CN109624979B - Constant-speed cruise torque control method and system - Google Patents

Constant-speed cruise torque control method and system Download PDF

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CN109624979B
CN109624979B CN201910114266.1A CN201910114266A CN109624979B CN 109624979 B CN109624979 B CN 109624979B CN 201910114266 A CN201910114266 A CN 201910114266A CN 109624979 B CN109624979 B CN 109624979B
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torque
acceleration
vehicle
value
target
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CN109624979A (en
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宋志坚
许笑天
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Beijing Jingwei Hirain Tech Co Ltd
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Beijing Jingwei Hirain Tech Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/143—Speed control
    • 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
    • B60L2240/40—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
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B60W2520/105—Longitudinal acceleration
    • 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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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention discloses a constant-speed cruise torque control method and a system, wherein the method comprises the following steps: calculating to obtain an acceleration difference value between a target acceleration value and an actual acceleration value of the vehicle; judging whether acceleration torque compensation is involved or not according to the acceleration difference and a preset acceleration threshold value to obtain a judgment result; calculating to obtain a target torque based on the judgment result; and controlling the target torque according to the current available maximum power of the vehicle battery and the current available maximum torque of the motor to obtain the target output torque of the whole vehicle. The invention realizes the torque control response under different working conditions in the constant-speed cruising state, and introduces the dynamic parameters such as acceleration and the like to control the torque from the vehicle dynamics perspective, thereby improving the torque control precision.

Description

Constant-speed cruise torque control method and system
Technical Field
The invention relates to the technical field of whole vehicle control of new energy vehicles, in particular to a constant-speed cruise torque control method and system.
Background
At present, a constant-speed cruise torque control of a pure electric vehicle generally adopts a Proportional Integral (PI) regulation torque control method based on a difference value between a current vehicle speed and a target vehicle speed, and a basic torque and the like are added in the control to compensate or regulate a PI parameter.
The vehicle speed difference is used as the adjustment input in the PI adjustment, and the torque control which is adjusted by completely depending on the fixed PI parameter value has certain defects. For example, the requested torque is determined entirely by the PI control torque by relying too much on the PI control, and only the vehicle speed difference is used as the input of the control.
Disclosure of Invention
In order to solve the problems, the invention provides a constant-speed cruise torque control method and system, which ensure torque control response under different working conditions in a constant-speed cruise state and improve torque control precision.
In order to achieve the purpose, the invention provides the following technical scheme:
a method of cruise torque control, the method comprising:
calculating to obtain an acceleration difference value between a target acceleration value and an actual acceleration value of the vehicle;
judging whether acceleration torque compensation is involved or not according to the acceleration difference and a preset acceleration threshold value to obtain a judgment result;
calculating to obtain a target torque based on the judgment result;
and controlling the target torque according to the current available maximum power of the vehicle battery and the current available maximum torque of the motor to obtain the target output torque of the whole vehicle.
Optionally, the calculating obtains an acceleration difference between the target acceleration value and the actual acceleration value of the vehicle, and includes:
inquiring to obtain a current target acceleration value of the vehicle according to the current vehicle speed of the vehicle and the set current target vehicle speed;
and calculating to obtain the acceleration difference value according to the target acceleration value and the actual acceleration value.
Optionally, the determining, according to the acceleration difference and a predetermined acceleration threshold, whether acceleration torque compensation is involved, and obtaining a determination result includes:
judging whether the absolute value of the acceleration difference is larger than an upper limit threshold, if so, taking the acceleration difference as an input parameter of torque regulation control to realize the intervention of acceleration torque compensation;
if the absolute value of the acceleration difference is smaller than the lower limit threshold, taking the speed difference as an input parameter of torque regulation control, wherein the speed difference is the difference between the current vehicle speed of the vehicle and the set current target vehicle speed;
and if the absolute value of the acceleration difference is larger than the lower limit threshold and smaller than the upper limit threshold, the vehicle maintains the current torque control mode.
Optionally, the calculating the obtained target torque based on the determination result includes:
if the acceleration difference value is used as an input parameter of torque regulation control, calculating to obtain a first required torque, and taking a larger value between the first required torque and torque obtained by analysis of an accelerator pedal as the target torque;
and if the speed difference value is used as an input parameter of torque regulation control, calculating to obtain a second required torque, and taking a larger value between the second required torque and the torque obtained by analysis of the accelerator pedal as the target torque.
Optionally, the method further comprises:
in response to the change mode of the acceleration difference value meeting a first preset mode, switching the current torque control mode of the vehicle to an acceleration torque compensation calculation mode;
controlling a current torque control mode of the vehicle to exit the acceleration torque compensation calculation mode in response to the change mode of the acceleration difference value meeting a second preset mode;
the first preset mode represents that the absolute value of the acceleration difference continuously increases to exceed the upper limit threshold, and the second preset mode represents that the absolute value of the acceleration difference continuously decreases to reach the lower limit threshold.
Optionally, if the acceleration difference is used as an input parameter of torque adjustment control, calculating to obtain a first required torque includes:
taking the acceleration difference value as an input parameter of torque regulation control, and adopting proportional-integral regulation control to obtain a first torque;
calculating to obtain acceleration torque according to finished vehicle parameters, wherein the finished vehicle parameters comprise finished vehicle mass, the acceleration difference, a main reduction ratio, a transmission ratio of a gearbox, mechanical transmission efficiency and wheel radius;
determining a sum of the first torque, the acceleration torque, and a torque value output at a last time as the first required torque.
Optionally, if the speed difference is used as an input parameter for torque adjustment control, calculating to obtain the second required torque includes:
calculating to obtain a speed difference value according to the current vehicle speed of the vehicle and the set current target vehicle speed;
taking the speed difference value as an input parameter of torque regulation control, and adopting proportional-integral regulation control to obtain a second torque;
inquiring to obtain a basic compensation feedforward torque according to the current speed of the vehicle;
determining the sum of the second torque and the base compensation feed-forward torque as the second required torque.
Optionally, the controlling the target torque according to the current available maximum power of the vehicle battery and the current available maximum torque of the motor to obtain the target output torque of the entire vehicle includes:
calculating to obtain a battery torque limit value based on the obtained current available maximum power of the vehicle battery;
and carrying out numerical comparison on the obtained current available maximum torque of the motor, the battery torque limit value and the target torque, and determining the minimum value obtained by comparison as the target output torque of the whole vehicle.
A cruise torque control system, the system comprising:
a first calculation unit for calculating an acceleration difference between the obtained target acceleration value and the actual acceleration value of the vehicle;
the judging unit is used for judging whether acceleration torque compensation intervenes or not according to the acceleration difference value and a preset acceleration threshold value to obtain a judging result;
a second calculation unit configured to calculate an obtained target torque based on the determination result;
and the control unit is used for controlling the target torque according to the current available maximum power of the vehicle battery and the current available maximum torque of the motor to obtain the target output torque of the whole vehicle.
Optionally, the determining unit includes:
the first judgment subunit is used for judging whether the absolute value of the acceleration difference is greater than an upper limit threshold value or not, and if so, the acceleration difference is used as an input parameter of torque regulation control to realize the intervention of acceleration torque compensation;
the second judgment subunit is configured to, if the absolute value of the acceleration difference is smaller than a lower threshold, use a speed difference as an input parameter for torque adjustment control, where the speed difference is a difference between a current vehicle speed of the vehicle and a set current target vehicle speed;
and the third judgment subunit is used for maintaining the current torque control mode of the vehicle if the absolute value of the acceleration difference is greater than the lower limit threshold and smaller than the upper limit threshold.
Compared with the prior art, the constant-speed cruise torque control method and the constant-speed cruise torque control system provided by the invention have the advantages that whether acceleration torque compensation is needed or not is judged according to the acceleration difference value between the target acceleration and the current actual acceleration value of the vehicle, then the target torque is obtained through calculation according to the judgment result, the acceleration difference value is used as the judgment condition of different torque calculation modes, the response speed under the working conditions of rapid acceleration and rapid deceleration is ensured, the comfort of driving experience during stabilization is also ensured, the torque control response under different working conditions in the constant-speed cruise state is realized, in addition, the torque is controlled from the vehicle dynamics angle by introducing the dynamic parameters such as acceleration, and the torque control precision is improved.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts.
FIG. 1 is a schematic flow chart illustrating a method for controlling torque during cruise control according to an embodiment of the present invention;
fig. 2 is a schematic structural diagram of a constant-speed-cruise torque control system according to an embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. 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.
The terms "first" and "second," and the like in the description and claims of the present invention and the above-described drawings are used for distinguishing between different objects and not for describing a particular order. Furthermore, the terms "comprising" and "having," as well as any variations thereof, are intended to cover non-exclusive inclusions. For example, a process, method, system, article, or apparatus that comprises a list of steps or elements is not set forth for a listed step or element but may include steps or elements not listed.
In an embodiment of the present invention, a constant-speed-cruise torque control method is provided, and referring to fig. 1, the method includes:
and S101, calculating to obtain an acceleration difference value between the target acceleration value and the actual acceleration value of the vehicle.
The vehicle target acceleration value is obtained by inquiry according to the current vehicle speed of the vehicle and the set current target vehicle speed. A vehicle speed difference and target acceleration value corresponding relation query list is stored in a vehicle controller of a vehicle in advance. The actual acceleration value corresponds to a current acceleration value of the vehicle, for example, the actual acceleration value of the vehicle may be calculated according to a real-time speed value of the vehicle recorded in the vehicle controller.
After the vehicle enters a constant-speed cruising state, a driver sets a target vehicle speed of the vehicle in a manual operation mode, the vehicle control unit inquires a current target acceleration according to a difference value between the current vehicle speed and the current target vehicle speed, and then calculates a difference value between the current target acceleration value and the current acceleration value, wherein the specific method comprises the following steps of:
when the driver desires a cruise control setting, a target vehicle speed V is generatedTCurrent vehicle speed VNAnd a target vehicle speed VTDelta V ═ VT-VNAs an input parameter, a lookup is made in a "vehicle speed difference-target acceleration" table. The table is obtained by real vehicle calibration, the larger the vehicle speed difference is, the larger the corresponding target acceleration value is inquired, and the table is stored in the whole vehicle controller in advance, so that the target acceleration a is obtained by looking up the tableTBased on the current actual acceleration aNCalculating to obtain an acceleration difference value delta a ═ aT-aN. The target acceleration value is obtained, the driving intention of a driver can be more directly reflected, and the vehicle can quickly reach the target speed set by the driver through subsequent adjustment.
S102, judging whether acceleration torque compensation is involved or not according to the acceleration difference and a preset acceleration threshold, and obtaining a judgment result;
and S103, calculating to obtain the target torque based on the judgment result.
Acceleration torque compensation is introduced into the constant-speed cruise torque control method in the embodiment of the invention, but the acceleration torque compensation is not required in every situation, and real-time judgment is carried out according to actual situations.
An upper threshold value for characterizing the acceleration torque compensation intervention and a lower threshold value for characterizing the acceleration torque compensation exit need to be set, both of which parameters need to be calibrated.
A process of determining whether acceleration torque compensation is involved, comprising:
s201, judging whether the absolute value of the acceleration difference is larger than an upper limit threshold, if so, executing S202, otherwise, executing S203;
s202, the acceleration difference value is used as an input parameter of torque regulation control, and intervention of acceleration torque compensation is realized;
s203, if the absolute value of the acceleration difference is smaller than the lower limit threshold, taking the speed difference as an input parameter of torque regulation control;
the speed difference value is the difference value between the current vehicle speed of the vehicle and the set current target vehicle speed;
i.e. the acceleration torque compensation is not involved at this time, the torque value is calculated according to the conventional speed deviation-based manner.
And S204, if the absolute value of the acceleration difference is larger than the lower limit threshold and smaller than the upper limit threshold, maintaining the current torque control mode of the vehicle.
The absolute value of the acceleration difference is compared with the preset upper limit threshold and the preset lower limit threshold to determine whether the acceleration torque compensation is involved, so that the response speed under the working conditions of rapid acceleration and rapid deceleration is ensured, and the comfort during stable driving is also ensured.
On the basis of the above embodiment, the method for calculating the correspondence of the obtained target torque includes:
if the acceleration difference value is used as an input parameter of torque regulation control, calculating to obtain a first required torque, and taking a larger value between the first required torque and the torque obtained by analysis of an accelerator pedal as a target torque;
if the speed difference value is used as an input parameter of torque regulation control, calculating to obtain a second required torque, and analyzing the second required torque and an accelerator pedal to obtain a larger value between the torques to serve as a target torque;
the torque control mode of the vehicle maintains a current torque control mode, and determines the target torque according to the current torque control mode, wherein the current torque control mode comprises a control mode corresponding to an acceleration difference value as an input parameter of the torque regulation control and a control mode using a speed difference value as an input parameter of the torque regulation control.
By way of example, amaxUpper threshold value for acceleration torque compensation intervention, aminA lower threshold for acceleration torque compensation exit.
When | Δ a | > amaxTime, target torque TT＝max(Ta,Tp)；
When | Δ a | < aminTime, target torque TT＝max(TV,Tp)；
When a ismin＜|Δa|＜amaxTime, target torque TTThe current torque calculation mode is maintained.
TaTorque demand, T, calculated from the difference in acceleration as input parameterVTorque demand, T, calculated from the speed difference as input parameterpTorque resolved for the accelerator pedal.
Wherein, maintaining the current torque calculation mode is to maintain the previous period until Δ a is continuously changed to | Δ a | > amaxOr | Δ a | < aminThe current calculation mode is changed.
In another embodiment of the present invention, it is preferred that in amin＜|Δa|＜amaxIn this case, a hysteresis switch can be designed to maintain the increase in the acceleration difference over the upper limit a of the torque compensationmaxThe acceleration torque compensation calculation mode is switched to, and the acceleration difference is continuously reduced until the acceleration difference is smaller than the lower limit a of the torque compensationminJust can withdraw from acceleration torque compensation calculation mode in the time, can avoid torque calculation mode to frequently switch the bad driving experience that brings when near the switching point is undulant like this, specifically include:
in response to the change mode of the acceleration difference value meeting a first preset mode, switching the current torque control mode of the vehicle to an acceleration torque compensation calculation mode;
and controlling the current torque control mode of the vehicle to exit the acceleration torque compensation calculation mode in response to the change mode of the acceleration difference value meeting a second preset mode.
The first preset mode represents that the absolute value of the acceleration difference value continuously increases to exceed the upper limit threshold value, and the second preset mode represents that the absolute value of the acceleration difference value continuously decreases to reach the lower limit threshold value.
Specifically, the process of calculating the target torque is mainly divided into two cases, one is to calculate the target torque by using the acceleration difference as an input parameter, and the other is to calculate the target torque by using the vehicle speed difference as an input parameter.
If the acceleration difference value is used as an input parameter of the torque regulation control, calculating to obtain a first required torque, wherein the method comprises the following steps:
taking the acceleration difference value as an input parameter of torque regulation control, and adopting proportional-integral regulation control to obtain a first torque;
calculating to obtain acceleration torque according to finished vehicle parameters, wherein the finished vehicle parameters comprise finished vehicle mass, the acceleration difference, a main reduction ratio, a transmission ratio of a gearbox, mechanical transmission efficiency and wheel radius;
and determining the sum of the first torque, the acceleration torque and the torque value output at the last moment as the first required torque.
Specifically, when | Δ a | > amaxIn the method, the acceleration difference is taken as input, and PID regulation is utilized to obtain a first torque TaPIAt the same time, an acceleration torque T is also requiredΔaAnd the last moment output torque TN-1Wherein:
Figure BDA0001969528090000081
wherein m is the vehicle mass, delta a is the acceleration difference, i0Is a main reduction ratio igIn order to achieve the transmission ratio of the gearbox,
Figure BDA0001969528090000082
for mechanical transmission efficiency, r is the wheel radius.
First required torque Ta＝TaPI+TΔa+TN-1。
TΔa+TN-1According to Newton's second law, the torque required by the target acceleration is achieved, the vehicle acceleration torque is calculated from the view point of the vehicle dynamics, the response speed can be accelerated, the vehicle state can be reflected in time, meanwhile, the influence of factors such as different driving resistance under different vehicle speeds can be reduced, the number of calibration parameters required under different working conditions is greatly reduced, the debugging period is shortened, and the workload of a calibration engineer is reduced.
TaPIThe torque compensation is obtained by taking the acceleration difference as the input quantity of PI control, so that the output torque is further optimized, and meanwhile, the torque fluctuation caused by the violent change of the acceleration value can be reduced, so that the vehicle has good comfort in the constant-speed cruising process.
In another case, calculating the second required torque by using the speed difference as an input parameter of the torque adjustment control includes:
calculating to obtain a speed difference value according to the current vehicle speed of the vehicle and the set current target vehicle speed;
taking the speed difference value as an input parameter of torque regulation control, and adopting proportional-integral regulation control to obtain a second torque;
inquiring to obtain a basic compensation feedforward torque according to the current speed of the vehicle;
determining a sum between the second torque and the base compensation feed-forward torque as a second required torque.
Specifically, when | Δ a | < aminIn time, the speed difference is still used as an input parameter, and the PID is used for adjusting the obtained second torque TVPIWhile adding the basic compensation feedforward torque TbasicNamely:
TV＝TVPI+Tbasic
wherein, TVPIThe PI regulation parameters of the terms need to be calibrated separately, TbasicThe basic compensation feedforward torque is obtained by one-dimensional lookup of the vehicle speed, and the larger the vehicle speed is, the higher the basic compensation feedforward torque T isbasicThe larger the value of (A), TbasicThe change value along with the vehicle speed can be obtained through calibration, and the calibrated value is prestored in the vehicle controller and can be inquired and called in real time. Base compensation feedforward torque TbasicBefore calibration, initial values can be given by referring to items of rolling resistance torque and air resistance torque in a vehicle running resistance equation, so that the calibration workload is reduced. I.e. the base compensation feedforward torque TbasicAnd rolling resistance moment TfAnd air resistance torque TwThe sum is in positive correlation:
Tbasic∝(Tf+Tw)
wherein:
Figure BDA0001969528090000091
Figure BDA0001969528090000092
i0is a main reduction ratio igIn order to achieve the transmission ratio of the gearbox,
Figure BDA0001969528090000093
for mechanical transmission efficiency, r is the radius of the wheel, G is the weight of the whole vehicle, f is the rolling resistance coefficient, CDIs the air resistance coefficient, and A is the frontal area.
At present, the cruising speed range of most vehicles with constant-speed cruising function is 40 km/h-120 km/h, and the driving resistance borne by the vehicles is mainly windward resistance generally above the speed range of 80km/h, so that the basic compensation feedforward T needs to be increased within the range of 80 km/h-120 km/hbasicTherefore, the pressure of the PI adjusting torque can be reduced, the PI parameter value does not need to be large, the fluctuation of the adjusting torque is reduced, the torque adjusting response is quicker, and better constant-speed cruising driving experience is brought.
And S104, controlling the target torque according to the current available maximum power of the vehicle battery and the current available maximum torque of the motor to obtain the target output torque of the whole vehicle.
After the target torque of the whole vehicle is obtained through calculation, the torque needs to be limited so as to ensure the stability of the whole vehicle.
The torque limitation needs to be based on the currently available maximum power P of the batterybatAnd the currently available maximum torque T of the electric machinemotorAnd carrying out corresponding upper limit limitation on the output torque so as to ensure the driving safety of the whole vehicle. Wherein the maximum power of the battery is transmitted in real time through the battery management system, and the available maximum torque T of the current motormotorIs sent in real time by the motor controller.
According to a power-torque conversion formula, the maximum available power P of the batterybatThe resulting torque limit is:
Figure BDA0001969528090000101
wherein n is the rotating speed output by the motor and the unit is r/min.
Final target output torque:
Tout＝min(TT,Tmotor,Tbat)
the invention provides a constant-speed cruise torque control method, which judges whether acceleration torque compensation is needed or not according to an acceleration difference value between a vehicle target acceleration and a current actual acceleration value, then calculates and obtains a target torque according to a judgment result, and uses the acceleration difference value as a judgment condition of different torque calculation modes, thereby not only ensuring the response speed under the working conditions of rapid acceleration and rapid deceleration, but also ensuring the comfort of driving experience during stabilization, realizing torque control response under different working conditions in a constant-speed cruise state, and introducing dynamic parameters such as acceleration and the like to control the torque from the vehicle dynamics angle, thereby improving the torque control precision.
In another embodiment of the present invention, there is also provided a cruise torque control system, see fig. 2, comprising:
a first calculation unit 10 for calculating an acceleration difference between the obtained target acceleration value and the actual acceleration value of the vehicle;
the judging unit 11 is configured to judge whether acceleration torque compensation is involved according to the acceleration difference and a predetermined acceleration threshold, and obtain a judgment result;
a second calculation unit 12 for calculating an obtained target torque based on the determination result;
and the control unit 13 is used for controlling the target torque according to the current available maximum power of the vehicle battery and the current available maximum torque of the motor to obtain the target output torque of the whole vehicle.
The invention provides a constant-speed cruise torque control system, which is characterized in that a judgment unit judges whether acceleration torque compensation is needed or not according to an acceleration difference value between a vehicle target acceleration and a current actual acceleration value in a first calculation unit, then a second calculation unit calculates to obtain a target torque according to a judgment result, and the acceleration difference value is used as a judgment condition of different torque calculation modes, so that the response speed under the working conditions of rapid acceleration and rapid deceleration is ensured, the comfort of driving experience during stabilization is ensured, the torque control response under different working conditions in the constant-speed cruise state is realized, dynamic parameters such as acceleration are introduced to control the torque from the vehicle dynamics angle, and the torque control precision is improved.
On the basis of the above embodiment, the first calculation unit 10 includes:
the inquiry subunit is used for inquiring and obtaining the current target acceleration value of the vehicle according to the current vehicle speed of the vehicle and the set current target vehicle speed;
and the first calculating subunit is used for calculating to obtain the acceleration difference value according to the target acceleration value and the actual acceleration value.
On the basis of the above embodiment, the judging unit 11 includes:
the first judgment subunit is used for judging whether the absolute value of the acceleration difference is greater than an upper limit threshold value or not, and if so, the acceleration difference is used as an input parameter of torque regulation control to realize the intervention of acceleration torque compensation;
the second judgment subunit is configured to, if the absolute value of the acceleration difference is smaller than a lower threshold, use a speed difference as an input parameter for torque adjustment control, where the speed difference is a difference between a current vehicle speed of the vehicle and a set current target vehicle speed;
and the third judgment subunit is used for maintaining the current torque control mode of the vehicle if the absolute value of the acceleration difference is greater than the lower limit threshold and smaller than the upper limit threshold.
On the basis of the above embodiment, the second calculation unit 12 includes:
the second calculation subunit is used for calculating to obtain a first required torque if the acceleration difference value is used as an input parameter of torque regulation control, and taking a larger value between the first required torque and a torque obtained by analysis of an accelerator pedal as the target torque;
the third calculation subunit is used for calculating to obtain a second required torque if the speed difference value is used as an input parameter of torque regulation control, and taking a larger value between the second required torque and the torque obtained by analysis of the accelerator pedal as a target torque;
on the basis of the above embodiment, the system further includes:
the first switching unit is used for responding to the change mode of the acceleration difference value to meet a first preset mode, and switching the current torque control mode of the vehicle to an acceleration torque compensation calculation mode;
the second switching unit is used for controlling the current torque control mode of the vehicle to exit the acceleration torque compensation calculation mode in response to the change mode of the acceleration difference value meeting a second preset mode;
the first preset mode represents that the absolute value of the acceleration difference continuously increases to exceed the upper limit threshold, and the second preset mode represents that the absolute value of the acceleration difference continuously decreases to reach the lower limit threshold.
On the basis of the foregoing embodiment, the second calculating subunit is specifically configured to:
taking the acceleration difference value as an input parameter of torque regulation control, and adopting proportional-integral regulation control to obtain a first torque;
calculating to obtain acceleration torque according to finished vehicle parameters, wherein the finished vehicle parameters comprise finished vehicle mass, the acceleration difference, a main reduction ratio, a transmission ratio of a gearbox, mechanical transmission efficiency and wheel radius;
determining a sum of the first torque, the acceleration torque, and a torque value output at a last time as the first required torque.
On the basis of the foregoing embodiment, the third calculation subunit is specifically configured to: :
calculating to obtain a speed difference value according to the current vehicle speed of the vehicle and the set current target vehicle speed;
taking the speed difference value as an input parameter of torque regulation control, and adopting proportional-integral regulation control to obtain a second torque;
inquiring to obtain a basic compensation feedforward torque according to the current speed of the vehicle;
determining the sum of the second torque and the base compensation feed-forward torque as the second required torque.
On the basis of the above embodiment, the control unit 13 includes:
a fourth calculation subunit for calculating an obtained battery torque limit value based on the obtained currently available maximum power of the vehicle battery;
and the second determining subunit is used for carrying out numerical comparison on the obtained current available maximum torque of the motor, the battery torque limit value and the target torque, and determining the minimum value obtained by comparison as the target output torque of the whole vehicle.
The embodiments in the present description are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other. The device disclosed by the embodiment corresponds to the method disclosed by the embodiment, so that the description is simple, and the relevant points can be referred to the method part for description.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims (7)

1. A method of cruise torque control, the method comprising:
inquiring to obtain a current target acceleration value of the vehicle according to the current vehicle speed of the vehicle and the set current target vehicle speed;
calculating to obtain an acceleration difference value according to the target acceleration value and the actual acceleration value;
judging whether acceleration torque compensation intervenes or not according to the acceleration difference and a preset acceleration threshold to obtain a judgment result, wherein the judging whether acceleration torque compensation intervenes or not according to the acceleration difference and the preset acceleration threshold to obtain the judgment result comprises the following steps: judging whether the absolute value of the acceleration difference is larger than an upper limit threshold value or not, if so, taking the acceleration difference as an input parameter of torque regulation control to realize the intervention of acceleration torque compensation; if the absolute value of the acceleration difference is smaller than a lower limit threshold, taking a speed difference as an input parameter of torque regulation control, wherein the speed difference is the difference between the current vehicle speed of the vehicle and the set current target vehicle speed; if the absolute value of the acceleration difference is larger than the lower limit threshold and smaller than the upper limit threshold, the vehicle maintains the current torque control mode;
calculating to obtain a target torque based on the judgment result;
and controlling the target torque according to the current available maximum power of the vehicle battery and the current available maximum torque of the motor to obtain the target output torque of the whole vehicle.
2. The method of claim 1, wherein said calculating an attained target torque based on said determination comprises:
if the acceleration difference value is used as an input parameter of torque regulation control, calculating to obtain a first required torque, and taking a larger value between the first required torque and torque obtained by analysis of an accelerator pedal as the target torque;
and if the speed difference value is used as an input parameter of torque regulation control, calculating to obtain a second required torque, and taking a larger value between the second required torque and the torque obtained by analysis of the accelerator pedal as the target torque.
3. The method of claim 2, further comprising:
in response to the change mode of the acceleration difference value meeting a first preset mode, switching the current torque control mode of the vehicle to an acceleration torque compensation calculation mode;
controlling a current torque control mode of the vehicle to exit the acceleration torque compensation calculation mode in response to the change mode of the acceleration difference value meeting a second preset mode;
the first preset mode represents that the absolute value of the acceleration difference continuously increases to exceed the upper limit threshold, and the second preset mode represents that the absolute value of the acceleration difference continuously decreases to reach the lower limit threshold.
4. The method of claim 2, wherein calculating the first required torque if the acceleration difference is used as an input parameter for torque adjustment control comprises:
taking the acceleration difference value as an input parameter of torque regulation control, and adopting proportional-integral regulation control to obtain a first torque;
calculating to obtain acceleration torque according to finished vehicle parameters, wherein the finished vehicle parameters comprise finished vehicle mass, the acceleration difference, a main reduction ratio, a transmission ratio of a gearbox, mechanical transmission efficiency and wheel radius;
determining a sum of the first torque, the acceleration torque, and a torque value output at a last time as the first required torque.
5. The method of claim 4, wherein calculating the second requested torque if the speed difference is used as an input parameter for the torque modulation control comprises:
calculating to obtain the speed difference value according to the current vehicle speed and the set current target vehicle speed;
taking the speed difference value as an input parameter of torque regulation control, and adopting proportional-integral regulation control to obtain a second torque;
inquiring to obtain a basic compensation feedforward torque according to the current speed of the vehicle;
determining a sum of the second torque and the base compensation feedforward torque as the second required torque.
6. The method according to claim 1, wherein the controlling the target torque according to the current available maximum power of the vehicle battery and the current available maximum torque of the motor to obtain the target output torque of the whole vehicle comprises:
calculating to obtain a battery torque limit value based on the obtained current available maximum power of the battery;
and comparing the obtained current available maximum torque of the motor, the battery torque limit value and the target torque, and determining the minimum value as the target output torque of the whole vehicle.
7. A cruise torque control system, comprising:
the first calculation unit is used for inquiring and obtaining the current target acceleration value of the vehicle according to the current vehicle speed of the vehicle and the set current target vehicle speed; calculating to obtain an acceleration difference value according to the target acceleration value and the actual acceleration value;
a judging unit, configured to judge whether acceleration torque compensation is involved according to the acceleration difference and a predetermined acceleration threshold, and obtain a judgment result, where the judging unit includes: the first judgment subunit is used for judging whether the absolute value of the acceleration difference is greater than an upper limit threshold value or not, and if so, the acceleration difference is used as an input parameter of torque regulation control to realize the intervention of acceleration torque compensation; the second judgment subunit is configured to, if the absolute value of the acceleration difference is smaller than a lower threshold, use a speed difference as an input parameter for torque adjustment control, where the speed difference is a difference between a current vehicle speed of the vehicle and a set current target vehicle speed; a third judging subunit, configured to, if the absolute value of the acceleration difference is greater than the lower threshold and smaller than the acceleration upper threshold, maintain the current torque control mode in the torque control mode of the vehicle;
a second calculation unit configured to calculate an obtained target torque based on the determination result;
and the control unit is used for controlling the target torque according to the current available maximum power of the vehicle battery and the current available maximum torque of the motor to obtain the target output torque of the whole vehicle.
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