CN111605559A - Vehicle mass estimation method, torque control method and device - Google Patents

Vehicle mass estimation method, torque control method and device Download PDF

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CN111605559A
CN111605559A CN201910138217.1A CN201910138217A CN111605559A CN 111605559 A CN111605559 A CN 111605559A CN 201910138217 A CN201910138217 A CN 201910138217A CN 111605559 A CN111605559 A CN 111605559A
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vehicle
acceleration
whole vehicle
mass
force
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CN111605559B (en
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王梦伟
马英
卢甲华
吕鹏正
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Zhengzhou Yutong Bus Co Ltd
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Zhengzhou Yutong Bus 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/12—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to parameters of the vehicle itself, e.g. tyre models
    • B60W40/13—Load or weight
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1005—Transmission ratio engaged
    • 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
    • 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
    • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
    • B60W2530/10—Weight
    • 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
    • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
    • B60W2530/20—Tyre data
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/18—Braking system

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  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Mathematical Physics (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

The invention provides a whole vehicle mass estimation method, a torque control method and a torque control device, and belongs to the technical field of vehicle control. The finished automobile mass estimation method comprises the following steps: when the vehicle is in a neutral gear, acquiring a first acceleration; when the vehicle is in a gear, acquiring a second acceleration and a corresponding driving torque; taking the vector sum of the first acceleration and the second acceleration as an actual acceleration to construct a whole vehicle longitudinal dynamic equation; and carrying out iterative calculation on the longitudinal dynamic equation of the whole vehicle by using a recursive least square method, and estimating to obtain the mass of the whole vehicle. When the method is used for estimating the mass of the whole vehicle, the influence of factors such as rolling resistance, air resistance, acceleration resistance, ramp resistance and the like on the estimated mass of the whole vehicle is fully considered, the consideration is comprehensive, and the estimated mass of the whole vehicle is more accurate.

Description

Vehicle mass estimation method, torque control method and device
Technical Field
The invention relates to a whole vehicle mass estimation method, a torque control method and a torque control device, and belongs to the technical field of vehicle control.
Background
In recent years, in order to deal with increasingly severe environmental pollution and energy crisis, various automobile manufacturers begin to develop new energy automobiles with high energy utilization rate and low emission. The pure electric vehicle is used as one of new energy vehicles, is driven by a motor, an engine is cancelled, and meanwhile, the motor can be controlled to operate as the engine due to the characteristics of the motor, namely, the motor can send driving torque to drive the vehicle to accelerate in the driving process of the vehicle; in the braking process of the vehicle, the braking deceleration can be realized by the reverse dragging torque of the motor.
Although a pure electric vehicle can control the vehicle speed by using the electric motor for driving and braking, the following problems exist: no matter driving or braking, the quality of the whole vehicle cannot be monitored in real time, so that the output of torque cannot be adjusted in real time through the quality of the whole vehicle and measured acceleration, the requirement of consistency cannot be met in the process of increasing or reducing the driving or braking torque, and the comfort and reliability of the whole vehicle are affected.
The invention patent document with Chinese patent grant publication number CN102627108B discloses a vehicle mass estimation method based on high-frequency information extraction, which acquires data of an acceleration sensor and a driving force sensor in real time through a vehicle controller, analyzes a longitudinal dynamic model of a vehicle according to the acquired data, and approximates the real mass of the vehicle by adopting a least square method, wherein the estimation is performed once at a certain interval until the vehicle is flamed out, wherein an approximate calculation mode is adopted, the vehicle mass is estimated only by utilizing the longitudinal acceleration and the longitudinal driving force of the vehicle, and the air resistance, the rolling resistance and the ramp resistance in the longitudinal dynamic model are ignored in the estimation process, so that the estimated vehicle mass is inaccurate, and certain influence is brought in the actual operation process or the control process.
Disclosure of Invention
The invention aims to provide a finished automobile mass estimation method, which is used for solving the problem that the estimation result is inaccurate due to neglecting related items in the finished automobile mass estimation process of the conventional finished automobile mass estimation method; the invention also provides a torque control method, which is used for solving the problems that when the torque output is adjusted according to the vehicle mass estimated by the existing vehicle mass estimation method, the torque output does not accord with the actual requirement due to inaccurate estimation of the vehicle mass, and the comfort and the reliability of the vehicle are influenced; the invention also provides a torque control device, which is used for solving the problems that when the torque output is adjusted according to the vehicle mass estimated by the existing vehicle mass estimation method, the torque output does not conform to the actual requirement due to inaccurate estimation of the vehicle mass, and the comfort and the reliability of the vehicle are influenced.
In order to achieve the aim, the invention provides a finished vehicle mass estimation method, which comprises the following steps:
1) when the vehicle is in a neutral gear, acquiring a first acceleration; when the vehicle is in a gear, acquiring a second acceleration and a corresponding driving torque;
2) taking the vector sum of the first acceleration and the second acceleration as the actual acceleration azAnd constructing a longitudinal dynamic equation of the whole vehicle:
F＝maz
wherein F is determined by the driving torque, and m is the mass of the whole vehicle;
3) and carrying out iterative calculation on the longitudinal dynamic equation of the whole vehicle by using a recursive least square method, and estimating to obtain the mass of the whole vehicle.
The vehicle mass estimation method has the beneficial effects that: when the vehicle is in neutral gear, because the longitudinal driving force of the vehicle does not exist, the measured acceleration is the acceleration under the action of rolling resistance, air resistance and acceleration resistance, and the measured acceleration when the vehicle is in the neutral gear is the acceleration under the action of the longitudinal driving force, the rolling resistance, the air resistance, the acceleration resistance and the ramp resistance of the vehicle, therefore, the constructed longitudinal dynamic equation of the whole vehicle fully considers the influence of the factors such as the rolling resistance, the air resistance, the acceleration resistance and the like on the quality of the whole vehicle, avoids neglecting the above items, and ensures that the estimated quality of the whole vehicle is more accurate.
In order to estimate the mass of the whole vehicle, as an improvement of the method for estimating the mass of the whole vehicle, the target function adopted by the recursive least square method in the step 3) is
Figure BDA0001977672400000031
Comprises the following steps:
Figure BDA0001977672400000032
wherein y (i) is the actual acceleration,
Figure BDA0001977672400000033
Figure BDA0001977672400000034
f, n is the number of iterations.
The invention also provides a torque control method, which comprises the following steps:
(1) when the vehicle is in a neutral gear, acquiring a first acceleration; when the vehicle is in a gear, acquiring a second acceleration and a corresponding driving torque;
(2) taking the vector sum of the first acceleration and the second acceleration as the actual acceleration azAnd constructing a longitudinal dynamic equation of the whole vehicle:
F＝maz
wherein F is determined by the driving torque, and m is the mass of the whole vehicle;
(3) iterative calculation is carried out on the longitudinal dynamic equation of the whole vehicle by using a recursive least square method, and the mass of the whole vehicle is estimated;
(4) and determining the ground adhesion according to the whole vehicle mass and the ground adhesion coefficient, reducing the whole vehicle braking force when the whole vehicle braking force is greater than the ground adhesion, and reducing the whole vehicle driving force when the whole vehicle driving force is greater than the ground adhesion.
The torque control method has the beneficial effects that: when the vehicle is in neutral gear, because the longitudinal driving force of the vehicle does not exist, the measured acceleration is the acceleration under the action of rolling resistance, air resistance and acceleration resistance, and the measured acceleration when the vehicle is in the neutral gear is the acceleration under the action of the longitudinal driving force, the rolling resistance, the air resistance, the acceleration resistance and the ramp resistance of the vehicle, therefore, the constructed longitudinal dynamic equation of the whole vehicle fully considers the influence of the factors such as the rolling resistance, the air resistance, the acceleration resistance and the like on the quality of the whole vehicle, avoids neglecting the above items, and ensures that the estimated quality of the whole vehicle is more accurate. Therefore, when the torque output is adjusted by using the estimated finished automobile mass, the torque output is more in line with the actual requirement, and the comfort and the reliability of the finished automobile are improved.
As an improvement to the above-described torque control method, the objective function used in the recursive least squares method in step (3) is used to estimate the mass of the entire vehicle
Figure BDA0001977672400000035
Comprises the following steps:
Figure BDA0001977672400000041
wherein y (i) is the actual acceleration,
Figure BDA0001977672400000042
Figure BDA0001977672400000043
f, n is the number of iterations.
In order to prevent the tire from being locked due to overlarge braking force, reduce the influence of sliding friction on the abrasion of the tire, prolong the service life of the tire and ensure the driving safety, as another improvement on the torque control method, when the braking force of the whole vehicle is greater than the ground adhesion force, the braking force of the whole vehicle is reduced and is less than or equal to the ground adhesion force.
In order to prevent the vehicle from skidding due to overlarge driving force, improve the anti-skidding capacity of the vehicle, reduce the abrasion of the tire, prolong the service life of the tire and ensure the driving safety, as another improvement of the torque control method, when the driving force of the whole vehicle is greater than the ground adhesion force, the driving force of the whole vehicle is reduced and is less than or equal to the ground adhesion force.
The invention also provides a torque control device comprising a memory, a processor and a program for running on the processor, the processor executing the program to implement the steps of:
(1) when the vehicle is in a neutral gear, acquiring a first acceleration; when the vehicle is in a gear, acquiring a second acceleration and a corresponding driving torque;
(2) taking the vector sum of the first acceleration and the second acceleration as the actual acceleration azAnd constructing a longitudinal dynamic equation of the whole vehicle:
F＝maz
wherein F is determined by the driving torque, and m is the mass of the whole vehicle;
(3) iterative calculation is carried out on the longitudinal dynamic equation of the whole vehicle by using a recursive least square method, and the mass of the whole vehicle is estimated;
(4) and determining the ground adhesion according to the whole vehicle mass and the ground adhesion coefficient, reducing the whole vehicle braking force when the whole vehicle braking force is greater than the ground adhesion, and reducing the whole vehicle driving force when the whole vehicle driving force is greater than the ground adhesion.
The torque control device has the beneficial effects that: when the vehicle is in neutral gear, because the longitudinal driving force of the vehicle does not exist, the measured acceleration is the acceleration under the action of rolling resistance, air resistance and acceleration resistance, and the measured acceleration when the vehicle is in the neutral gear is the acceleration under the action of the longitudinal driving force, the rolling resistance, the air resistance, the acceleration resistance and the ramp resistance of the vehicle, therefore, the constructed longitudinal dynamic equation of the whole vehicle fully considers the influence of the factors such as the rolling resistance, the air resistance, the acceleration resistance and the like on the quality of the whole vehicle, avoids neglecting the above items, and ensures that the estimated quality of the whole vehicle is more accurate. Therefore, when the torque output is adjusted by using the estimated finished automobile mass, the torque output is more in line with the actual requirement, and the comfort and the reliability of the finished automobile are improved.
As an improvement to the above-described torque control apparatus, the objective function used in the recursive least squares method in step (3) is used for estimating the mass of the entire vehicle
Figure BDA0001977672400000051
Comprises the following steps:
Figure BDA0001977672400000052
wherein y (i) is the actual acceleration,
Figure BDA0001977672400000053
Figure BDA0001977672400000054
f, n is the number of iterations.
In order to prevent the tire from being locked due to overlarge braking force, reduce the influence of sliding friction on the abrasion of the tire, prolong the service life of the tire and ensure the driving safety, when the braking force of the whole vehicle is greater than the ground adhesion force, the braking force of the whole vehicle is reduced and is less than or equal to the ground adhesion force as another improvement on the torque control device.
In order to prevent the vehicle from skidding due to overlarge driving force, improve the anti-skidding capacity of the vehicle, reduce the abrasion of the tire, prolong the service life of the tire and ensure the driving safety, as another improvement on the torque control device, when the driving force of the whole vehicle is greater than the ground adhesion force, the driving force of the whole vehicle is reduced and is less than or equal to the ground adhesion force.
Drawings
FIG. 1 is a flow chart of a vehicle mass estimation method of the present invention;
FIG. 2 is a flow chart of a torque control method of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention will be described in further detail with reference to the accompanying drawings and specific embodiments.
The embodiment of the vehicle mass estimation method comprises the following steps:
as shown in fig. 1, when the vehicle is in a driving state, the process of estimating the vehicle mass of the vehicle by using the vehicle mass estimation method of the present embodiment is as follows:
1) when the vehicle is in neutral gear, acquiring a first acceleration an(ii) a When the vehicle is in the gear, acquiring a second acceleration agAnd corresponding drive torque Ttq。
Specifically, the acceleration of the vehicle in neutral is acquired as a first acceleration a by an acceleration sensor on the vehiclen(ii) a Acquiring the acceleration of the vehicle in the gear as a second acceleration a by using an acceleration sensor on the vehiclegAnd collecting and second acceleration a by using a torque sensor on the vehiclegCorresponding motor torque as drive torque Ttq。
2) At a first acceleration anAnd a second acceleration agAs the actual acceleration az(i.e. a)z＝an+ag) And constructing a longitudinal dynamic equation of the whole vehicle: f ═ mazAnd F is the longitudinal driving force of the vehicle, and m is the mass of the whole vehicle.
Longitudinal driving force F of vehicle is driven by driving torque TtqThe formula is determined as follows:
Figure BDA0001977672400000061
in the formula, TtqIs the motor torque (i.e. drive torque), igIs the transmission ratio of the transmission, ioIs the gear ratio of the final drive, ηTIs the mechanical efficiency of the drive train and r is the wheel radius.
The following detailed description explains the longitudinal dynamic equation F ═ ma of the whole vehiclezThe construction process of (2):
first, a vehicle longitudinal dynamics model shown by the following formula is analyzed:
Figure BDA0001977672400000062
wherein F is the longitudinal driving force of the vehicle, m is the mass of the whole vehicle, a is the longitudinal acceleration of the vehicle, g is the gravity acceleration, theta is the road slope angle, and is the conversion coefficient of the rotating mass of the vehicle,
Figure BDA0001977672400000063
for the acceleration of the vehicle (in m/s)2)，CDIs the coefficient of air resistance, A isArea of wind, uaIs the running speed of the vehicle (the unit is km/h), and f is the rolling resistance coefficient.
Wherein, FfFmgcos θ represents rolling resistance,
Figure BDA0001977672400000071
in order to be the air resistance,
Figure BDA0001977672400000072
for acceleration resistance, FpMgsin θ represents the ramp resistance.
The analysis of the vehicle longitudinal dynamic model shows that: in the running process of the vehicle, the force borne by the whole vehicle is equal to the sum of the longitudinal driving force, the slope resistance, the acceleration resistance, the air resistance and the rolling resistance of the vehicle, and when the vehicle is in the gear, the acceleration acquired by the acceleration sensor is only equal to the vector sum of the components of the longitudinal acceleration of the vehicle and the gravity acceleration in the longitudinal running direction of the vehicle, so that if the mass of the whole vehicle is estimated only according to the acceleration measured when the vehicle is in the gear and the longitudinal driving force of the vehicle, the acceleration resistance, the air resistance and the rolling resistance in a longitudinal dynamic model of the vehicle are ignored, and the estimated mass of the whole vehicle is inaccurate.
The force borne by the whole vehicle when the vehicle is in neutral can be analyzed and known: when the vehicle is in neutral, the force acting on the vehicle only has rolling resistance, air resistance and acceleration resistance, namely the force borne by the whole vehicle is equal to the sum of the rolling resistance, the air resistance and the acceleration resistance, and then when the vehicle is in neutral, the first acceleration a acquired by the acceleration sensornThe ratio of the force borne by the whole vehicle to the mass of the whole vehicle is equal, namely, the following relation exists:
Figure BDA0001977672400000073
because the rolling resistance, the air resistance and the acceleration resistance are irrelevant to the gear state of the vehicle, under the condition that the vehicle is in a gear, when the longitudinal driving force of the vehicle is small, the sum of the rolling resistance, the air resistance and the acceleration resistance borne by the vehicle at the moment can be directly considered to be consistent with that when the vehicle is in a neutral gear; when the longitudinal driving force of the vehicle is changed greatly, the influence of the rolling resistance, the air resistance and the acceleration resistance on the whole vehicle is small, and the sum of the rolling resistance, the air resistance and the acceleration resistance of the vehicle at the moment can also be directly considered to be consistent with that of the vehicle in a neutral gear.
Thus, the first acceleration a measured when the vehicle is in neutral is usednThe influence of rolling resistance, air resistance and acceleration resistance on the stress of the whole vehicle can be reflected.
And the second acceleration a measured when the vehicle is in the geargIs equal to the vector sum of the vehicle longitudinal acceleration a and the component gsin theta of the gravitational acceleration g in the vehicle longitudinal driving direction, i.e. ag＝a+gsinθ。
Then, the vehicle longitudinal dynamics model can be simplified as:
F＝ma+mgsinθ+man＝mag+man＝maz
in summary, the present invention combines the first acceleration a measured when the vehicle is in neutral withnAnd a second acceleration a of the vehicle in geargAnd constructing a longitudinal dynamic equation F ═ ma of the whole vehiclezThe influence of factors such as ramp resistance, acceleration resistance, air resistance, rolling resistance and the like on the estimation of the whole vehicle mass is fully considered, the consideration is comprehensive, and the whole vehicle mass estimated by using the whole vehicle longitudinal dynamics equation is more accurate.
3) Using recursive least square method to make longitudinal dynamic equation F ═ ma of whole vehiclezAnd carrying out iterative calculation, and estimating to obtain the mass of the whole vehicle.
Wherein the objective function is adopted by the recursive least square method
Figure BDA0001977672400000081
Comprises the following steps:
Figure BDA0001977672400000082
in the formula, y (i)In order to be the actual acceleration,
Figure BDA0001977672400000083
Figure BDA0001977672400000084
in the case of F, the content of the compound,
Figure BDA0001977672400000085
n is the number of iterations for the estimate of the actual acceleration.
By solving for
Figure BDA0001977672400000086
So that the target function can take a minimum value, and when the target function takes a minimum value, the minimum value is utilized
Figure BDA0001977672400000087
The mass m of the whole vehicle can be estimated.
As can be seen from the expression of the objective function, as n increases,
Figure BDA0001977672400000088
will be increased continuously, since the estimation of the whole vehicle mass is carried out in real time, the recursive least square method is adopted to solve
Figure BDA0001977672400000089
And correcting the estimated value of the last estimated time by using the measured value of the current estimated time, wherein the expression of the recursive least square method is as follows:
Figure BDA00019776724000000810
Figure BDA00019776724000000811
Figure BDA00019776724000000812
where k denotes the current estimation time, k-1 denotes the last estimation time, and y (k) is az(k)，
Figure BDA00019776724000000813
By passing
Figure BDA00019776724000000814
The estimated value of the total vehicle mass at each estimated moment of the vehicle can be calculated, L (k) is calculated to be the least square gain L, and P (k) is updated to the error covariance P.
In the running process of the vehicle, a first acceleration when the vehicle is in a neutral gear, a second acceleration when the vehicle is in the gear and a corresponding driving torque are collected and recorded, the time when the three data are collected and recorded is used as the initial estimation time of the mass of the whole vehicle, at the moment, the corresponding first acceleration, the second acceleration and the driving torque are substituted into a whole vehicle longitudinal dynamics equation, and iterative calculation is carried out on the whole vehicle longitudinal dynamics equation by using a recursive least square method to obtain the whole vehicle mass at the initial estimation time. After the estimation of the whole vehicle mass at the initial estimation moment is finished, the first acceleration when the vehicle is in a neutral gear, the second acceleration when the vehicle is in a gear and the corresponding driving torque are updated, the moment when the three data are updated is used as the current estimation moment of the whole vehicle mass, the whole vehicle mass is estimated again by using the corresponding data, and the like, so that the real-time estimation of the whole vehicle mass can be realized. As another embodiment, since the vehicle is in neutral during running less frequently, when determining the current estimated time, in addition to the time when all three data are updated as the current estimated time of the vehicle mass, the time when the update of the second acceleration and the corresponding driving torque is completed may be used as the current estimated time during the time period when the update of the first acceleration is not completed.
For the objective function
Figure BDA0001977672400000091
Analysis was carried out to see that: in the objective function y (i) is the actual acceleration,
Figure BDA0001977672400000092
Figure BDA0001977672400000093
f, so that when the mass m of the whole vehicle is estimated, the mass m of the whole vehicle is estimated
Figure BDA0001977672400000094
Reuse of
Figure BDA0001977672400000095
The mass m of the whole vehicle is estimated, and the effect of doing so is as follows: because the whole vehicle mass m of the vehicle is certainly more than 0, if the construction mode of the objective function in the background art reference file is directly adopted, namely y (i) in the objective function is F,
Figure BDA0001977672400000096
Figure BDA0001977672400000097
for the actual acceleration, when the longitudinal driving force of the vehicle is 0 or the longitudinal acceleration is 0 in the algorithm, the result that the mass of the whole vehicle is 0 is sent out, obviously, the estimation result is wrong, therefore, the invention takes the mass m of the whole vehicle as the denominator, and firstly estimates the mass m of the whole vehicle
Figure BDA0001977672400000098
The estimation result that the mass of the whole vehicle is 0 can be avoided.
As another embodiment, when the objective function is constructed, if the construction method in the background art reference file is adopted, if the estimation result that the vehicle mass is 0 occurs in the vehicle mass estimation process, an error is reported and the estimation result is discarded.
Torque control method embodiment:
as shown in fig. 2, the torque control method of the present invention includes the steps of:
firstly, estimating the mass m of the whole vehicle by using the whole vehicle mass estimation method (the concrete method is shown in the embodiment of the whole vehicle mass estimation method);
secondly, according to the estimated mass m of the whole vehicle and the ground adhesion coefficient
Figure BDA0001977672400000101
(this value can be obtained by detection) determination of the ground adhesion
Figure BDA0001977672400000102
Figure BDA0001977672400000103
And then, judging the magnitude relation between the braking force of the whole vehicle and the ground adhesion force, judging the magnitude relation between the driving force of the whole vehicle and the ground adhesion force, and executing corresponding operation according to the judgment result.
The method comprises the following specific steps: when the braking force of the whole vehicle is greater than the ground adhesion force, the braking force of the whole vehicle is reduced to be less than or equal to the ground adhesion force, and by adopting the operation, the tire locking caused by overlarge braking force can be prevented, the influence of sliding friction on the abrasion of the tire is reduced, the service life of the tire is prolonged, and the driving safety is ensured; when the driving force of the whole vehicle is greater than the ground adhesion force, the driving force of the whole vehicle is reduced, so that the driving force is less than or equal to the ground adhesion force, the vehicle can be prevented from skidding due to the overlarge driving force by adopting the operation, the anti-skidding capacity of the vehicle is improved, the tire abrasion is reduced, the service life of the tire is prolonged, and the driving safety is ensured.
As another embodiment, the executing corresponding operation according to the judgment result further includes: when the braking force of the whole vehicle is smaller than the ground adhesion force, the braking force of the whole vehicle is increased to be larger than or equal to the ground adhesion force; and when the driving force of the whole vehicle is smaller than the ground adhesion force, the driving force of the whole vehicle is increased and is larger than or equal to the ground adhesion force. The adoption of the operation can fully exert the dynamic property of the whole vehicle, such as: when the ground adhesion is large, the braking distance can be reduced or the braking deceleration can be increased by increasing the braking force; when the ground adhesion is large, the climbing gradient or climbing speed can be increased by increasing the driving force.
Torque control device embodiment:
the torque control device of the present invention includes a memory, a processor, and a program for running on the processor, and the processor executes the program to implement the torque control method of the present invention.

Claims (10)

1. A vehicle mass estimation method is characterized by comprising the following steps:
1) when the vehicle is in a neutral gear, acquiring a first acceleration; when the vehicle is in a gear, acquiring a second acceleration and a corresponding driving torque;
2) taking the vector sum of the first acceleration and the second acceleration as the actual acceleration azAnd constructing a longitudinal dynamic equation of the whole vehicle:
F＝maz
wherein F is determined by the driving torque, and m is the mass of the whole vehicle;
3) and carrying out iterative calculation on the longitudinal dynamic equation of the whole vehicle by using a recursive least square method, and estimating to obtain the mass of the whole vehicle.
2. The vehicle mass estimation method according to claim 1, wherein the objective function adopted in the recursive least square method in step 3) is
Figure FDA0001977672390000011
Comprises the following steps:
Figure FDA0001977672390000012
wherein y (i) is the actual acceleration,
Figure FDA0001977672390000013
Figure FDA0001977672390000014
f, n is the number of iterations.
3. A torque control method, characterized by comprising the steps of:
(1) when the vehicle is in a neutral gear, acquiring a first acceleration; when the vehicle is in a gear, acquiring a second acceleration and a corresponding driving torque;
(2) taking the vector sum of the first acceleration and the second acceleration as the actual acceleration azAnd constructing a longitudinal dynamic equation of the whole vehicle:
F＝maz
wherein F is determined by the driving torque, and m is the mass of the whole vehicle;
(3) iterative calculation is carried out on the longitudinal dynamic equation of the whole vehicle by using a recursive least square method, and the mass of the whole vehicle is estimated;
(4) and determining the ground adhesion according to the whole vehicle mass and the ground adhesion coefficient, reducing the whole vehicle braking force when the whole vehicle braking force is greater than the ground adhesion, and reducing the whole vehicle driving force when the whole vehicle driving force is greater than the ground adhesion.
4. The torque control method according to claim 3, wherein the objective function used in the recursive least squares method in step (3)
Figure FDA0001977672390000021
Comprises the following steps:
Figure FDA0001977672390000022
wherein y (i) is the actual acceleration,
Figure FDA0001977672390000023
Figure FDA0001977672390000024
f, n is the number of iterations.
5. The torque control method according to claim 3 or 4, wherein when the vehicle braking force is greater than the ground adhesion force, the vehicle braking force is reduced to be less than or equal to the ground adhesion force.
6. The torque control method according to claim 3 or 4, wherein when the vehicle driving force is greater than the ground adhesion force, the vehicle driving force is reduced to be less than or equal to the ground adhesion force.
7. A torque control device comprising a memory, a processor and a program for running on the processor, wherein execution of the program by the processor effects the steps of:
(1) when the vehicle is in a neutral gear, acquiring a first acceleration; when the vehicle is in a gear, acquiring a second acceleration and a corresponding driving torque;
(2) taking the vector sum of the first acceleration and the second acceleration as the actual acceleration azAnd constructing a longitudinal dynamic equation of the whole vehicle:
F＝maz
wherein F is determined by the driving torque, and m is the mass of the whole vehicle;
(3) iterative calculation is carried out on the longitudinal dynamic equation of the whole vehicle by using a recursive least square method, and the mass of the whole vehicle is estimated;
(4) and determining the ground adhesion according to the whole vehicle mass and the ground adhesion coefficient, reducing the whole vehicle braking force when the whole vehicle braking force is greater than the ground adhesion, and reducing the whole vehicle driving force when the whole vehicle driving force is greater than the ground adhesion.
8. The torque control device of claim 7 wherein the objective function used in step (3) is a recursive least squares method
Figure FDA0001977672390000031
Comprises the following steps:
Figure FDA0001977672390000032
wherein y (i) is the actual acceleration,
Figure FDA0001977672390000033
Figure FDA0001977672390000034
f, n is the number of iterations.
9. The torque control device according to claim 7 or 8, wherein when the vehicle braking force is greater than the ground adhesion force, the vehicle braking force is reduced to be less than or equal to the ground adhesion force.
10. The torque control device according to claim 7 or 8, wherein when the vehicle driving force is greater than the ground adhesion force, the vehicle driving force is reduced to be less than or equal to the ground adhesion force.
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