CN114312345A - Dynamic and smooth compensation distribution control method for front and rear axle torques of four-wheel-drive pure electric vehicle - Google Patents
Dynamic and smooth compensation distribution control method for front and rear axle torques of four-wheel-drive pure electric vehicle Download PDFInfo
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Abstract
The invention discloses a dynamic and smooth compensation distribution control method for front and rear axle torques of a four-wheel-drive pure electric vehicle, which is characterized by comprising the following steps of: acquiring four wheel speeds and the speed of the whole vehicle; inquiring a calibration chart according to the running mode, the sliding distance and the sliding time of the vehicle to obtain torque reduction target values of the front axle torque and the rear axle torque; and carrying out torque reduction limitation on the front axle motor and the rear axle motor according to the torque reduction target value by using the maximum and minimum torque values available for the front axle motor and the rear axle motor, taking the torque reduction value of the front/rear axle drive motor as a compensation value of the rear/front axle drive motor, and finally calculating to obtain a torque adjustment value of the front/rear axle drive motor. The torque of the front axle and the rear axle of the vehicle is dynamically adjusted and compensated according to the slipping condition, so that the vehicle is guaranteed to be out of order, the motor is guaranteed to operate in the power range of the motor, the motor is guaranteed not to slip continuously, the total torque required by a driver is fully reflected in the whole vehicle, and the dynamic property of the vehicle is guaranteed.
Description
Technical Field
The invention relates to control of an electric vehicle, in particular to a dynamic and smooth compensation distribution control method for front and rear axle torques of a four-wheel-drive pure electric vehicle.
Background
With the increase of the quantity of gasoline vehicles, the atmospheric pollution is more and more serious. With the increasing requirements of people on environmental protection, the pure electric vehicle appears, the vehicle controller is used as a key part of the pure electric four-wheel drive vehicle, the torque distribution method directly influences the driving power, comfort and economy of the pure electric four-wheel drive vehicle, the driving torque is reasonably distributed, and the advantages of the four-driving-force system can be fully exerted. In the front and rear driving torque distribution method of the four-wheel drive electric vehicle in the prior art, the front and rear axle torques are calculated by estimating the road adhesion coefficient, but the estimated road adhesion coefficient is easy to deviate, the wheel slip is judged only by the vehicle speed, the judgment is single, and the condition of misjudgment or non-timely detection of the slip is easy to occur in the actual operation.
For example, a chinese patent document discloses a "front and rear axle driving torque distribution control method for a four-wheel drive electric vehicle", which is under the publication number CN107640062A, and comprises the following steps: s1, calculating total torque instruction T of driver according to accelerator pedal and vehicle speed valued(ii) a S2, performing initial torque distribution based on the optimal principle of system efficiency to obtain the initial driving torque T of the front axledf0And rear axle initial drive torque Tdr0(ii) a S3, estimating the available adhesion coefficient of the road surface to obtain an adhesion coefficient mu; s4, calculating the limit value T of the front axle driving torque according to the adhesion coefficient muufmaxAnd rear axle drive torque limit Turmax(ii) a S5, according to the limit value T of the front axle driving torqueufmaxAnd rear axle drive torque limit TurmaxAdjusting the initial torque distribution of the front axle and the rear axle; s6, respectively calculating a front axle motor torque instruction Tmf and a rear axle motor torque instructionTmr. However, in the above-mentioned scheme, the calculated peak road adhesion coefficient is an estimation result, the longitudinal acceleration of the front and rear axles is calculated through the adhesion coefficient, and then the torque is calculated, and the torque of the front and rear axles is calculated through the estimated peak road adhesion coefficient, and the estimated road adhesion coefficient is prone to have deviation, so that the problem that misjudgment is prone to occur in actual operation or the slip condition is not detected in time is solved.
Disclosure of Invention
The invention provides a dynamic and smooth compensation and distribution control method for torque of front and rear shafts of a four-wheel drive electric vehicle, which is used for adjusting the torque of a shaft motor based on the speed and the wheel speed of the whole vehicle and the running mode of the vehicle and aims to solve the problem that the torque distribution control of the front and rear shafts of the four-wheel drive electric vehicle in the prior art is unreasonable so that the power and economy of the vehicle are poor and the driving comfort is poor.
In order to achieve the purpose, the invention adopts the following technical scheme:
a dynamic and smooth compensation distribution control method for front and rear axle torques of a four-wheel-drive pure electric vehicle comprises the following steps: step S1: acquiring four wheel speeds and the speed of the whole vehicle; calculating the slip distance and the slip time of each wheel to judge whether each wheel slips;
step S2, inquiring a calibration graph according to the running mode, the slip distance and the slip time of the vehicle to obtain torque reduction target values of the front axle torque and the rear axle torque;
step S3: the method comprises the steps of calculating driving motor torque adjusting values of a front shaft and a rear shaft according to current maximum available torque and minimum torque fed back by a front shaft motor and a rear shaft motor, selecting a torque reduction target value of a corresponding shaft, a current maximum available torque value and a minimum value of torque required by a driver as the driving motor torque adjusting values when a vehicle accelerates, selecting a torque reduction target value of the corresponding shaft when the vehicle decelerates, taking the minimum value of the current minimum available torque value and the torque required by the driver as the driving motor torque adjusting values, taking the torque reduction value of the front shaft driving motor as a rear shaft driving motor compensation value, and taking the torque reduction value of the rear shaft driving motor as a front shaft driving motor compensation value. The motor is controlled by constant power, the higher the rotating speed of the motor, the smaller the available torque value is, and the motor reports the currently available maximum and minimum torque values according to the current rotating speed, so that the torque of the motor is limited, and the damage to the motor is avoided. The driver demand torque is distributed to the front and rear axles to obtain a front axle driver demand torque and a rear axle driver demand torque. When a driver looses an accelerator pedal to decelerate, energy is recovered, the motor enters a power generation mode, the minimum value of the current available torque of the motor, the torque reduction target value and the driver required torque distributed to a corresponding shaft is taken as the minimum value of a torque adjusting value of a driving motor and is transmitted to the motor, the slipping torque reduction compensation of a front axle vehicle is given to a rear axle, if the rear axle slips and reduces the torque, a difference value is compensated to the front axle, if front and rear axle wheels slip, the front and rear axles all reduce the torque, dynamic compensation ensures that the vehicle is out of trouble, the motor is ensured to operate in the power range, continuous slipping is also ensured, meanwhile, the total required torque of the driver is fully embodied in the whole vehicle, and the dynamic property of the vehicle is ensured.
The pure electric four-wheel drive system comprises a front shaft drive assembly and a rear shaft drive assembly, wherein the front shaft drive assembly comprises a front shaft main speed reducer and a front shaft drive motor which are coaxially connected, and a front shaft drive motor controller is connected with the front shaft drive motor and controls the front shaft drive motor to output torque. The rear shaft driving assembly comprises a rear shaft main speed reducer and a rear shaft driving motor which are coaxially connected, and a rear shaft driving motor controller is connected with the rear shaft driving motor and controls the rear shaft driving motor to output torque. The high-voltage battery pack is respectively connected with the front shaft driving motor controller and the rear shaft driving motor controller through high-voltage wires. The high-voltage battery pack is connected with the high-voltage battery management system, the high-voltage battery management system controls charging and discharging of the high-voltage battery pack, and the high-voltage battery management system, the ABS controller, the mode selection button, the front axle driving motor controller and the rear axle driving motor controller are connected with the whole vehicle controller. And the data in the calibration graph is the actual vehicle calibration of the vehicle on a low-adhesion road surface, an ice surface and a snow field. The calibration diagram comprises a torque reduction proportion coefficient table, the calibration mode of the torque reduction proportion coefficient table is calibrated according to the requirement of the running mode of the whole vehicle, for example, an ECO mode calibrates a torque distribution proportion table according to the bench test for optimizing the efficiency of a front-shaft driving motor and a rear-shaft driving motor, and a motion mode calibrates the torque distribution proportion table according to the hundred kilometers acceleration test of the vehicle. The snow mode scales a torque distribution ratio table according to a distribution strategy in which front and rear axle torques are equal. The method is characterized in that the situation that wheels of the front axle or the rear axle slip is that the requirement for reducing the torque is carried out on the front axle or the rear axle, the requirement for reducing the torque is judged according to the slip degree (the larger the difference between the average speed of two wheels of the front axle or the rear axle and the vehicle speed reported by the ABS is, the more serious the slip is), and the larger the slip degree is, the larger the requirement for reducing the torque is. The ABS is an anti-lock braking system for the vehicle. And the vehicle control unit acquires the wheel speed, the vehicle speed and a prompt signal indicating whether the vehicle speed is effective or not according to the data reported by the ABS.
Preferably, the step S1 includes the following steps:
step S11: judging whether the rotating speeds of the four wheels sent by the ABS are valid data or not, and if so, calculating the sliding distance and the sliding time of each wheel according to the rotating speeds of the four wheels and the speed of the whole vehicle; if the sliding distance of the wheel exceeds a set threshold value and/or the sliding time exceeds a set time, determining that the wheel slides; if not, go to step S12;
step S12: and if the wheel slip distance exceeds a set threshold value and/or the slip time exceeds a set time, the wheel slip is judged.
The front and rear axle wheels may slip or not, so that the front and rear axle wheels are divided into four states, namely: the front and rear axle wheels are all under the condition of skidding, namely the front and rear axle wheel skidding mark positions are all 1; the wheel slipping of the front axle is carried out, and under the condition that the wheel slipping of the rear axle is not carried out, namely the wheel slipping mark position of the front axle is 1, and the wheel slipping mark position of the rear axle is not 1; the wheel slipping condition of the front axle is that the wheel slipping of the front axle does not slip, and the wheel slipping condition of the rear axle is that the wheel slipping mark position of the front axle is not 1, and the wheel slipping mark position of the rear axle is 1; and the front and rear axle wheels do not slip, namely the slip mark positions of the front and rear axle wheels are not set to be 1. The four conditions basically cover the running conditions of the vehicle on different attachment roads. The method compensates for wheel slip due to controller torque distribution under different adhesion coefficient road surfaces.
Preferably, the step S2 further includes the steps of:
step S21: setting a calibration map based on the vehicle running mode;
step S22: and looking up a table based on a set calibration graph according to the running mode, the slip distance and the slip time of the vehicle to obtain a proportionality coefficient K, and multiplying the proportionality coefficient K by the required torque to obtain a torque reduction target value.
Preferably, the slip time in step S2 is the time accumulated after the wheel slip flag is detected.
Preferably, the slip distance S of the wheel in step S2 is calculated by integrating the slip time with the front axle vehicle speed and/or the rear axle vehicle speed:
wherein S is the slip distance, V (t) is the integral function of speed and time, dt is the system utilization time, and t0 is the starting time after the wheel speed is detected to exceed the average speed reported by the ABS.
Preferably, the vehicle operating modes include an ECO mode, a sport mode and a snow mode.
Preferably, the method further comprises step S4: if the torque of the front axle driving motor is reduced to a certain preset threshold value, subtracting the torque of the driving motor from the total required torque to obtain a torque compensation value, and compensating the torque compensation value for the rear axle driving motor; and if the torque of the rear axle driving motor is reduced to a certain preset threshold value, subtracting the torque of the driving motor from the total required torque to obtain a torque compensation value, and compensating the torque compensation value for the front axle driving motor. According to a whole vehicle running mode selected by a driver, such as an ECO mode, a sport mode and a snow mode, wheel end torque of a whole vehicle is distributed to a front-axle and rear-axle driving motor in a vehicle speed table look-up mode, the rotating speed of the front-axle or rear-axle driving motor, namely the average speed of wheels of a front axle or a rear axle is compared with the vehicle speed of the whole vehicle reported by an ABS (anti-lock brake system), if the speed difference exceeds a set threshold value, the wheel is slipped, the torque of the slipped driving motor is required to be reduced, the reduced torque is compensated to a non-slipped driving motor, and the dynamic property of the whole vehicle is ensured.
Therefore, the invention has the following beneficial effects: whether the wheel skidding exceeds the skidding threshold value or not is judged according to the wheel speed and the speed of the whole vehicle, the torque of the front axle and the rear axle of the vehicle is dynamically adjusted according to the skidding condition, and the driving comfort and the economical efficiency of the electric vehicle are improved while the dynamic performance of the whole vehicle is ensured.
Drawings
Fig. 1 is a block diagram of a system of a pure electric vehicle according to an embodiment of the present invention.
Fig. 2 is a flowchart illustrating calculation of the slip flag according to an embodiment of the present invention.
FIG. 3 is a flow chart of torque reduction target value calculation according to an embodiment of the present invention.
FIG. 4 is a flow chart of torque adjustment value calculation according to one embodiment of the present invention.
Detailed Description
The invention is further described with reference to the following detailed description and accompanying drawings.
Example (b):
the front-axle and rear-axle torque control system of the four-wheel-drive pure electric vehicle shown in fig. 1 is composed of a front-axle driving assembly and a rear-axle driving assembly, the front-axle driving assembly comprises a front-axle main reducer and a front-axle driving motor which are coaxially connected, and a front-axle driving motor controller is connected with the front-axle driving motor and controls the front-axle driving motor to output torque. The rear shaft driving assembly comprises a rear shaft main speed reducer and a rear shaft driving motor which are coaxially connected, and a rear shaft driving motor controller is connected with the rear shaft driving motor and controls the rear shaft driving motor to output torque. The high-voltage battery pack is respectively connected with the front shaft driving motor controller and the rear shaft driving motor controller through high-voltage wires. The high-voltage battery pack is connected with the high-voltage battery management system, the high-voltage battery management system controls charging and discharging of the high-voltage battery pack, and the high-voltage battery management system, the ABS controller, the mode selection button, the front axle driving motor controller and the rear axle driving motor controller are connected with the whole vehicle controller.
The dynamic smooth compensation distribution control method for the torque of the front axle and the rear axle of the four-wheel drive pure electric vehicle comprises the following steps: step S1: acquiring four wheel speeds and the speed of the whole vehicle; calculating the slip distance and the slip time of each wheel to judge whether each wheel slips;
step S11: judging whether the rotating speeds of the four wheels sent by the ABS are valid data or not, and if so, calculating the sliding distance and the sliding time of each wheel according to the rotating speeds of the four wheels and the speed of the whole vehicle; if the sliding distance of the wheel exceeds a set threshold value and/or the sliding time exceeds a set time, determining that the wheel slides; if not, go to step S12;
step S12: and if the wheel slip distance exceeds a set threshold value and/or the slip time exceeds a set time, the wheel slip is judged. As shown in fig. 2, the front and rear axle wheels may slip or not, so that they are divided into four states: the front and rear axle wheels are all under the condition of skidding, namely the front and rear axle wheel skidding mark positions are all 1; the wheel slipping of the front axle is carried out, and under the condition that the wheel slipping of the rear axle is not carried out, namely the wheel slipping mark position of the front axle is 1, and the wheel slipping mark position of the rear axle is not 1; the wheel slipping condition of the front axle is that the wheel slipping of the front axle does not slip, and the wheel slipping condition of the rear axle is that the wheel slipping mark position of the front axle is not 1, and the wheel slipping mark position of the rear axle is 1; and the front and rear axle wheels do not slip, namely the slip mark positions of the front and rear axle wheels are not set to be 1. The four conditions basically cover the running conditions of the vehicle on different attachment roads. The method compensates for wheel slip due to controller torque distribution under different adhesion coefficient road surfaces.
Step S2, inquiring a calibration graph according to the running mode, the slip distance and the slip time of the vehicle to obtain torque reduction target values of the front axle torque and the rear axle torque;
step S21: setting a calibration map based on the vehicle running mode;
step S22: and looking up a table based on a set calibration graph according to the running mode, the slip distance and the slip time of the vehicle to obtain a proportionality coefficient K, and multiplying the proportionality coefficient K by the required torque to obtain a torque reduction target value. The slip time is the time accumulated after the wheel slip flag bit is detected. The slip distance S of the wheels is calculated by integrating the speed of the front axle and/or the speed of the rear axle with the slip time:
wherein S is the slip distance, V (t) is the integral function of speed and time, dt is the system utilization time, and t0 is the starting time after the wheel speed is detected to exceed the average speed reported by the ABS.
Step S3: calculating driving motor torque adjusting values of a front shaft and a rear shaft according to the current maximum available torque and the current minimum torque fed back by a front shaft motor and a rear shaft motor, selecting the minimum value of a torque reduction target value, the current maximum available torque value and the driver required torque of a corresponding shaft as the driving motor torque adjusting value when a vehicle accelerates, selecting the torque reduction target value of the corresponding shaft when the vehicle decelerates, and selecting the minimum value of the current minimum available torque value and the driver required torque as the driving motor torque adjusting value; the torque reduction value of the front shaft driving motor is used as the compensation value of the rear shaft driving motor, and the torque reduction value of the rear shaft driving motor is used as the compensation value of the front shaft driving motor. The motor is controlled by constant power, the higher the rotating speed of the motor, the smaller the available torque value is, and the motor reports the currently available maximum and minimum torque values according to the current rotating speed, so that the torque of the motor is limited, and the damage to the motor is avoided. The driver demand torque is distributed to the front and rear axles to obtain a front axle driver demand torque and a rear axle driver demand torque. When a driver looses an accelerator pedal to decelerate, energy is recovered, the motor enters a power generation mode, the minimum value of the current available torque of the motor, the torque reduction target value and the driver required torque distributed to a corresponding shaft is taken as the minimum value of a torque adjusting value of a driving motor and is transmitted to the motor, the slipping torque reduction compensation of a front axle vehicle is given to a rear axle, if the rear axle slips and reduces the torque, a difference value is compensated to the front axle, if front and rear axle wheels slip, the front and rear axles all reduce the torque, dynamic compensation ensures that the vehicle is out of trouble, the motor is ensured to operate in the power range, continuous slipping is also ensured, meanwhile, the total required torque of the driver is fully embodied in the whole vehicle, and the dynamic property of the vehicle is ensured. And the data in the calibration graph is the actual vehicle calibration of the vehicle on a low-adhesion road surface, an ice surface and a snow field. The calibration diagram comprises a torque reduction proportion coefficient table, the calibration mode of the torque reduction proportion coefficient table is calibrated according to the requirement of the running mode of the whole vehicle, for example, an ECO mode calibrates a torque distribution proportion table according to the bench test for optimizing the efficiency of a front-shaft driving motor and a rear-shaft driving motor, and a motion mode calibrates the torque distribution proportion table according to the hundred kilometers acceleration test of the vehicle. The snow mode scales a torque distribution ratio table according to a distribution strategy in which front and rear axle torques are equal. The method is characterized in that the situation that wheels of the front axle or the rear axle slip is realized, the requirement for reducing the torque is carried out on the front axle or the rear axle, the larger the difference between the average speed of the two wheels of the front axle or the rear axle and the vehicle speed reported by the ABS is, the more serious the slip is, the larger the slip degree is, and the larger the torque reduction requirement is. The ABS is an anti-lock braking system for the vehicle.
Step S4: if the torque of the front axle driving motor is reduced to a certain preset threshold value, subtracting the torque of the driving motor from the total required torque to obtain a torque compensation value, and compensating the torque compensation value for the rear axle driving motor; and if the torque of the rear axle driving motor is reduced to a certain preset threshold value, subtracting the torque of the driving motor from the total required torque to obtain a torque compensation value, and compensating the torque compensation value for the front axle driving motor. The dynamic property of the whole vehicle is ensured. And meanwhile, the driving comfort and the economical efficiency of the electric vehicle are improved.
The specific embodiments described herein are merely illustrative of the spirit of the invention. Various modifications or additions may be made to the described embodiments or alternatives may be employed by those skilled in the art without departing from the spirit or ambit of the invention as defined in the appended claims.
Although the terms torque, slip distance, drive motor, etc. are used more herein, the possibility of using other terms is not excluded. These terms are used merely to more conveniently describe and explain the nature of the present invention; they are to be construed as being without limitation to any additional limitations that may be imposed by the spirit of the present invention.
Claims (7)
1. A four-wheel drive pure electric vehicle front and rear axle torque dynamic smooth compensation distribution control method is characterized by comprising the following steps:
step S1: acquiring four wheel speeds and the speed of the whole vehicle; calculating the slip distance and the slip time of each wheel to judge whether each wheel slips;
step S2, inquiring a calibration graph according to the running mode, the slip distance and the slip time of the vehicle to obtain torque reduction target values of the front axle torque and the rear axle torque;
step S3: calculating driving motor torque adjusting values of a front shaft and a rear shaft according to the current maximum available torque and the current minimum torque fed back by a front shaft motor and a rear shaft motor, selecting the minimum value of a torque reduction target value, the current maximum available torque value and the driver required torque of a corresponding shaft as the driving motor torque adjusting value when a vehicle accelerates, selecting the torque reduction target value of the corresponding shaft when the vehicle decelerates, and selecting the minimum value of the current minimum available torque value and the driver required torque as the driving motor torque adjusting value; the torque reduction value of the front shaft driving motor is used as the compensation value of the rear shaft driving motor, and the torque reduction value of the rear shaft driving motor is used as the compensation value of the front shaft driving motor.
2. The dynamic and smooth compensation and distribution control method for the front and rear axle torques of the four-wheel-drive pure electric vehicle as claimed in claim 1, wherein said step S1 comprises the steps of:
step S11: judging whether the rotating speeds of the four wheels sent by the ABS are valid data or not, and if so, calculating the sliding distance and the sliding time of each wheel according to the rotating speeds of the four wheels and the speed of the whole vehicle; if the sliding distance of the wheel exceeds a set threshold value and/or the sliding time exceeds a set time, determining that the wheel slides; if not, go to step S12;
step S12: and if the wheel slip distance exceeds a set threshold value and/or the slip time exceeds a set time, the wheel slip is judged.
3. The dynamic and smooth compensation and distribution control method for the front and rear axle torques of the four-wheel-drive pure electric vehicle according to claim 2, wherein the step S2 further comprises the steps of:
step S21: setting a calibration map based on the vehicle running mode;
step S22: and looking up a table based on a set calibration graph according to the running mode, the slip distance and the slip time of the vehicle to obtain a proportionality coefficient K, and multiplying the proportionality coefficient K by the required torque to obtain a torque reduction target value.
4. The method as claimed in claim 3, wherein the slip time in step S2 is the accumulated time after the wheel slip flag is detected.
5. The method according to claim 4, wherein the slip distance S of the wheels in step S2 is calculated by integrating the slip time with the front axle vehicle speed and/or the rear axle vehicle speed:
wherein S is the slip distance, V (t) is the integral function of speed and time, dt is the system utilization time, and t0 is the starting time after the wheel speed is detected to exceed the average speed reported by the ABS.
6. The front-rear axle torque dynamic smooth compensation distribution control method for the four-wheel-drive pure electric vehicle according to any one of claims 1-5, wherein the vehicle running modes comprise an ECO mode, a sport mode and a snow mode.
7. The dynamic and smooth compensation and distribution control method for the front and rear axle torques of the four-wheel-drive pure electric vehicle as claimed in claim 6, further comprising the step S4: if the torque of the front axle driving motor is reduced to a certain preset threshold value, subtracting the torque of the driving motor from the total required torque to obtain a torque compensation value, and compensating the torque compensation value for the rear axle driving motor; and if the torque of the rear axle driving motor is reduced to a certain preset threshold value, subtracting the torque of the driving motor from the total required torque to obtain a torque compensation value, and compensating the torque compensation value for the front axle driving motor.
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| CN116494776A (en) * | 2023-05-19 | 2023-07-28 | 成都赛力斯科技有限公司 | Automobile trafficability control method based on shaft end slip rate and new energy automobile |
| CN116572755A (en) * | 2023-05-19 | 2023-08-11 | 成都赛力斯科技有限公司 | Shaft end target torque control method and device in escaping mode and new energy automobile |
| WO2024082904A1 (en) * | 2022-10-21 | 2024-04-25 | 华为数字能源技术有限公司 | Controller of electric motor control module, control method for electric motor, and related device |
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