System and method for restraining vehicle shaking
By adopting active damping control module and current control technology in the vehicle, torque compensation is performed based on the motor angular velocity and torque, the process of suppressing vehicle jitter is simplified, the problem of high complexity in the existing technology is solved, and effective jitter is achieved inhibition.
Patent Information
- Application Number
- CN202411273122.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-09-11
- Publication Date
- 2024-12-17
AI Technical Summary
In the prior art, the active damping control process to suppress vehicle jitter is complex and cumbersome, resulting in high complexity and inconvenient for practical application.
Using active damping control module, current lookup table, current controller, inverter and motor, the torque compensation value is output through sampling period based on the motor angular velocity and torque, and using Kalman filter, proportional integral controller and low-pass filtering The device performs torque compensation, reduces the variables required to be collected, and simplifies the control process.
The complexity of suppressing vehicle jitter is reduced, and the torque compensation value and current control can be used to effectively suppress vehicle jitter, reducing the jitter amplitude of angular velocity.
Smart Images
Figure CN119154735A_ABST
Abstract
Description
Technical Field
[0001] The present application relates to the field of vehicle technology, and in particular to a system and method for suppressing vehicle vibration. Background Art
[0002] Currently, when a vehicle encounters transient excessive operating conditions such as too fast speed changes or large excitations, it is easy to cause the entire vehicle to shake. In the prior art, active damping control is usually used to suppress the vibration of the vehicle. Active damping control refers to increasing the equivalent damping of the vehicle's transmission system through a software control algorithm without changing the vehicle's hardware. However, when suppressing the vibration of the vehicle in the prior art, the active damping control process used is relatively complex and cumbersome, resulting in a high complexity in suppressing the vibration of the vehicle, which is not convenient for practical application. Therefore, how to reduce the complexity of suppressing vehicle vibration has become a technical problem that needs to be solved at present. Summary of the invention
[0003] In view of the above problems, the purpose of the present invention is to provide a system and method for suppressing vehicle vibration, so as to reduce the variables required to be collected for active damping control and reduce the complexity of suppressing vehicle vibration. The specific scheme is as follows:
[0004] In a first aspect, an embodiment of the present application provides a system for suppressing vehicle vibration, the system comprising: an active damping control module, a current lookup table, a current controller, an inverter, and a motor;
[0005] The active damping control module is used to output a torque compensation value based on the motor angular velocity collected in the current sampling period and the motor torque collected in the current sampling period;
[0006] The current lookup table is used to look up the command current value corresponding to the correction torque; the correction torque is the sum of the torque compensation value and the motor torque command at the current moment;
[0007] The current controller is used to compensate the current value of the next sampling period based on the current difference value, and output a control signal for the inverter; the current difference value is the difference between the command current value and the actual current value;
[0008] The inverter is used to output three-phase electricity based on the control signal;
[0009] The motor is used to output a corrected angular velocity based on the three-phase power output by the inverter.
[0010] Optionally, the active damping control module includes: a Kalman filter, a proportional-integral controller and a low-pass filter;
[0011] The Kalman filter is used to output a target motor angular velocity based on the motor angular velocity collected in the current sampling period and the motor torque collected in the current sampling period;
[0012] The proportional-integral controller is used to output a first torque compensation value based on a motor speed jitter component; the motor speed jitter component is a difference between the motor angular velocity collected in the current sampling period and the target motor angular velocity;
[0013] The low-pass filter is used to output a first torque compensation value after filtering out the DC component based on the first torque compensation value; and use the first torque compensation value after filtering out the DC component as the torque compensation value.
[0014] Optionally, the state equation of the Kalman filter is constructed based on the motor motion equation;
[0015] The observation equation of the Kalman filter is constructed based on the motor load torque; the motor load torque is a constant.
[0016] Optionally, the state equation of the Kalman filter is:
[0017]
[0018] Where ω is the motor rotor angular velocity, J is the moment of inertia, T s is the sampling period, T e is the motor torque, T L is the motor load torque, and k is the round number of the current sampling cycle.
[0019] Optionally, the observation equation of the Kalman filter is:
[0020] T L (k+1)=T L (k);
[0021] Among them, T L is the motor load torque, and k is the round number of the current sampling cycle.
[0022] In a second aspect, an embodiment of the present application provides a method for suppressing vehicle jitter, the method being applied to a system for suppressing vehicle jitter, the system for suppressing vehicle jitter comprising an active damping control module, a current lookup table, a current controller, an inverter and a motor, the method comprising:
[0023] Inputting the motor angular velocity collected in the current sampling period and the motor torque collected in the current sampling period into the active damping control module to obtain a torque compensation value;
[0024] Inputting the correction torque into the current lookup table to obtain a command current value corresponding to the correction torque; the correction torque is the sum of the torque compensation value and the motor torque command at the current moment;
[0025] The current difference is input into the current controller to compensate the current value of the next sampling period, so as to obtain a control signal for the control inverter; the current difference is the difference between the command current value and the actual current value;
[0026] Inputting the control signal into the inverter to obtain three-phase electricity;
[0027] The three-phase electricity is input to the motor to obtain a corrected angular velocity.
[0028] Optionally, the active damping control module includes: a Kalman filter, a proportional integral controller and a low-pass filter; the motor angular velocity collected in the current sampling period and the motor torque collected in the current sampling period are input into the active damping control module to obtain a torque compensation value, including:
[0029] The motor angular velocity and the motor torque collected in the current sampling period are input into the Kalman filter to obtain the target motor angular velocity;
[0030] The motor speed jitter component is input into the proportional-integral controller to obtain a first torque compensation value; the motor speed jitter component is the difference between the motor angular velocity collected in the current sampling period and the target motor angular velocity;
[0031] Inputting the first torque compensation value into the low-pass filter to obtain the first torque compensation value after the DC component is filtered out;
[0032] The first torque compensation value after the DC component is filtered out is used as the torque compensation value.
[0033] Optionally, the method further includes:
[0034] Constructing the state equation of the Kalman filter based on the motor motion equation;
[0035] The motor load torque is set to a constant value, and the observation equation of the Kalman filter is constructed based on the motor load torque.
[0036] Optionally, constructing the state equation of the Kalman filter based on the motor motion equation includes:
[0037] Constructing the state equation of the Kalman filter based on the motor motion equation;
[0038] The state equation is:
[0039] Where ω is the motor rotor angular velocity, J is the moment of inertia, T s is the sampling period, T e is the motor torque, T L is the motor load torque, and k is the round number of the current sampling cycle.
[0040] Optionally, constructing the observation equation of the Kalman filter based on the motor load torque includes:
[0041] Constructing an observation equation of the Kalman filter based on the motor load torque;
[0042] The observation equation is: L (k+1)=T L (k);
[0043] Among them, T L is the motor load torque, and k is the round number of the current sampling cycle.
[0044] Compared with the prior art, this application has the following beneficial effects:
[0045] The active damping control module outputs a torque compensation value based on the motor angular velocity and the motor torque collected in the current sampling period. The sum of the torque compensation value and the motor torque command at the current moment is used as the correction torque, and the command current value corresponding to the correction torque is searched based on the current lookup table. The difference between the command current value and the actual current value is used as the current difference. The current controller compensates the current value of the next sampling period based on the current difference, and outputs a control signal for the inverter, so that the inverter outputs three-phase electricity based on the control signal. The motor outputs a corrected angular velocity based on the three-phase electricity output by the inverter, thereby determining the current value required for compensation based on the torque compensation value output by the active damping control module, and controlling the inverter to output the compensated three-phase electricity based on the current value required for compensation, so that the motor can output the corrected angular velocity, reduce the jitter amplitude of the angular velocity, and suppress the vehicle jitter. Since in the embodiment of the present application, only the motor angular velocity and motor torque need to be used as variables and input into the active damping control module to obtain the torque compensation value, there is no need to obtain variables such as current and position angle in the process of obtaining the torque compensation value. Compared with the prior art, fewer variables need to be collected, thereby making the active damping control process simpler and reducing the complexity of suppressing vehicle vibration. BRIEF DESCRIPTION OF THE DRAWINGS
[0046] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.
[0047] Figure 1 A schematic diagram of the structure of a system for suppressing vehicle vibration provided in an embodiment of the present application;
[0048] Figure 2 A schematic diagram of the structure of an active damping control module provided in an embodiment of the present application;
[0049] Figure 3 A schematic diagram of the effect of filtering the motor angular velocity based on the Kalman filter provided in an embodiment of the present application;
[0050] Figure 4 A schematic diagram of the motor angular velocity suppression effect provided in an embodiment of the present application;
[0051] Figure 5 A flowchart of a method for suppressing vehicle vibration provided in an embodiment of the present application. DETAILED DESCRIPTION
[0052] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.
[0053] The terms "including" and "having" and any variations thereof in the specification and claims of the present application and the above-mentioned drawings are intended to cover non-exclusive inclusions. For example, a process, method or system comprising a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to these processes, methods, products or apparatuses.
[0054] An analysis of the background technology shows that the reason for the high complexity of suppressing vehicle vibration is that the active damping control process is relatively complex and cumbersome. The reason why the active damping control process is relatively complex and cumbersome is that the control strategy for Kalman filtering in the existing technology adopts a multivariable feedback control strategy, which requires collecting more variables and is not convenient for practical application.
[0055] like Figure 1As shown, in order to solve the above problem, the embodiment of the present application provides a system for suppressing vehicle vibration, which includes: an active damping control module 101, a current lookup table 102, a current controller 103, an inverter 104 and a motor 105;
[0056] The active damping control module 101 is used to output a torque compensation value based on the motor angular velocity collected in the current sampling period and the motor torque collected in the current sampling period;
[0057] The current lookup table 102 is used to look up the command current value corresponding to the correction torque; the correction torque is the sum of the torque compensation value and the motor torque command at the current moment;
[0058] The current controller 103 is used to compensate the current value of the next sampling period based on the current difference value, and output a control signal for the inverter 104; the current difference value is the difference between the command current value and the actual current value;
[0059] The inverter 104 is used to output three-phase electricity based on the control signal;
[0060] The motor 105 is used to output a corrected angular velocity based on the three-phase power output by the inverter 104 .
[0061] The sampling period is preset so that the vehicle vibration suppression system can measure the real-time motor angular velocity ω and motor torque T in each sampling period. e After acquiring the motor angular velocity and motor torque corresponding to the current sampling period, the motor angular velocity and motor torque are input to the active damping control module 101, so that the active damping control module 101 generates a torque compensation value T based on the motor angular velocity and motor torque. e _com. The current motor torque command The motor torque command at the current moment can be directly input into the system through the vehicle controller.
[0062] The current lookup table 102 pre-stores a plurality of sets of correspondences between torques and current values, and the correspondence is specifically the motor output torque corresponding to the current value input to the motor. For example, when the current input to the motor is A, the torque output by the motor is B, and the current value A and the torque B have a corresponding relationship. The current lookup table 102 searches for the command current value corresponding to the corrected torque, calculates the difference between the command current value and the actual current value, and obtains the current difference. Among them, the actual current value is observed and obtained by the current sensor to realize the current feedback of the actual current value. The current controller 103 compensates the current value of the next sampling cycle based on the current difference, and generates a control signal for the inverter 104, and the control signal is a signal for controlling the switch in the inverter 104 to turn on and off. Based on the control signal, the inverter 104 controls the switch to convert the direct current into three-phase electricity for controlling the motor. Since the three-phase power is generated based on the control signal corresponding to the current value after compensation for the next sampling period, the motor 105 can output a corrected angular velocity based on the three-phase power to suppress the speed jitter by adjusting the torque.
[0063] It should be noted that the motor 105 may specifically be a permanent-magnet synchronous motor (PMSM), the motor angular velocity is the motor rotor angular velocity, and the motor torque is specifically the motor electromagnetic torque.
[0064] By determining the current value required for compensation based on the torque compensation value output by the active damping control module 101, and controlling the inverter 104 to output the compensated three-phase electricity based on the current value required for compensation, the motor can output the corrected angular velocity, reduce the jitter amplitude of the angular velocity, and achieve the suppression of vehicle jitter. In the embodiment of the present application, only the motor angular velocity and the motor torque need to be input as variables to the active damping control module 101 to obtain the torque compensation value, and there is no need to obtain variables such as current and position angle in the process of obtaining the torque compensation value. Compared with the prior art, fewer variables need to be collected, thereby making the active damping control process simpler and reducing the complexity of suppressing vehicle jitter.
[0065] like Figure 2 As shown, in an optional embodiment, the active damping control module 101 includes: a Kalman filter 201, a proportional integral controller 202 and a low-pass filter 203;
[0066] A Kalman filter 201 is used to output a target motor angular velocity based on the motor angular velocity collected in the current sampling period and the motor torque collected in the current sampling period;
[0067] A proportional-integral controller 202 is used to output a first torque compensation value based on a motor speed jitter component; the motor speed jitter component is a difference between the motor angular velocity collected in the current sampling period and the target motor angular velocity;
[0068] The low-pass filter 203 is used to output the first torque compensation value after the DC component is filtered out based on the first torque compensation value; and use the first torque compensation value after the DC component is filtered out as the torque compensation value.
[0069] The motor angular velocity and motor torque collected in the current sampling period are used as the input of Kalman filter 201 (kalman filtering, KF), so that Kalman filter 201 outputs the target motor angular velocity, and the target motor angular velocity is the angular velocity that the motor is expected to reach in the current sampling period. The difference between the motor angular velocity collected in the current sampling period and the target motor angular velocity is calculated to obtain the motor speed jitter component. In other words, the motor speed jitter component is the real-time difference between the actual speed of the motor and the target speed of the motor. Since the actual speed of the motor is greater than the target speed of the motor, a negative value needs to be compensated for the angular velocity at this time. Therefore, when the motor angular velocity collected in the current sampling period is greater than the target motor angular velocity, the difference between the motor angular velocity collected in the current sampling period and the target motor angular velocity is negated to obtain the motor speed jitter component.
[0070] After receiving the motor speed, the proportional integral controller 202 (PI) generates a first torque compensation value, which is a torque compensation value for the motor speed jitter component. The proportional integral controller 202 sets different proportional integral controller 202 parameters based on different motors, so that the proportional integral controller 202 can accurately compensate for the speed jitter component of the corresponding motor. Different proportional integral controller parameters are set based on different motors, specifically, proportional integral controller parameters such as proportional gain, integral gain and output limit are set in combination with the actual situation of the vehicle where the motor is located.
[0071] The low-pass filter 203 (LP) corrects the first torque compensation value to remove the DC value in the first torque compensation value, and uses the first torque compensation value after filtering the DC value as the torque compensation value. Thus, the DC value of the first torque compensation value is filtered out by the low-pass filter 203, effectively avoiding an abnormal increase in the amplitude of the final motor speed. And it can reduce the jitter amplitude of the motor angular velocity by 60%, improving the suppression effect of the motor angular velocity jitter.
[0072] The low-pass filter 203 is specifically a first-order low-pass filter constructed according to the transfer function of the RC filter (resistance-capacitance circuits). The coefficients in the low-pass filter 203 are calibrated based on the actual vehicle, and the value range of the coefficients is greater than or equal to 0 and less than or equal to 1. In the embodiment of the present application, the coefficients in the low-pass filter 203 are much smaller than 1 to avoid the deterioration of the jitter suppression effect due to the excessively large coefficients and the increase in the time required for the speed to track the target speed due to the excessively small coefficients.
[0073] It should be noted that the active damping control module 101 in the embodiment of the present application may also only include the Kalman filter 201 and the proportional-integral controller 202. When the active damping control module 101 only includes the Kalman filter 201 and the proportional-integral controller 202, the first torque compensation value of the proportional-integral controller 202 is used as the torque compensation value output by the active damping control module 101.
[0074] In an optional embodiment, the state equation of the Kalman filter 201 is constructed based on the motor motion equation;
[0075] The observation equation of the Kalman filter 201 is constructed based on the motor load torque; within one cycle, the motor load torque is considered to be a constant.
[0076] The principle of Kalman filtering is as follows:
[0077] The state equation in Kalman filter theory is: Where x is the state variable, t is the time, is the time derivative of x, A is the state transfer matrix, B is the control matrix, and u is the quantity in the system except the state variable.
[0078] The observation equation in Kalman filter theory is: z(t)=Hx(t); where z is the measurement value and H is the transmission matrix.
[0079] The idea of Kalman filtering based on 5 core formulas is as follows:
[0080] The result of the previous estimate is used as the starting point of this estimate. Compute a priori estimates where is the prior estimate, is the prior estimate in the last estimation process, u t-1 is the quantity in the system other than the state variables in the last estimation process.
[0081] The error covariance and process noise matrix from the last estimate are input into , calculate the prior error covariance. Among them, is the prior error covariance, P t-1 is the error covariance in the previous estimation process, Q is the process noise matrix, A T is the transpose of the state transfer matrix.
[0082] The prior error covariance and measurement noise matrix are input into , calculate the Kalman gain of this estimation. t is the Kalman gain, H T is the transpose of the transfer matrix, and R is the measurement noise matrix. The difference between the actual speed of the motor and the target speed of the motor is defined as the error, and the error covariance and the trace of the covariance matrix are calculated. When the derivative of the trace is 0, the error is minimized.
[0083] Based on the prior estimate, plus the product of the Kalman gain and the error, according to The posterior estimate is obtained by implementing this estimation. The error between the current measurement value and the last estimate is used to estimate this result. The size of Kt determines whether this estimation result is more biased towards the measurement result or the last estimate. The larger the Kt, the more trust is placed on the measurement value, and the smaller the Kt, the more trust is placed on the last estimate.
[0084] In this iteration, the prior error covariance and Kalman gain are obtained, and the prior error covariance and Kalman gain are input into Calculate the new covariance matrix in , where I is the identity matrix. Update the covariance to prepare for the calculation of the relevant process quantity in the next iteration.
[0085] Applying the above Kalman filter idea to the observation of motor angular velocity, the motor motion equation is: Among them, T e is the motor torque, T L is the motor load torque, ω is the motor mechanical rotor angular velocity, and J is the moment of inertia.
[0086] Discretize the motor motion equation to obtain Where ω is the motor angular velocity, J is the moment of inertia, T S is the sampling period, T e is the motor torque, T L is the motor load torque, and k is the number of the current sampling cycle. Since the motor load changes slowly compared to the electrical quantity, the motor load torque can be set to a fixed value, and T L (k+1)=T L (k). Where, T L is the motor load torque, and k is the round of the current sampling cycle.
[0087] Since the moment of inertia is a physical quantity that characterizes the magnitude of the rotational inertia of a rigid body, and the magnitude of the moment of inertia depends on the mass and size of the rigid body, different motors have different moments of inertia, but the moment of inertia of the same motor can be regarded as a constant. L , taking ω as the output, we get the state equation of the Kalman filter 201 required for observation And the observation equation T of Kalman filter 201 L (k+1)=T L (k). The state equation and observation equation are converted into matrix form:
[0088]
[0089]
[0090] Based on the motion equation of the motor 105 and the characteristics that the load torque changes slowly compared to the electrical quantity, a simpler Kalman filter 201 is constructed, which can reduce the number of variables that need to be input into the Kalman filter 201. Combined with the five core formulas in the Kalman filter principle, the state equation and observation equation of the above-mentioned Kalman filter, the Kalman filter 201 for observing the angular velocity of the motor is obtained. In addition, since the Kalman filter 201 in the embodiment of the present application can accurately track the actual speed of the motor 105 when the motor 105 does not shake, the torque compensation value output by the active damping control module 101 is small and can be ignored, so that the embodiment of the present application does not need to add a functional module for determining whether the motor speed is shaking, which further reduces the complexity of the system.
[0091] A comparison diagram is constructed based on the motor angular velocity input to the Kalman filter 201 and the motor angular velocity filtered by the Kalman filter 201. Figure 3As shown, the motor angular velocity rises before and after filtering in the first second, and the motor angular velocity gradually stabilizes after the first second, and is roughly stable at 135 rad / s. Comparing the motor angular velocity curve input to the Kalman filter 201 and the motor angular velocity curve after filtering, it can be seen that before the motor angular velocity does not vibrate, the input motor angular velocity curve and the filtered motor angular velocity curve basically overlap, that is, the difference between the two curves is very small, the error input to the active damping control module 101 is very small, and the calculated torque compensation amount can be ignored, indicating that the Kalman filter 201 can accurately track the motor angular velocity, so that this embodiment does not need to add a functional module for judging whether the motor angular velocity vibrates. Analyzing the curve part where the motor angular velocity vibrates after 1 second, it can be seen that the filtered motor angular velocity is smoother than the input motor angular velocity, and the jitter peak value of the input motor angular velocity can reach 3 rad / s, and the jitter peak value of the filtered motor angular velocity is 0.4 rad / s, which is a decrease of 86.7%. That is to say, the Kalman filter 201 can filter the motor angular velocity and effectively suppress the motor angular velocity jitter.
[0092] Figure 4 is a comparison diagram of the angular velocity curve after being controlled by the active damping control module 101 and the original angular velocity curve without being controlled by the active damping control module 101. Figure 4 As shown, both the original angular velocity curve and the angular velocity curve after control increase the motor angular velocity within the first second, and the motor angular velocity curve after control basically overlaps with the original angular velocity curve. After the first second, the motor angular velocity gradually stabilizes, but there is jitter. Analysis of the original angular velocity curve and the angular velocity curve after control after the first second shows that the waveform of the original angular velocity shows a jitter with a peak value of 6.4 rad / s, and the waveform peak value of the controlled angular velocity curve drops to 2.4 rad / s, a decrease of 62.5%. It can be seen that the active damping control module 101 in the embodiment of the present application can suppress the jitter of the motor angular velocity.
[0093] like Figure 5 As shown, an embodiment of the present application provides a method for suppressing vehicle vibration, the method is applied to a system for suppressing vehicle vibration, the system for suppressing vehicle vibration includes an active damping control module, a current lookup table, a current controller, an inverter and a motor, the method includes:
[0094] S501: Inputting the motor angular velocity and the motor torque collected in the current sampling period into the active damping control module to obtain a torque compensation value;
[0095] S502: inputting the correction torque into the current lookup table to obtain the command current value corresponding to the correction torque; the correction torque is the sum of the torque compensation value and the motor torque command at the current moment;
[0096] S503: inputting the current difference into the current controller to compensate the current value of the next sampling period, and obtaining a control signal for controlling the inverter; the current difference is the difference between the command current value and the actual current value;
[0097] S504: inputting the control signal to the inverter to obtain three-phase power;
[0098] S505: Input three-phase electricity to the motor to obtain a corrected angular velocity.
[0099] In an optional embodiment, the active damping control module includes: a Kalman filter, a proportional integral controller and a low-pass filter; the motor angular velocity collected in the current sampling period and the motor torque collected in the current sampling period are input into the active damping control module to obtain a torque compensation value, including:
[0100] The motor angular velocity and the motor torque collected in the current sampling period are input into the Kalman filter to obtain the target motor angular velocity;
[0101] The motor speed jitter component is input into the proportional integral controller to obtain a first torque compensation value; the motor speed jitter component is the difference between the motor angular velocity collected in the current sampling period and the target motor angular velocity;
[0102] Inputting the first torque compensation value into a low-pass filter to obtain the first torque compensation value after the DC component is filtered out;
[0103] The first torque compensation value after the DC component is filtered out is used as the torque compensation value.
[0104] In an optional embodiment, the above method further includes:
[0105] Construct the state equation of the Kalman filter based on the motor motion equation;
[0106] The motor load torque is set to a constant value, and the observation equation of the Kalman filter is constructed based on the motor load torque.
[0107] In an optional embodiment, a state equation of a Kalman filter is constructed based on the motor motion equation, including:
[0108] Construct the state equation of the Kalman filter based on the motor motion equation;
[0109] The state equation is:
[0110] Where ω is the motor rotor angular velocity, J is the moment of inertia, T s is the sampling period, T e is the motor torque, T L is the motor load torque, and k is the round of the current sampling cycle.
[0111] In an optional embodiment, the observation equation of the Kalman filter is constructed based on the motor load torque, including:
[0112] Construct the observation equation of Kalman filter based on the motor load torque;
[0113] The observation equation is: T L (k+1)=T L (k);
[0114] Among them, T L is the motor load torque, and k is the round of the current sampling cycle.
[0115] The active damping control module outputs a torque compensation value based on the motor angular velocity and the motor torque collected in the current sampling period. The sum of the torque compensation value and the motor torque command at the current moment is used as the correction torque, and the command current value corresponding to the correction torque is searched based on the current lookup table. The difference between the command current value and the actual current value is used as the current difference. The current controller compensates the current value of the next sampling period based on the current difference, and outputs a control signal for the inverter, so that the inverter outputs three-phase electricity based on the control signal. The motor outputs a corrected angular velocity based on the three-phase electricity output by the inverter, thereby determining the current value required for compensation based on the torque compensation value output by the active damping control module, and controlling the inverter to output the compensated three-phase electricity based on the current value required for compensation, so that the motor can output the corrected angular velocity, reduce the jitter amplitude of the angular velocity, and suppress the vehicle jitter. Since in the embodiment of the present application, only the motor angular velocity and motor torque need to be used as variables and input into the active damping control module to obtain the torque compensation value, there is no need to obtain variables such as current and position angle in the process of obtaining the torque compensation value. Compared with the prior art, fewer variables need to be collected, thereby making the active damping control process simpler and reducing the complexity of suppressing vehicle vibration.
[0116] An embodiment of the present application also provides a computer-readable storage medium having a computer program stored thereon, wherein when the computer program is executed by a processor, any one of the above-mentioned methods for suppressing vehicle vibration is implemented.
[0117] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems or computer program products. Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment or an embodiment in combination with software and hardware. Moreover, the present application may adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code.
[0118] The above are only embodiments of the present application and are not intended to limit the present application. For those skilled in the art, the present application may have various changes and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included within the scope of the claims of the present application.
Claims
1. A system for suppressing vehicle vibration, It is characterized in that The system comprises: an active damping control module, a current lookup table, a current controller, an inverter and a motor; The active damping control module is used to output a torque compensation value based on the motor angular velocity collected in the current sampling period and the motor torque collected in the current sampling period; The current lookup table is used to look up the command current value corresponding to the correction torque; the correction torque is the sum of the torque compensation value and the motor torque command at the current moment; The current controller is used to compensate the current value of the next sampling period based on the current difference value, and output a control signal for the inverter; the current difference value is the difference between the command current value and the actual current value; The inverter is used to output three-phase electricity based on the control signal; The motor is used to output a corrected angular velocity based on the three-phase power output by the inverter.
2. The system according to claim 1, It is characterized in that The active damping control module includes: a Kalman filter, a proportional integral controller and a low-pass filter; The Kalman filter is used to output a target motor angular velocity based on the motor angular velocity collected in the current sampling period and the motor torque collected in the current sampling period; The proportional-integral controller is used to output a first torque compensation value based on a motor speed jitter component; the motor speed jitter component is a difference between the motor angular velocity collected in the current sampling period and the target motor angular velocity; The low-pass filter is used to output a first torque compensation value after filtering out the DC component based on the first torque compensation value; and use the first torque compensation value after filtering out the DC component as the torque compensation value.
3. The system according to claim 2, It is characterized in that The state equation of the Kalman filter is constructed based on the motor motion equation; The observation equation of the Kalman filter is constructed based on the motor load torque; the motor load torque is a constant.
4. The system according to claim 3, It is characterized in that The state equation of the Kalman filter is: Where ω is the motor rotor angular velocity, J is the moment of inertia, T s is the sampling period, T e is the motor torque, T L is the motor load torque, and k is the round number of the current sampling cycle.
5. The system according to claim 3, It is characterized in that The observation equation of the Kalman filter is: T L (k+1)=T L (k); Among them, T L is the motor load torque, and k is the round number of the current sampling cycle.
6. A method for suppressing vehicle vibration, It is characterized in that The method is applied to a system for suppressing vehicle vibration, the system for suppressing vehicle vibration comprising an active damping control module, a current lookup table, a current controller, an inverter and a motor, and the method comprises: Inputting the motor angular velocity collected in the current sampling period and the motor torque collected in the current sampling period into the active damping control module to obtain a torque compensation value; Inputting the correction torque into the current lookup table to obtain a command current value corresponding to the correction torque; the correction torque is the sum of the torque compensation value and the motor torque command at the current moment; The current difference is input into the current controller to compensate the current value of the next sampling period, so as to obtain a control signal for the control inverter; the current difference is the difference between the command current value and the actual current value; Inputting the control signal into the inverter to obtain three-phase electricity; The three-phase electricity is input to the motor to obtain a corrected angular velocity.
7. The method according to claim 6, It is characterized in that The active damping control module includes: a Kalman filter, a proportional integral controller and a low-pass filter; the motor angular velocity collected in the current sampling period and the motor torque collected in the current sampling period are input into the active damping control module to obtain a torque compensation value, including: The motor angular velocity and the motor torque collected in the current sampling period are input into the Kalman filter to obtain the target motor angular velocity; The motor speed jitter component is input into the proportional-integral controller to obtain a first torque compensation value; the motor speed jitter component is the difference between the motor angular velocity collected in the current sampling period and the target motor angular velocity; Inputting the first torque compensation value into the low-pass filter to obtain the first torque compensation value after the DC component is filtered out; The first torque compensation value after the DC component is filtered out is used as the torque compensation value.
8. The method according to claim 6, It is characterized in that The method further comprises: Constructing the state equation of the Kalman filter based on the motor motion equation; The motor load torque is set to a constant value, and the observation equation of the Kalman filter is constructed based on the motor load torque.
9. The method according to claim 8, It is characterized in that The state equation of the Kalman filter is constructed based on the motor motion equation, including: Constructing the state equation of the Kalman filter based on the motor motion equation; The state equation is: Where ω is the motor rotor angular velocity, J is the moment of inertia, T s is the sampling period, T e is the motor torque, T L is the motor load torque, and k is the round number of the current sampling cycle.
10. The method according to claim 8, It is characterized in that The observation equation of the Kalman filter constructed based on the motor load torque includes: Constructing an observation equation of the Kalman filter based on the motor load torque; The observation equation is: L (k+1)=T L (k); Among them, T L is the motor load torque, and k is the round number of the current sampling cycle.
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