication processing. The DSP is mainly responsible for motor drive control. In this experiment, to ensure rapid response of the active vibration control, the active vibration control algorithm was integrated into the ARM chip of the motor controller. The control program was developed using Keil uVision4 software, and the vibration control program was added between the received CAN torque command and the command sent to the DSP chip using C language. After compilation, the code was burned into the ARM chip using a ULINK2 emulator.

[0051] Table 2D Basic Parameters of Motor Controller

[0052]

[0053]

[0054] 3) Integrated controller.

[0055] The integrated controller uses the RapidECU S1 controller, which can replace the controller hardware during the control algorithm development process. It employs ECUcoder automatic code generation technology from China Huahai Technology to generate C code from the controller model built in the simulation phase. This C code is then compiled and downloaded to the Rapid ECU hardware using Code Warrior. MeCa software on the host computer sends commands to the controller and monitors its information. The RapidECU then sends control commands to the underlying controllers (motor A and motor B) via the CAN bus, thus verifying the control algorithm in practice. The Rapid ECU main processor used in this invention is an MPC5674F with a main frequency of 264MHz; it has four CAN interfaces, and its communication protocol adopts the CAN2.0B protocol, conforming to the ISO11898 international standard.

[0056] Verification results and analysis of the dual-motor torsional vibration active control test platform.

[0057] During the experiment, motor A was controlled by speed to adjust the system's rotational speed. Since the fluctuating torque on the system's drive shaft was primarily caused by eccentricity and misalignment, the frequency of the torque fluctuation on the drive shaft was the system's rotational frequency and its harmonics. Therefore, controlling the speed of motor A also controlled the frequency of the fluctuating torque on the drive shaft. To verify that the vibration control algorithm had a control effect across different frequency bands, this experiment tested four different speeds: 1000 r / min, 1200 r / min, 1500 r / min, and 1700 r / min.

[0058] Motor B employs torque control to apply a load to the system. In this experiment, the average torque of motor B is 30 N·m. At the start of the experiment, only the average torque is applied to the system. At the 1st second, an active control command is issued to motor B, utilizing motor B to apply active control torque to control the fluctuating torque on the drive shaft. The frequencies for which control is applied include the first, second, and third harmonics of the system's rotational frequency. Simultaneously, due to the limitations of the motor's torque response capability, the vibration frequency band of interest is limited to below 70 Hz, and active control is applied only to vibrations with frequencies below 70 Hz. The time-domain response of the torque on the drive shaft during the application of active control can be obtained as follows: Figure 6 As shown.

[0059] Depend on Figure 6As can be seen, after the active control command is applied in the first second, even when the system operates at different speeds and has different torque fluctuation frequencies, the amplitude of the fluctuating torque on the drive shaft can be quickly suppressed, with a convergence time of approximately one second. However, after system convergence, due to various unstable disturbances, there will still be some error between the actual frequency of the fluctuating torque on the drive shaft and the control frequency. These factors prevent the control effect from always maintaining its optimal value, resulting in unstable changes in the torque amplitude after control. Thanks to the adaptive nature of the control algorithm, these mismatches caused by errors can be quickly eliminated, thus maintaining the stability of the system's control effect.

[0060] Table 3 shows a comparison of the peak-to-peak values ​​of the transmission shaft ripple torque before and after applying active control at different speeds. It can be seen that at different speeds, after applying the active control torque, the peak-to-peak value of the transmission shaft ripple torque can be reduced by about 50%.

[0061] Table 3 Comparison of peak-to-peak torque of drive shaft before and after active control.

[0062]

[0063] Since the minimum mean square filtering algorithm takes minimizing the mean square error of the controlled object as its control objective, Figure 7 The changes in the mean square error of the drive shaft torque under different operating speeds are shown. It can be seen that after the active control command is applied in the first second, the system's mean square error decreases rapidly. Although the mean square error of the drive shaft torque fluctuates during the suppression process due to disturbances, the overall trend of the mean square error is a rapid decrease, thus achieving the effect of suppressing drive shaft torque fluctuations.

[0064] From a frequency domain perspective, the changes in the transmission shaft ripple torque at different speeds before and after applying control are analyzed as follows: Figure 8 As shown, at speeds of 1000 r / min and 1200 r / min, control was applied simultaneously to the first, second, and third harmonics of the system frequency. However, at higher speeds of 1500 r / min and 1700 r / min, only the first and second harmonics were controlled. It can be seen that after applying active control, the vibration energy at the frequencies targeted by the active control algorithm decreased significantly, verifying the effectiveness of the active vibration control algorithm in simultaneously controlling multiple frequencies at different speeds.

[0065] At the same time Figure 8 It can also be seen that for frequencies not specified in the active control algorithm, such as the fourth harmonic of the rotational frequency at 1000 r / min, the vibration energy remains unchanged. This also reflects the limitations of vibration control algorithms, namely, they can only control a few specific frequencies and cannot control a wide frequency band.

[0066] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0067] This document uses specific examples to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of the present invention. Furthermore, those skilled in the art will recognize that, based on the ideas of the present invention, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A dual-motor torsional vibration active control test platform, characterized in that, include: The system comprises a first motor, a second motor, a first motor controller, a second motor controller, a comprehensive controller, and a speed and torque sensor. The first motor and the second motor are directly and rigidly connected to the two ends of the speed and torque sensor via a connecting plate; the first motor is electrically connected to the second motor controller; the second motor is electrically connected to the second motor controller; the second motor controller has a vibration active control algorithm programmed into it; the second motor acts as the actuator for vibration active control; in the second motor controller, the vibration active control algorithm is an adaptive filtering algorithm, and the reference signal of the vibration active control algorithm is generated according to the control frequency sent by the vehicle controller; the feedback signal is measured by the speed and torque sensor, converted into a voltage range that the second motor controller can receive by the signal converter, and then enters the second motor controller to adjust the filter coefficients; The second motor controller performs an adaptive filtering active compensation control algorithm in the signal processing chip, calculates the compensation fluctuation torque, and adds the compensation fluctuation torque to the command torque received through the CAN line to obtain the final control torque. The signal processing chip sends the final control torque to the motor drive chip to achieve the final motor compensation control; The integrated controller is connected to the first motor controller and the second motor controller respectively, and is used to send control commands to the first motor controller and the second motor controller; The integrated controller uses the RapidECUS1 controller; The first motor controller is used to control the first motor to output fluctuating torque and send it to the speed and torque sensor; The second motor controller is used to receive the speed and torque signal from the speed and torque sensor, and control the second motor to output compensation torque through the vibration active control algorithm to compensate for the fluctuation torque of the first motor; if the compensated speed and torque signal output by the speed and torque sensor is within the fluctuation range, it is determined that the compensation torque output by the second motor is effective.

2. The dual-motor torsional vibration active control test platform according to claim 1, characterized in that, The first motor is electrically connected to the first motor controller and uses speed control to drive the transmission system to rotate as a power source.

3. The dual-motor torsional vibration active control test platform according to claim 2, characterized in that, The second motor, using torque control, applies a load to the transmission system.

4. The dual-motor torsional vibration active control test platform according to claim 1, characterized in that, Also includes: signal converters; The signal converter is connected to the second motor controller and the speed and torque sensor respectively, and is used to convert the voltage of the speed and torque signal output by the speed and torque sensor to a voltage range that the second motor controller can receive.

5. The dual-motor torsional vibration active control test platform according to claim 1, characterized in that, Also includes: Power battery pack; The power battery pack is located between the first motor controller and the second motor controller.

6. The dual-motor torsional vibration active control test platform according to claim 1, characterized in that, Also includes: Data acquisition instrument; The data acquisition instrument is used to acquire and record in real time the speed and torque signals, current signals, and acceleration signals emitted by the speed and torque sensor.

7. The dual-motor torsional vibration active control test platform according to claim 1, characterized in that, Both the first motor and the second motor are permanent magnet synchronous motors.

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