摘要
针对功率分流式混合动力汽车传动系统瞬态模式切换过程低频扭振性能恶化问题,提出基于控制垒势函数的有限时间预设性能(FTPPC-CBFs)控制器的分层动态协调控制策略。对于该混联式构型,采用杠杆法建立系统不同模式切换阶段低频扭转振动动力学模型。在上层设计中,以离合器转速同步阶段作为主要研究阶段,基于一般预设性能(PPC)控制的设计思路,以模式切换性能指标构建预设性能函数,并引入控制垒势函数(CBFs)将预设性能约束问题转化为二次规划问题,形成控制垒势函数法预设性能(PPC-CBFs)控制策略。下层基于有限时间加幂积分(FTAAPI)进行误差的快速收敛控制,与上层PPC-CBFs构成FTPPC-CBFs控制策略,并进行了硬件在环试验。结果表明:与FTAAPI控制、预设性能滑模控制(SMC-PPC)以及有限时间加幂积分预设性能(FTAAPI-PPC)控制相比,FTPPC-CBFs控制策略的冲击度分别降低了50.12%、37.42%、42.92%;在突加扰动影响下,控制垒势函数约束下的冲击度为9.99 m/s^(3),而没有该约束下的冲击度为13.76 m/s^(3),超出了设定的冲击度标准。硬件在环试验结果表明:对比其他3种控制策略,FTPPC-CBFs控制策略的冲击度分别降低了81.89%、77.30%、43.01%;突加扰动影响下,冲击度为9.71 m/s^(3),试验与仿真结论一致。
To address the deterioration of low-frequency torsional vibration performance during the transient mode-switching process in power-split hybrid electric vehicle transmission systems,a hierarchical dynamic coordinated control strategy based on finite-time prescribed performance control with control barrier functions(FTPPC-CBFs)is proposed.For this series-parallel hybrid configuration,the lever method is adopted to establish a low-frequency torsional vibration dynamic model for different mode-switching stages.In the upper-layer design,the clutch speed synchronization stage is selected as the primary research phase.Based on the design principles of general prescribed performance control(PPC),a prescribed performance function is constructed using mode-switching performance metrics.Control Barrier Functions(CBFs)are introduced to transform the prescribed performance constraint problem into a quadratic programming problem,forming the Prescribed Performance Control with Control Barrier Functions(PPC-CBFs)strategy.In the lower layer,finite-time adaptive power integration(FTAAPI)is employed to achieve rapid error convergence control.The combination of the upper-layer PPC-CBFs and the lower-layer FTAAPI constitutes the FTPPC-CBFs control strategy,which is validated through hardware-in-the-loop(HIL)testing.Results show that,compared to FTAAPI control,sliding mode control(SMC)under ordinary PPC,and FTAAPI-PPC control,the FTPPC-CBFs strategy reduces the impact severity by 50.12%,37.42%,and 42.92%,respectively.Under sudden disturbance conditions,the jerk with CBFs constraints is 9.99 m/s^(3),whereas without CBFs,it reaches 13.76 m/s^(3)-exceeding the prescribed jerk standard.HIL test results demonstrate that,compared to the other three control strategies,FTPPC-CBFs reduces jerk by 81.89%,77.30%,and 43.01%,respectively.Under sudden disturbances,the jerk is maintained at 9.71 m/s^(3),confirming consistency between experimental and simulation conclusions.
作者
殷春芳
陈琰
施德华
汪少华
容香伟
安兴科
YIN Chunfang;CHEN Yan;SHI Dehua;WANG Shaohua;RONG Xiangwei;AN Xingke(Electrical Information Engineering,Jiangsu University,Zhenjiang,Jiangsu 212013,China;Institute of Automotive Engineering,Jiangsu University,Zhenjiang,Jiangsu 212013,China;Institute of Engineering and Technology Research,Jiangsu University,Zhenjiang,Jiangsu 212009,China)
出处
《西安交通大学学报》
北大核心
2025年第7期214-224,共11页
Journal of Xi'an Jiaotong University
基金
国家自然科学基金资助项目(52272368)
中国博士后科学基金资助项目(2023M731444)
镇江市基础研究专项计划资助项目(JC2024006)。
关键词
混合动力汽车
扭转振动
控制垒势函数
硬件在环
hybrid electric vehicle
torsional vibration
control barrier function
hardware in the loop
