CN-121973646-A - Dual-mode power control system of new energy sanitation truck

CN121973646ACN 121973646 ACN121973646 ACN 121973646ACN-121973646-A

Abstract

The invention relates to the technical field of control of a power system of a new energy automobile sanitation truck, in particular to a dual-mode power control system of the new energy sanitation truck, which comprises a control unit, a first motor, a second motor, a clutch and a power transmission chain, wherein in a clutch separation stage, the torque control direction of the second motor is opposite to the torque change direction of the first motor, the transient disturbance of the power transmission chain is actively regulated, the torque change rates of the first motor and the second motor are limited, and the dynamic state of the power transmission chain is judged based on the change of the angular speed of a driving shaft or wheels; the invention eliminates the dual-mode switching transient torque impact under the low-speed load abrupt change working condition, keeps the linear speed of the vehicle constant, optimizes the stress of a power transmission chain, and greatly improves the precision of cleaning operation and the stability of power distribution.

Inventors

WANG FENG
ZHANG JINGJING
GAO ZHISEN
ZHAO HUALI
ZHAO HUI
ZHANG YONG
LI BO
LI PIN

Assignees

凯达环境科技有限公司

Dates

Publication Date: 20260505
Application Date: 20260225

Claims (10)

1. The dual-mode power control system of the new energy sanitation vehicle is applied to a vehicle comprising a power battery, a first motor, a second motor, a clutch and a power transmission chain, wherein the first motor is continuously and mechanically connected with the power transmission chain, and the second motor is selectively connected into the power transmission chain through the clutch, and is characterized by comprising a control unit which is respectively connected with control ports of the first motor, the second motor and the clutch, and the control process of the control unit comprises the following steps: s1, under the condition that a work enabling signal of a vehicle work system is in an effective state and a vehicle running speed signal is lower than a preset speed threshold value, controlling a clutch to keep a separation state; s2, periodically collecting a torque control command signal of the first motor during the clutch keeps a separation state, and calculating the variation of the torque control command of the first motor in the adjacent control period; s3, when the variation of the first motor torque control command exceeds a first preset variation threshold, issuing a torque control command to the second motor while maintaining the clutch in a separated state, controlling the variation direction of the second motor torque control command to be opposite to that of the first motor torque control command, and limiting the variation of the second motor torque control command within a second preset variation threshold; S4, limiting the variation of the first motor torque control command within the first preset variation threshold while applying directional control to the second motor torque control command; s5, in the control process, periodically collecting an angular velocity feedback signal of a driving shaft or a wheel connected with a power transmission chain, and calculating the angular velocity variation in an adjacent control period; S6, when the variation of the torque control command of the first motor is kept within a first preset variation threshold and the variation of the angular velocity is kept within a preset stability judging range, the forbidden state of the clutch combination control signal is released, and the clutch is controlled to enter the combination state from the separation state; And S7, keeping the change direction of the second motor torque control command opposite to the change direction of the first motor torque control command in the process that the clutch is in the combined state from the separated state, and releasing the limitation on the change direction of the second motor torque control command after the clutch is combined.
2. The dual-mode power control system of the new energy sanitation truck as set forth in claim 1, wherein the control unit outputs a clutch release control signal and applies a state retention restriction to a combination control channel of the clutch when a work enabling signal of a vehicle work system is in an active state and a vehicle running speed signal is lower than a preset speed threshold value, so that the clutch is continuously in a release state until a release condition is satisfied; the state maintaining limit comprises the step of shielding a clutch combination request signal generated by fluctuation of the power demand of the whole vehicle during the period that the operation enabling signal is kept valid and the running speed signal of the vehicle does not exceed the preset speed threshold value, and the step of releasing the condition comprises the step of allowing the clutch to be combined after the control unit detects that the torque adjustment control of the first motor and the torque adjustment control of the second motor enter a preset controllable interval.
3. The dual-mode power control system of the new energy sanitation truck as set forth in claim 2, wherein the control unit generates the corresponding second motor torque compensation control amount based on an excess portion of the variation amount that exceeds the first motor torque variation allowable range when it is detected that the variation amount of the first motor torque control command exceeds the first motor torque variation allowable range during the clutch is kept in the disengaged state; The sign direction of the second motor torque compensation control quantity is opposite to the change direction of the first motor torque control command, and the amplitude of the second motor torque compensation control quantity is determined according to the exceeding part and the pre-stored torque mapping parameter and is limited in the second motor torque change allowable range.
4. The dual-mode power control system of the new energy sanitation truck as set forth in claim 3, wherein the control unit sets a reverse variation intervention state for torque control of the second motor when executing S3, the reverse variation intervention state being a temporary control state for coping with the overrun of the torque variation trend of the first motor; The control unit only enters a reverse change intervention state when detecting that the change amounts of the torque control instructions of the first motor exceed a first preset change threshold value in at least two continuous control periods, and issues the torque control instructions to the second motor in the reverse change intervention state, and the change direction of the torque control instructions of the second motor is limited to be opposite to the change direction of the torque control instructions of the first motor; When detecting that the variation of the torque control command of the first motor is lower than a first preset variation threshold value in any subsequent control period, exiting the reverse variation intervention state and stopping applying variation direction limitation to the second motor; The clutch remains disengaged throughout the reverse change intervening state duration.
5. The dual-mode power control system of a new energy sanitation truck as claimed in claim 4, wherein the control unit applies the limited variation control to the torque control process of the first motor during the execution S3 and the second motor is in the reverse variation intervention state, the process including: On the premise of keeping the current torque control command reference value of the first motor unchanged, limiting the allowable variation range of the torque control command of the first motor in the subsequent control period to be a subinterval smaller than a first preset variation threshold value; the control unit maintains limited change control such that the change in the first motor torque control command and the reverse change torque of the second motor remain overlapping in time until the second motor exits the reverse change intervention state.
6. The dual-mode power control system of a new energy sanitation truck as set forth in claim 1, wherein the control unit applies the change rate constraint control to the torque control command updating process of the first motor in a control phase in which the clutch is in a disengaged state and the second motor has been issued a reverse change torque control command according to S3, the process including: in each control period, acquiring a torque control command value of a previous control period of the first motor and a target torque control command value of a current control period, and calculating command variation between the torque control command value and the target torque control command value; comparing the command variable quantity with a first preset change threshold value, and limiting the torque control command updating value of the current control period of the first motor to be a torque command value which is increased or decreased by the torque control command value of the previous control period according to the first preset change threshold value when the command variable quantity is larger than the first preset change threshold value; the rate of change constraint control process is maintained for a torque control command update process applied to the first motor until the second motor reverse change torque control command is not withdrawn.
7. The dual-mode power control system of a new energy sanitation truck as set forth in claim 1, wherein the control unit generates an angular velocity change reference amount and a first motor limited change amount and a second motor reverse change amount for restricting and mapping a generation process of a first motor torque change and a second motor reverse change torque with respect to an angular velocity feedback signal of a drive shaft or wheels connected to a power transmission chain in the control process of S3, the process including: At each control period In, collect the feedback signal of the angular speed of the driving shaft or the wheel connected with the power transmission chain ; Calculating the internal angular velocity variation of adjacent control periods Wherein Collecting a value for the previous period; Based on Angular velocity variation of previous cycle Current torque variation of first motor And a reference value And a second motor reverse variation torque upper limit Calculating the limited variable quantity of the first motor through a multiparameter logic formula Reverse variation with the second motor The computational expression is: Wherein, the Updating the amplitude for the first motor torque command, the value being dynamically closed-loop adjusted; A value which is subjected to dynamic closed-loop adjustment for a reverse change torque command of the second motor; The angular speed variation of the driving shaft or the wheels collected for the current control period; the angular velocity variation amount for the previous control period; Controlling the command variable quantity for the original torque of the first motor; Controlling a reference value for the first motor torque; The maximum allowable value of the reverse variation torque of the second motor is set; Weighting coefficients for the control unit for adjusting the contribution of each parameter to closed loop adjustment; As a sign function for determining And the increasing and decreasing direction of the reference value.
8. The dual-mode power control system of a new energy sanitation truck as set forth in claim 1, wherein said control unit acquires a first motor torque control command during execution of the dual-motor cooperative control of S3 to S5 Angular velocity feedback signal to drive shaft or wheel of power transmission chain The clutch engagement operation is determined, and the process includes: Judging in each control period And a first preset change threshold value To judge the magnitude relation of (2) And a preset stability determination range Is a size relationship of (2); monitoring the two conditions in N continuous control periods, wherein N is at least two control periods; The determination system allows the output of the clutch engagement control signal only when both conditions are satisfied in the consecutive N periods, and is based on Weight coefficient Calculating a stability index, wherein the calculation formula is as follows: Wherein, the For weighting coefficients for adjusting And (3) with Contribution to clutch engagement determination; Will be And a preset stability determination threshold Comparing when When the clutch is kept in the on state in the continuous N control periods, the control unit releases the forbidden state of the clutch combination control signal, outputs the clutch combination control signal and controls the clutch to enter the combination state from the separation state; The clutch is combined with a control signal in the output process according to And (3) with And is applied in synchronization with the first motor limited torque change and the second motor reverse torque action of S3 to S5, and is cyclically updated until the clutch engagement is completed, or at least one of the following occurs in any one control period, the control unit withdraws the clutch engagement control signal and reenters the clutch disengagement control state, i.e., the amount of change in the first motor torque control command Exceeding a dynamically adjusted threshold Variable amount of angular velocity of drive shaft or wheel connected to power transmission chain Exceeding a dynamically adjusted threshold The continuous control cycle count does not satisfy the holding condition for N cycles.
9. The dual-mode power control system of the new energy sanitation truck as set forth in claim 8, wherein said control unit is configured to control the clutch in a continuous N control periods during the clutch engagement control determination process And (3) with The process of carrying out weighted statistics and dynamic threshold self-adaptive judgment comprises the following steps: recording in each control period And (3) with And calculating the average variation in N continuous periods, wherein the expression is as follows: Wherein, the Represent the first The first motor torque control command variation in the control period, Represent the first The amount of change in the angular velocity of the power train in each control period, Is continuous An average value of the first motor torque variation amount for each control period, The average value of the angular velocity variation of N continuous control periods is N, and N is an integer of at least two control periods; based on the average variation and a first preset threshold And Respectively calculating dynamic adjustment threshold values, wherein the calculation formula is as follows: Wherein, the A first preset change threshold value is used for representing a reference value allowing the change of the first motor torque control command; a reference limit indicating a change in the angular velocity of the power train for a preset angular velocity stability determination range; For a first adjustment factor for controlling the average change of continuous period torque versus dynamic threshold Is a function of (1); for controlling the average change of angular velocity of continuous period to the dynamic threshold value as the second adjustment coefficient Is a function of (1); And Respectively a torque threshold value and an angular velocity threshold value which are dynamically adjusted; Judging that the torque control command variation of the first motor in the current control period meets the requirement And the angular velocity variation of the power transmission chain satisfies And the judgment is updated in each control period until the dynamic threshold condition is no longer met or the clutch combining action is completed.
10. The dual-mode power control system of the new energy sanitation truck of claim 1, wherein the control unit dynamically adjusts the torque command of the second motor in the process of executing the clutch combining action to realize transient complementation with the torque command of the first motor, and the process comprises the following steps: monitoring clutch engagement status in real time Wherein Indicating that the clutch is in a disengaged state, Indicating that the clutch is engaged; When the clutch starts to be combined from the separation state When the second motor torque variation is controlled Satisfying the following requirements; Wherein, the Updating the amplitude for the second motor torque in the current control period; the first motor limited torque variation for the current control period; is a proportionality coefficient and is used for adjusting transient complementary effect; The historical weighting coefficient is used for preventing secondary oscillation; A second motor torque average value of the previous period; When (when) In the time-course of which the first and second contact surfaces, releasing the limitation of the torque direction of the second motor; the regulation process is executed in real time in each control period, so that the torque change direction of the second motor and the limited torque change direction of the first motor are kept complementary in the clutch combination stage, and normal closed-loop regulation is restored after the clutch is combined.

Description

Dual-mode power control system of new energy sanitation truck Technical Field The invention relates to the technical field of control of power systems of new energy automobiles and sanitation vehicles, in particular to a dual-mode power control system of a new energy sanitation vehicle. Background The new energy sanitation vehicle is used as main power equipment for urban cleaning, and a power system of the new energy sanitation vehicle is required to simultaneously meet the complex requirements of low-speed running of a chassis and high-power operation of an upper fan. The dual-mode power control is a key technical means for balancing the power performance and the endurance mileage of the whole vehicle. In the prior art, a multi-motor cooperative driving architecture is mostly adopted, and a clutch or a speed change mechanism is introduced to realize the switching of different power modes. The design aims to solve the problem that a single driving mode cannot simultaneously give consideration to light load energy conservation and heavy load climbing. For example, patent CN117984761a discloses a dual-mode electric drive system and a vehicle, which provides a clutch device between the motor and the output to enable the first motor or the second motor to be selectively connected to or disconnected from the power system. When the vehicle is in a working condition with smaller power requirements such as road sweeping and the like, the control system stops the auxiliary motor by disconnecting the clutch, and only keeps the driving of the main motor, so that the efficiency loss caused by the simultaneous operation of the double motors under low load is avoided, and the energy utilization rate of the vehicle under a steady-state cruising working condition is obviously improved. However, the existing control method is applied to an actual environmental sanitation operation scene, but has the problem of dynamic mode switching stability. The system is characterized in that when the sanitation truck performs low-speed operation in a single motor mode, if the road gradient is suddenly increased or the operation resistance is instantaneously increased, the system needs to emergently close a clutch to intervene in a second motor for power compensation. However, existing control strategies tend to focus only on rotational speed synchronization while ignoring inertia matching and power flow continuity during torque establishment when dealing with this dynamic coupling process. The second motor, at the intervention instant, may cause torque shock or instantaneous power interruption on the driveline due to lack of preloaded torque control and dynamic smoothing algorithms for abrupt load changes. Under the working condition that the sanitation truck creep at extremely low speed, the millisecond-level torque fluctuation can be amplified by the chassis system, and obvious longitudinal setbacks and abrupt speed changes of the vehicle can be caused. The control method breaks the linear speed constancy of the cleaning operation, possibly causes the road surface to be missed or the road edge to be impacted due to the instability of the vehicle speed, and also can cause irreversible mechanical fatigue damage to the power transmission part, thereby failing to meet the engineering requirements of high-precision sanitation operation. Disclosure of Invention Aiming at the defects of the prior art, the invention discloses a dual-mode power control system of a new energy sanitation truck, which aims to realize that under the working condition of low-speed operation, transient torque fluctuation generated in the power mode switching process is restrained and the power continuity and the running stability of the sanitation operation running process are improved by uniformly controlling the dual-motor torque change process and the clutch access time sequence. In order to achieve the technical effects, the invention adopts the following technical scheme: The dual-mode power control system of the new energy sanitation vehicle is applied to a vehicle comprising a power battery, a first motor, a second motor, a clutch and a power transmission chain, wherein the first motor is continuously and mechanically connected with the power transmission chain, the second motor is selectively connected into the power transmission chain through the clutch, the system comprises a control unit, the control unit is respectively connected with control ports of the first motor, the second motor and the clutch, and the control process of the control unit comprises the following steps: s1, under the condition that a work enabling signal of a vehicle work system is in an effective state and a vehicle running speed signal is lower than a preset speed threshold value, controlling a clutch to keep a separation state; s2, periodically collecting a torque control command signal of the first motor during the clutch keeps a separation state, and calculating the variation o