CN108215936B - Drive control method and device for pure electric vehicle - Google Patents

Drive control method and device for pure electric vehicle Download PDF

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CN108215936B
CN108215936B CN201711480298.0A CN201711480298A CN108215936B CN 108215936 B CN108215936 B CN 108215936B CN 201711480298 A CN201711480298 A CN 201711480298A CN 108215936 B CN108215936 B CN 108215936B
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torque
motor
veh
speed
pure electric
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CN108215936A (en
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王彦波
连凤霞
张佳骥
赵国强
李志杰
邓金涛
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Weichai Power Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/46—Drive Train control parameters related to wheels
    • B60L2240/461—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/46—Drive Train control parameters related to wheels
    • B60L2240/465—Slip
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The embodiment of the invention discloses a drive control method and a drive control device of a pure electric vehicle, wherein the drive control method comprises the following steps: calculating to obtain a wheel speed equivalent vehicle speed v according to the rotor rotating speed of a motor of the pure electric vehicleWhlAnd a reference vehicle speed vVehAnd pressAccording to formula S1 ═ vWhl‑vVeh)/vWhlCalculating a wheel slip rate estimated value S1; if the wheel slip rate estimated value S1 is greater than the set wheel slip rate, attenuating the current motor demand torque of the motor according to the torque attenuation step length; the torque control is performed with the minimum value of the driver required torque and the reduced first motor required torque as the required torque. In the embodiment of the invention, a wheel speed sensor and a vehicle speed sensor are not needed, so that the cost is reduced, the driving safety is ensured, the incomplete loss of the driving capability of the vehicle in the driving antiskid control is ensured, and the control stability of the vehicle is improved.

Description

Drive control method and device for pure electric vehicle
Technical Field
The embodiment of the invention relates to the field of electric automobiles, in particular to a drive control method and device of a pure electric vehicle.
Background
The fuel automobile is an automobile driven by gasoline as a power source, and although the fuel automobile occupies a large share of the automobile market at present, the fuel automobile consumes non-renewable petroleum resources and discharges waste gas to pollute the environment, so that the prospect is gradually blurred. Along with that, various pure electric vehicles stand out.
The pure electric vehicle is driven by the motor serving as a driving force, has the advantages of energy conservation and environmental protection, and has the characteristics of quick torque response, low rotating speed and large torque for the pure electric vehicle. However, the conventional pure electric vehicle is easy to slip the driving wheels under the condition of rapid acceleration, and is particularly obvious under the conditions of no load of the vehicle and poor road surface adhesion energy. When the rear axle-driven pure electric vehicle has the phenomenon that the driving wheels slip, the rear wheels seriously lose the lateral adhesion capability due to the slip, and if the front wheels have a slight lateral force, the vehicle can generate yaw torque to generate tail-flicking excitation, so that the control is difficult.
Disclosure of Invention
The embodiment of the invention provides a drive control method and a drive control device of a pure electric vehicle, which are used for solving the problem of vehicle control instability caused by the fact that wheel driving force exceeds ground adhesion capacity when an existing pure electric vehicle is driven.
The embodiment of the invention provides a drive control method of a pure electric vehicle, which comprises the following steps:
calculating to obtain a wheel speed equivalent vehicle speed v according to the rotor rotating speed of the motor of the pure electric vehicleWhlAnd a reference vehicle speed vVehAnd the estimated wheel slip value S1, S1 ═ v is calculated according to the formula (1)Whl-vVeh)/vWhl(1)；
If the wheel slip rate estimated value S1 is greater than the set wheel slip rate, attenuating the current motor demand torque of the motor of the pure electric vehicle according to a torque attenuation step length;
the torque control is performed with the minimum value of the driver required torque and the reduced first motor required torque as the required torque.
Further, calculating the wheel speed equivalent vehicle speed v according to the rotor rotating speed of the motor of the pure electric vehicleWhlThe specific implementation process comprises the following steps: calculating the wheel speed equivalent vehicle speed v according to the formula (2)Whl，
Figure BDA0001533622050000021
Wherein n isMTThe speed of a rotor of a motor of the pure electric vehicle is defined as r, the radius of a wheel of the pure electric vehicle is defined as ig, the speed ratio of a gearbox of the pure electric vehicle is defined as ig, and the speed ratio of a main reducer of the pure electric vehicle is defined as io.
Further, the reference vehicle speed v is calculatedVehThe specific implementation process comprises the following steps: calculating the reference vehicle speed v according to a formula (3-5)Veh，
vVeh(0)＝0 (3)；
vVeh(n+1)＝vVeh(n)+dv(n+1) (4)；
dv(n+1)＝max(dvmin，min(dvmax，vWhl-vVeh(n))) (5)；
Wherein v isVeh(0) 0 means that the reference vehicle speed is initialized to 0, vVeh(n+1)＝vVeh(n) + dv (n +1) means the reference vehicle speed v at the time n +1Veh(n +1) is the reference vehicle speed v at the time of nVeh(n) increasing the variation dv (n +1) by the wheel speed equivalent vehicle speed vWhlAnd the reference vehicle speed v at the time nVehDifference of (n), dvmaxAnd dvmaxDv, dvmaxThe speed change step length dv calculated according to the maximum acceleration of the pure electric vehicleminThe speed change step length is calculated according to the maximum braking intensity of the pure electric vehicle.
Further, the specific implementation process of attenuating the current motor demand torque of the motor of the electric-only vehicle by the torque attenuation step comprises the following steps:
acquiring the current motor required torque, attenuating the current motor required torque according to a formula (6-7),
TrqMT2＝TrqMT1-dTrqNeg (6)，
TrqMT'＝max(Trqmin，TrqMT2) (7)，
wherein, TrqMT2 is the attenuated motor demand torque, TrqMT1 is the first motor demand torque of the previous step, dTrqNeg is the torque attenuation step, TrqMT' is the first motor demand torque, and Trqmin is the motor demand torque reference minimum.
Further, still include:
if the wheel slip rate estimated value S1 is detected to be less than or equal to the set wheel slip rate and the driving anti-slip flag value is 1, restoring the motor demand torque of the motor of the pure electric vehicle according to the formula (8);
TrqMT'＝TrqMT1+dTrqPos (8)，
where TrqMT' is the first motor demand torque, TrqMT1 is the first motor demand torque in the previous step, and dTrqPos is the torque recovery step.
Further, still include:
if the reference vehicle speed v is detectedVehIf the absolute value of the difference between the driver required torque and the first motor required torque is greater than or equal to a reference vehicle speed threshold value and is less than or equal to a torque difference threshold value, finishing the driving anti-skid control; alternatively, the first and second electrodes may be,
and if the estimated wheel slip rate value S1 is smaller than or equal to the set wheel slip rate and the absolute value of the difference between the driver required torque and the first motor required torque is smaller than or equal to the torque difference threshold value, ending the drive anti-slip control.
The embodiment of the invention also provides a drive control device of a pure electric vehicle, which comprises:
a slip ratio calculation module for calculating a wheel speed equivalent vehicle speed v according to the rotor speed of the motor of the pure electric vehicleWhlAnd a reference vehicle speed vVehAnd the estimated wheel slip value S1, S1 ═ v is calculated according to the formula (1)Whl-vVeh)/vWhl(1)；
The torque calculation module is used for attenuating the current motor demand torque of the motor of the pure electric vehicle according to a torque attenuation step if the wheel slip rate estimated value S1 is greater than a set wheel slip rate;
and the torque control module is used for performing torque control by taking the minimum value of the driver required torque and the reduced first motor required torque as the required torque.
Further, the slip ratio calculation module is used for calculating the wheel speed equivalent vehicle speed v according to a formula (2)Whl，
Figure BDA0001533622050000041
Wherein n isMTThe speed of a rotor of a motor of the pure electric vehicle is defined as r, the radius of a wheel of the pure electric vehicle is defined as ig, the speed ratio of a gearbox of the pure electric vehicle is defined as ig, and the speed ratio of a main reducer of the pure electric vehicle is defined as io.
Further, the slip ratio calculation module is used for calculating the slip ratio according to a formula(3-5) calculating the reference vehicle speed vVeh，
vVeh(0)＝0 (3)；
vVeh(n+1)＝vVeh(n)+dv(n+1) (4)；
dv(n+1)＝max(dvmin，min(dvmax，vWhl-vVeh(n))) (5)；
Wherein v isVeh(0) 0 means that the reference vehicle speed is initialized to 0, vVeh(n+1)＝vVeh(n) + dv (n +1) means the reference vehicle speed v at the time n +1Veh(n +1) is the reference vehicle speed v at the time of nVeh(n) increasing the variation dv (n +1) by the wheel speed equivalent vehicle speed vWhlAnd the reference vehicle speed v at the time nVehDifference of (n), dvmaxAnd dvmaxDv, dvmaxThe speed change step length dv calculated according to the maximum acceleration of the pure electric vehicleminThe speed change step length is calculated according to the maximum braking intensity of the pure electric vehicle.
Further, the torque calculation module is configured to obtain the current motor required torque if the wheel slip rate estimated value S1 is greater than a set wheel slip rate, and attenuate the current motor required torque according to equations (6-7),
TrqMT2＝TrqMT1-dTrqNeg (6)，
TrqMT'＝max(Trqmin，TrqMT2) (7)，
wherein, TrqMT2 is the attenuated motor demand torque, TrqMT1 is the first motor demand torque of the previous step, dTrqNeg is the torque attenuation step, TrqMT' is the first motor demand torque, and Trqmin is the motor demand torque reference minimum.
Further, the torque calculation module is further configured to recover the motor demand torque of the electric motor of the electric-only vehicle according to equation (8) if it is detected that the wheel slip rate estimated value S1 is less than or equal to the set wheel slip rate and the driving anti-slip flag value is 1;
TrqMT'＝TrqMT1+dTrqPos (8)，
where TrqMT' is the first motor demand torque, TrqMT1 is the first motor demand torque in the previous step, and dTrqPos is the torque recovery step.
Further, still include: an anti-skid control module for, if the reference vehicle speed v is detectedVehIf the absolute value of the difference between the driver required torque and the first motor required torque is greater than or equal to a reference vehicle speed threshold value and is less than or equal to a torque difference threshold value, finishing the driving anti-skid control; alternatively, the first and second electrodes may be,
and the anti-skid control module is used for finishing driving anti-skid control if the estimated wheel slip rate value S1 is detected to be less than or equal to the set wheel slip rate and the absolute value of the difference value between the driver required torque and the first motor required torque is detected to be less than or equal to the torque difference value threshold value.
According to the drive control method and the drive control device, the wheel speed equivalent vehicle speed and the reference vehicle speed are calculated according to the rotor rotating speed of the motor, the wheel slip rate estimated value is calculated, if the wheel slip rate estimated value is larger than the set wheel slip rate, the current motor required torque of the motor of the pure electric vehicle is attenuated according to the torque attenuation step length, and the minimum value of the driver required torque and the reduced first motor required torque is used as the required torque to carry out torque control. In the embodiment of the invention, the wheel speed equivalent vehicle speed obtained by calculating the rotating speed of the motor rotor and the reference vehicle speed are used for calculating the wheel slip rate estimated value, a wheel speed sensor and a vehicle speed sensor are not needed, the cost is reduced, and the method is also suitable for pure electric vehicles without the configuration; the torque required by the driver is corrected, so that the actual torque of the motor is finally controlled not to exceed the torque required by the driver in the driving anti-skid control process, no additional communication delay exists, and the driving safety is ensured; the torque is gradually controlled by adopting the torque attenuation step length, the smoothness of drive skid resistance and torque control is considered, the incomplete driving capability loss of a vehicle in the drive skid resistance control is ensured, the control stability of the vehicle is improved, and the problem that the vehicle control instability is caused because the driving force of the wheels exceeds the ground adhesion capability in the drive of the existing pure electric vehicle is solved.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
Fig. 1 is a flowchart of a drive control method for a pure electric vehicle according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of a drive control apparatus for an electric-only vehicle according to an embodiment of the present invention;
fig. 3 is a schematic diagram of a pure electric vehicle according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention clearer, the technical solutions of the present invention will be clearly and completely described through embodiments with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Referring to fig. 1, a flowchart of a drive control method for a pure electric vehicle according to an embodiment of the present invention is shown, where the drive control method may be executed by a drive control device, and the drive control device may be implemented in software and/or hardware and configured to be executed in the pure electric vehicle.
The driving control method provided in this embodiment specifically includes the following steps:
step 110, calculating a wheel speed equivalent vehicle speed v according to the rotor rotating speed of a motor of the pure electric vehicleWhlAnd a reference vehicle speed vVehAnd the estimated wheel slip value S1, S1 ═ v is calculated according to the formula (1)Whl-vVeh)/vWhl(1)。
Wheel slip refers to the apparent sliding friction or relative motion between the vehicle wheel and the ground, and the wheel slip rate refers to the ratio of the wheel rim linear velocity to the wheel center velocity after the difference between the wheel rim linear velocity and the wheel center velocity. The greater the wheel slip, the greater the drop in the longitudinal and lateral traction capabilities of the tire.
In the embodiment, the wheel speed equivalent vehicle speed v calculated by the rotor speed of the motor of the pure electric vehicle is adoptedWhlAnd a reference vehicle speed vVehThe wheel slip ratio estimated value S1 is calculated simply and quickly, a special driving anti-slip controller is not needed, a wheel speed sensor and a vehicle speed sensor are not needed, the cost is reduced, and communication delay does not exist.
Note that the wheel speed equivalent vehicle speed v of the present embodimentWhlAnd a reference vehicle speed vVehThe wheel slip ratio estimated value S1 is a calculated estimated value, but has a small difference with the value acquired by the sensor, so that the cost is reduced without using the sensor.
And 120, if the wheel slip rate estimated value S1 is greater than the set wheel slip rate, attenuating the current motor demand torque of the motor of the pure electric vehicle according to the torque attenuation step length.
The set wheel slip is the wheel slip at which the best adhesion of the tire to the ground is achieved, and it is apparent that if the wheel slip exceeds the set wheel slip, the longitudinal and lateral adhesion of the tire begins to decrease, easily causing vehicle handling instability. Therefore, in the present embodiment, whether the estimated wheel slip rate S1 exceeds the set wheel slip rate is used as a criterion for whether the antiskid control flow is started, specifically, when the estimated wheel slip rate S1 is greater than the set wheel slip rate, the antiskid control flow is started.
In this embodiment, the antiskid driving control process specifically achieves the antiskid driving purpose by limiting the torque required by the motor. Specifically, after the drive anti-skid control process is started, the current motor required torque of the motor of the pure electric vehicle is attenuated according to the torque attenuation step length, so that the motor required torque can be limited.
It should be noted that the difference between the wheel slip ratio estimated value and the set wheel slip ratio affects the torque attenuation step length and the torque recovery step length, the corresponding relationship between the wheel slip ratio estimated value and the set wheel slip ratio difference and the torque attenuation step length is pre-stored in the drive control device, and the corresponding relationship between the wheel slip ratio estimated value and the set wheel slip ratio difference and the torque recovery step length is pre-stored in the drive control device, and the corresponding torque attenuation step length and the torque recovery step length can be obtained by calculating the difference between the wheel slip ratio estimated value and the set wheel slip ratio and looking up a table.
And step 130, performing torque control by taking the minimum value of the driver required torque and the reduced first motor required torque as the required torque.
In this embodiment, the driver required torque refers to a required torque input by the driver when the driver drives the vehicle, and the actual torque of the control motor is obtained by reducing the driver required torque and the first motor required torque. In this case, the actual torque of the finally controlled electric machine does not exceed the torque required by the driver, ensuring the driving safety.
According to the drive control method provided by the embodiment, a wheel speed equivalent vehicle speed and a reference vehicle speed are calculated according to the rotor rotating speed of a motor, a wheel slip rate estimated value is calculated, if the wheel slip rate estimated value is larger than a set wheel slip rate, the current motor demand torque of the motor of the pure electric vehicle is attenuated according to a torque attenuation step length, and the minimum value of the driver demand torque and the reduced first motor demand torque is used as the demand torque to perform torque control. In the embodiment, the wheel slip rate estimated value is calculated by using the wheel speed equivalent vehicle speed obtained by calculating the rotating speed of the rotor of the motor and the reference vehicle speed, a wheel speed sensor and a vehicle speed sensor are not needed, the cost is reduced, and the method is also suitable for pure electric vehicles without the configuration; the torque required by the driver is corrected, so that the actual torque of the motor is finally controlled not to exceed the torque required by the driver in the driving anti-skid control process, no additional communication delay exists, and the driving safety is ensured; the torque is gradually controlled by adopting the torque attenuation step length, the smoothness of drive skid resistance and torque control is considered, the incomplete driving capability loss of a vehicle in the drive skid resistance control is ensured, the control stability of the vehicle is improved, and the problem that the vehicle control instability is caused because the driving force of the wheels exceeds the ground adhesion capability in the drive of the existing pure electric vehicle is solved.
Optionally, the wheel speed equivalent vehicle speed v is calculated according to the rotor speed of the motor of the pure electric vehicleWhlThe specific implementation process comprises the following steps: calculating the equivalent vehicle speed v of the wheel speed according to the formula (2)Whl，
Figure BDA0001533622050000091
Wherein n isMTThe speed of a rotor of a motor of the pure electric vehicle is r, the radius of a wheel of the pure electric vehicle is ig, the speed ratio of a gearbox of the pure electric vehicle is ig, and the speed ratio of a main speed reducer of the pure electric vehicle is io.
The rotating speeds of two driving wheels of the pure electric vehicle and the rotating speed of the motor rotor can be coupled through a differential mechanism, the input rotating speed of the differential mechanism is equal to the average value of the rotating speeds of the two driving wheels, and when the driving wheels slip, an input shaft of the differential mechanism can fly, so that the rotating speed of the motor rotor can be used for approximately calculating to obtain the equivalent vehicle speed v of the wheel speedWhlI.e. according to the motor rotor speed nMTCalculated vehicle speed vMTVehicle speed v approximately equal to wheel speed equivalentWhl. And the motor rotor speed nMTWith the speed v of the vehicleMTIs calculated by the formula
Figure BDA0001533622050000101
Therefore, the wheel speed equivalent vehicle speed v can be calculated according to the formula (2)Whl。
In the embodiment of the invention, the rotation speed equivalent vehicle speed of the motor rotor is used for calculating the wheel speed equivalent vehicle speed, and the wheel slip rate estimated value is solved according to the wheel speed equivalent vehicle speed, so that a wheel speed sensor is not needed, the vehicle configuration requirement is not high, the vehicle cost is reduced, and the method can be suitable for a pure electric vehicle without the wheel speed sensor.
Optionally, calculating the reference vehicle speed vVehThe specific implementation process comprises the following steps: calculating a reference vehicle speed v according to a formula (3-5)Veh，
vVeh(0)＝0 (3)；
vVeh(n+1)＝vVeh(n)+dv(n+1) (4)；
dv(n+1)＝max(dvmin，min(dvmax，vWhl-vVeh(n))) (5)；
Wherein v isVeh(0) 0 means that the reference vehicle speed is initialized to 0, vVeh(n+1)＝vVeh(n) + dv (n +1) means the reference vehicle speed v at the time n +1Veh(n +1) is the reference vehicle speed v at the time of nVeh(n) increasing the variation dv (n +1) by the wheel speed equivalent vehicle speed vWhlReference vehicle speed v at time nVehDifference of (n), dvmaxAnd dvmaxDv, dvmaxThe speed change step length dv calculated according to the maximum acceleration of the pure electric vehicleminThe speed change step length is calculated according to the maximum braking intensity of the pure electric vehicle.
In the embodiment of the invention, the reference vehicle speed v is calculated by adopting the formulaVehThe vehicle speed sensor is not needed, the requirement on vehicle configuration is not high, the vehicle cost is reduced, and the vehicle speed sensor-free pure electric vehicle can be applied.
It should be noted that the maximum acceleration and the maximum braking strength of the electric-only vehicle are known parameters of the vehicle design.
Optionally, the specific implementation process of attenuating the current motor demand torque of the motor of the electric-only vehicle according to the torque attenuation step includes:
acquiring the current motor required torque, attenuating the current motor required torque according to a formula (6-7),
TrqMT2＝TrqMT1-dTrqNeg (6)，
TrqMT'＝max(Trqmin，TrqMT2) (7)，
wherein, TrqMT2 is the attenuated motor demand torque, TrqMT1 is the first motor demand torque of the previous step, dTrqNeg is the torque attenuation step, TrqMT' is the first motor demand torque, and Trqmin is the motor demand torque reference minimum.
When the wheel slip ratio estimated value S1 is greater than the set wheel slip ratio, the drive slip control process is performed regardless of whether the drive slip flag value is 0 or 1. In the driving antiskid control flow, the current motor required torque needs to be obtained, and the corresponding torque attenuation step length is obtained by calculating the difference value between the wheel slip rate estimated value and the set wheel slip rate and looking up a table, so that the motor required torque can be attenuated, the torque attenuation is a progressive control process, and the driving antiskid and the torque smoothness adjustment are both considered.
Specifically, after the current motor required torque is obtained, attenuating the current motor required torque according to a formula (6) to obtain an attenuated motor required torque, and then obtaining a first motor required torque according to a formula (7); then, attenuating the first motor required torque TrqMT1 of the previous step length obtained in the previous cycle according to a formula (6-7); with this cycle, the gradual decay of the motor demand torque is controlled. Wherein dTqNeg is greater than zero.
It should be noted that the motor demand torque after attenuation is also limited not to be lower than the motor demand torque reference minimum value TrqMin, so that complete loss of driving force is prevented, and driving safety is ensured. Finally, according to step 130, the torque required by the first motor and the torque required by the driver are reduced, so that the actual torque of the finally controlled motor is ensured not to exceed the torque required by the driver.
On the basis of any of the above embodiments, optionally, the drive control method further includes:
if the wheel slip rate estimated value S1 is detected to be less than or equal to the set wheel slip rate and the driving anti-slip flag value is 1, restoring the motor demand torque of the motor of the pure electric vehicle according to the formula (8);
TrqMT'＝TrqMT1+dTrqPos (8)，
where TrqMT' is the first motor demand torque, TrqMT1 is the first motor demand torque in the previous step, and dTrqPos is the torque recovery step.
When the wheel slip ratio estimated value S1 is less than or equal to the set wheel slip ratio, if it is detected that the drive slip flag value is 1, the drive slip control process is also entered. In the driving antiskid control flow, the current motor required torque needs to be acquired, and then the corresponding torque recovery step length is obtained by calculating the difference value between the wheel slip rate estimated value and the set wheel slip rate and looking up a table, so that the motor required torque can be recovered, the torque recovery is a progressive control process, and the driving antiskid and the torque smoothness adjustment are both considered.
Specifically, after the current motor required torque is obtained, restoring the current motor required torque according to a formula (8) to obtain the restored motor required torque; then, the first motor required torque TrqMT1 of the previous step obtained in the previous cycle is restored according to the formula (8); and controlling the gradual recovery of the required torque of the motor in the circulation. Wherein dTqPos is greater than zero.
Finally, according to step 130, the torque required by the first motor and the torque required by the driver are reduced, so that the actual torque of the finally controlled motor is ensured not to exceed the torque required by the driver.
On the basis of any of the above embodiments, optionally, the drive control method further includes:
if a reference vehicle speed v is detectedVehIf the absolute value of the difference between the driver required torque and the first motor required torque is greater than or equal to the reference vehicle speed threshold value and is less than or equal to the torque difference threshold value, finishing the driving anti-skid control; alternatively, the first and second electrodes may be,
if it is detected that the wheel slip ratio estimated value S1 is less than or equal to the set wheel slip ratio and the absolute value of the difference between the driver required torque and the first motor required torque is less than or equal to the torque difference threshold value, the drive slip control is ended.
In the drive control method, when the wheel slip ratio estimated value S1 is greater than the set wheel slip ratio, the pure electric vehicle enters the drive anti-skid control flow. After the driving antiskid control is effectively carried out, the driving antiskid control flow needs to be quitted, otherwise, the driving antiskid control flow is continuously carried out, and the driving feeling of a driver is possibly influenced. Therefore, the drive slip control is terminated in the above manner, and the driving feeling of the driver can be improved.
It should be noted that, after the drive anti-skid control process is finished, the pure electric vehicle is in the normal electric control process, at this time, the drive anti-skid flag value is 0, the motor required torque is equal to the driver required torque, that is, the motor torque is directly controlled according to the driver required torque.
Referring to fig. 2, a flowchart of a drive control apparatus for an electric-only vehicle according to an embodiment of the present invention is provided, where the drive control apparatus may execute the drive control method according to any of the embodiments described above, and the drive control apparatus may be implemented in software and/or hardware and configured to be executed in the electric-only vehicle.
The drive control apparatus provided in this embodiment specifically includes:
a slip ratio calculation module 210 for calculating a wheel speed equivalent vehicle speed v according to a rotor rotation speed of a motor of the pure electric vehicleWhlAnd a reference vehicle speed vVehAnd the estimated wheel slip value S1, S1 ═ v is calculated according to the formula (1)Whl-vVeh)/vWhl(1)；
The torque calculation module 220 is used for attenuating the current motor demand torque of the motor of the pure electric vehicle according to the torque attenuation step length if the wheel slip rate estimated value S1 is greater than the set wheel slip rate;
and a torque control module 230 for performing torque control with a minimum value of the driver required torque and the reduced first motor required torque as a required torque.
Optionally, the slip ratio calculation module 210 is used for calculating the wheel speed equivalent vehicle speed v according to the formula (2)Whl，
Figure BDA0001533622050000141
Wherein n isMTThe speed of a rotor of a motor of the pure electric vehicle is r, the radius of a wheel of the pure electric vehicle is ig, the speed ratio of a gearbox of the pure electric vehicle is ig, and the speed ratio of a main speed reducer of the pure electric vehicle is io.
Optionally, the slip ratio calculation module 210 is configured to calculate the reference vehicle speed v according to the formula (3-5)Veh，
vVeh(0)＝0 (3)；
vVeh(n+1)＝vVeh(n)+dv(n+1) (4)；
dv(n+1)＝max(dvmin，min(dvmax，vWhl-vVeh(n))) (5)；
Wherein v isVeh(0) 0 means that the reference vehicle speed is initialized to 0, vVeh(n+1)＝vVeh(n) + dv (n +1) means the reference vehicle speed v at the time n +1Veh(n +1) is the reference vehicle speed v at the time of nVeh(n) increasing the variation dv (n +1) by the wheel speed equivalent vehicle speed vWhlReference vehicle speed v at time nVehDifference of (n), dvmaxAnd dvmaxDv, dvmaxThe speed change step length dv calculated according to the maximum acceleration of the pure electric vehicleminThe speed change step length is calculated according to the maximum braking intensity of the pure electric vehicle.
Optionally, the torque calculating module 220 is configured to obtain the current motor required torque if the wheel slip rate estimated value S1 is greater than the set wheel slip rate, and attenuate the current motor required torque according to the formulas (6-7),
TrqMT2＝TrqMT1-dTrqNeg (6)，
TrqMT'＝max(Trqmin，TrqMT2) (7)，
wherein, TrqMT2 is the attenuated motor demand torque, TrqMT1 is the first motor demand torque of the previous step, dTrqNeg is the torque attenuation step, TrqMT' is the first motor demand torque, and Trqmin is the motor demand torque reference minimum. Wherein dTqNeg is greater than zero.
Optionally, the torque calculation module 220 is further configured to recover the motor demand torque of the electric motor of the electric-only vehicle according to equation (8) if it is detected that the wheel slip rate estimated value S1 is less than or equal to the set wheel slip rate and the driving anti-slip flag value is 1;
TrqMT'＝TrqMT1+dTrqPos (8)，
where TrqMT' is the first motor demand torque, TrqMT1 is the first motor demand torque in the previous step, and dTrqPos is the torque recovery step. Wherein dTqPos is greater than zero.
Optionally, the drive control device further includes:an antiskid control module 240, the antiskid control module 240 being configured to detect a reference vehicle speed v if the reference vehicle speed v is detectedVehIf the absolute value of the difference between the driver required torque and the first motor required torque is greater than or equal to the reference vehicle speed threshold value and is less than or equal to the torque difference threshold value, finishing the driving anti-skid control; alternatively, the first and second electrodes may be,
the anti-skid control module 240 is configured to end the drive anti-skid control if the estimated wheel slip rate value S1 is detected to be less than or equal to the set wheel slip rate and the absolute value of the difference between the driver requested torque and the first motor requested torque is detected to be less than or equal to the torque difference threshold value.
The drive control apparatus provided in this embodiment calculates a wheel speed equivalent vehicle speed and a reference vehicle speed according to a rotor rotation speed of the electric motor, calculates a wheel slip rate estimated value, attenuates a current motor demand torque of the electric motor of the electric-only vehicle according to a torque attenuation step length if the wheel slip rate estimated value is greater than a set wheel slip rate, and performs torque control using a minimum value of a driver demand torque and a reduced first motor demand torque as a demand torque. In the embodiment, the wheel slip rate estimated value is calculated by using the wheel speed equivalent vehicle speed obtained by calculating the rotor rotating speed of the motor (namely the motor) and the reference vehicle speed, a wheel speed sensor and a vehicle speed sensor are not needed, the cost is reduced, and the method is also suitable for pure electric vehicles without the configuration; the torque required by the driver is corrected, so that the actual torque of the motor is finally controlled not to exceed the torque required by the driver in the driving anti-skid control process, no additional communication delay exists, and the driving safety is ensured; the torque is gradually controlled by adopting the torque attenuation step length, the smoothness of drive skid resistance and torque control is considered, the incomplete driving capability loss of the vehicle is ensured, the control stability of the vehicle is improved, and the problem that the vehicle control instability is caused because the wheel driving force exceeds the ground adhesion capability when the existing pure electric vehicle is driven is solved.
The embodiment of the invention also provides a pure electric vehicle, which comprises a vehicle control unit and a motor control unit which are communicated through a CAN bus as shown in fig. 3, wherein the drive control device CAN be integrated in the vehicle control unit according to any embodiment. The content of the communication interaction between the vehicle control unit and the motor control unit through the CAN bus comprises the required torque and the motor rotating speed.
The embodiment of the invention does not provide extra requirements for hardware of the existing pure electric vehicle, and does not have the problem of cost increase. Secondly, the drive control device provided by the embodiment of the invention can be integrated in a whole vehicle control unit, the torque required by a driver is corrected, no additional communication delay exists, and when the anti-skid control is driven, the torque required by a controlled motor is lower than the torque required by the driver, the minimum torque limit exists, and the incomplete loss of the driving capability of a vehicle is ensured.
According to the embodiment of the invention, the wheel slip rate estimated value is solved by using the correlation between the motor rotating speed and the wheel speed, so that the problem of no wheel speed sensor is solved; the reference speed is calculated based on the rotating speed of the motor by adopting a maximum acceleration limiting method, so that the problem of no speed sensor is solved; the torque required by the motor is adjusted by adopting a torque attenuation step length or a torque recovery step length, so that the torque progressive control is realized, and the antiskid and the smoothness of the drive are considered; and the torque required by the driver is taken as the maximum value during torque control, so that the torque required by the motor does not exceed the requirement of the driver, and the driving safety is ensured. It should be noted that the torque attenuation step and the torque recovery step can also be obtained by numerical calculation, and are not limited to the table lookup method.
It is to be noted that the foregoing is only illustrative of the preferred embodiments of the present invention and the technical principles employed. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious modifications, rearrangements, combinations and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.

Claims (8)

1. A drive control method for a pure electric vehicle, characterized by comprising:
calculating to obtain a wheel speed equivalent vehicle speed v according to the rotor rotating speed of the motor of the pure electric vehicleWhlAnd a reference vehicle speed vVehAnd the estimated wheel slip value S1, S1 ═ v is calculated according to the formula (1)Whl-vVeh)/vWhl(1)；
Calculating the wheel speed equivalent vehicle speed v according to the rotor rotating speed of the motor of the pure electric vehicleWhlThe specific implementation process comprises the following steps: calculating the wheel speed equivalent vehicle speed v according to the formula (2)Whl，
Figure FDA0002382360270000011
Wherein n isMTThe speed of a rotor of a motor of the pure electric vehicle is defined as r, the radius of a wheel of the pure electric vehicle is defined as ig, the speed ratio of a gearbox of the pure electric vehicle is defined as ig, and the speed ratio of a main reducer of the pure electric vehicle is defined as io;
calculating the reference vehicle speed vVehThe specific implementation process comprises the following steps: calculating the reference vehicle speed v according to a formula (3-5)Veh，
vVeh(0)＝0 (3)；
vVeh(n+1)＝vVeh(n)+dv(n+1) (4)；
dv(n+1)＝max(dvmin，min(dvmax，vWhl-vVeh(n))) (5)；
Wherein v isVeh(0) 0 means that the reference vehicle speed is initialized to 0, vVeh(n+1)＝vVeh(n) + dv (n +1) means the reference vehicle speed v at the time n +1Veh(n +1) is the reference vehicle speed v at the time of nVeh(n) increasing the variation dv (n +1) by the wheel speed equivalent vehicle speed vWhlAnd the reference vehicle speed v at the time nVehDifference of (n), dvmaxAnd dvmaxDv, dvmaxThe speed change step length dv calculated according to the maximum acceleration of the pure electric vehicleminThe speed change step length is calculated according to the maximum braking intensity of the pure electric vehicle;
if the wheel slip rate estimated value S1 is greater than the set wheel slip rate, attenuating the current motor demand torque of the motor of the pure electric vehicle according to a torque attenuation step length;
the torque control is performed with the minimum value of the driver required torque and the reduced first motor required torque as the required torque.
2. The drive control method according to claim 1, wherein the specific implementation of the damping of the current motor demand torque of the electric motor of the electric-only vehicle in torque damping steps comprises:
acquiring the current motor required torque, attenuating the current motor required torque according to a formula (6-7),
TrqMT2＝TrqMT1-dTrqNeg (6)，
TrqMT'＝max(Trqmin，TrqMT2) (7)，
wherein, TrqMT2 is the attenuated motor demand torque, TrqMT1 is the first motor demand torque of the previous step, dTrqNeg is the torque attenuation step, TrqMT' is the first motor demand torque, and Trqmin is the motor demand torque reference minimum.
3. The drive control method according to claim 1, characterized by further comprising:
if the wheel slip rate estimated value S1 is detected to be less than or equal to the set wheel slip rate and the driving anti-slip flag value is 1, restoring the motor demand torque of the motor of the pure electric vehicle according to the formula (8);
TrqMT'＝TrqMT1+dTrqPos (8)，
where TrqMT' is the first motor demand torque, TrqMT1 is the first motor demand torque in the previous step, and dTrqPos is the torque recovery step.
4. The drive control method according to any one of claims 1 to 3, characterized by further comprising:
if the reference vehicle speed v is detectedVehGreater than or equal to a reference vehicle speed threshold, and the driver demand torqueThe absolute value of the difference value between the required torque of the first motor and the required torque of the first motor is smaller than or equal to a torque difference value threshold value, and the driving anti-skid control is finished; alternatively, the first and second electrodes may be,
and if the estimated wheel slip rate value S1 is smaller than or equal to the set wheel slip rate and the absolute value of the difference between the driver required torque and the first motor required torque is smaller than or equal to the torque difference threshold value, ending the drive anti-slip control.
5. A drive control device for a pure electric vehicle, characterized by comprising:
a slip ratio calculation module for calculating a wheel speed equivalent vehicle speed v according to the rotor speed of the motor of the pure electric vehicleWhlAnd a reference vehicle speed vVehAnd the estimated wheel slip value S1, S1 ═ v is calculated according to the formula (1)Whl-vVeh)/vWhl(1)；
The slip rate calculation module is used for calculating the wheel speed equivalent vehicle speed v according to a formula (2)Whl，
Figure FDA0002382360270000031
Wherein n isMTThe speed of a rotor of a motor of the pure electric vehicle is defined as r, the radius of a wheel of the pure electric vehicle is defined as ig, the speed ratio of a gearbox of the pure electric vehicle is defined as ig, and the speed ratio of a main reducer of the pure electric vehicle is defined as io;
the slip rate calculation module is used for calculating the reference vehicle speed v according to a formula (3-5)Veh，
vVeh(0)＝0 (3)；
vVeh(n+1)＝vVeh(n)+dv(n+1) (4)；
dv(n+1)＝max(dvmin，min(dvmax，vWhl-vVeh(n))) (5)；
Wherein v isVeh(0) 0 means that the reference vehicle speed is initialized to 0, vVeh(n+1)＝vVeh(n) + dv (n +1) means the reference vehicle speed v at the time n +1Veh(n +1) is the reference vehicle speed v at the time of nVeh(n) increasing the variation dv (n +1) by the wheel speed equivalent vehicle speed vWhlAnd the reference vehicle speed v at the time nVehDifference of (n), dvmaxAnd dvmaxDv, dvmaxThe speed change step length dv calculated according to the maximum acceleration of the pure electric vehicleminThe speed change step length is calculated according to the maximum braking intensity of the pure electric vehicle;
the torque calculation module is used for attenuating the current motor demand torque of the motor of the pure electric vehicle according to a torque attenuation step if the wheel slip rate estimated value S1 is greater than a set wheel slip rate;
and the torque control module is used for performing torque control by taking the minimum value of the driver required torque and the reduced first motor required torque as the required torque.
6. The drive control apparatus according to claim 5, characterized in that the torque calculation module is configured to acquire the current motor demand torque and attenuate the current motor demand torque according to equations (6-7) if the wheel slip rate estimated value S1 is greater than a set wheel slip rate,
TrqMT2＝TrqMT1-dTrqNeg (6)，
TrqMT'＝max(Trqmin，TrqMT2) (7)，
wherein, TrqMT2 is the attenuated motor demand torque, TrqMT1 is the first motor demand torque of the previous step, dTrqNeg is the torque attenuation step, TrqMT' is the first motor demand torque, and Trqmin is the motor demand torque reference minimum.
7. The drive control apparatus according to claim 5, wherein the torque calculation module is further configured to recover the motor demand torque of the electric motor of the all-electric vehicle according to equation (8) if it is detected that the wheel slip ratio estimated value S1 is less than or equal to the set wheel slip ratio and the drive slip prevention flag value is 1;
TrqMT'＝TrqMT1+dTrqPos (8)，
where TrqMT' is the first motor demand torque, TrqMT1 is the first motor demand torque in the previous step, and dTrqPos is the torque recovery step.
8. The drive control apparatus according to any one of claims 5 to 7, characterized by further comprising: an anti-skid control module for, if the reference vehicle speed v is detectedVehIf the absolute value of the difference between the driver required torque and the first motor required torque is greater than or equal to a reference vehicle speed threshold value and is less than or equal to a torque difference threshold value, finishing the driving anti-skid control; alternatively, the first and second electrodes may be,
and the anti-skid control module is used for finishing driving anti-skid control if the estimated wheel slip rate value S1 is detected to be less than or equal to the set wheel slip rate and the absolute value of the difference value between the driver required torque and the first motor required torque is detected to be less than or equal to the torque difference value threshold value.
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