CN114347802A - Active anti-slope-sliding control method for new energy vehicle - Google Patents
Active anti-slope-sliding control method for new energy vehicle Download PDFInfo
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- CN114347802A CN114347802A CN202210084782.6A CN202210084782A CN114347802A CN 114347802 A CN114347802 A CN 114347802A CN 202210084782 A CN202210084782 A CN 202210084782A CN 114347802 A CN114347802 A CN 114347802A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2009—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 for braking
- B60L15/2018—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 for braking for braking on a slope
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- 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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- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention relates to an active anti-slope-slipping control method based on slope identification and vehicle weight estimation, which can apply enough motor torque to overcome slope resistance before a vehicle is started, and meanwhile, in order to prevent the problem of forward rush caused by overlarge hill start auxiliary torque, the hill start auxiliary torque calculated through a slope detection value and the estimation of the whole vehicle mass is reduced from the maximum driving torque, and an adaptive adjustment torque control algorithm is designed to ensure that the vehicle is stably parked on a slope before the vehicle is started. Therefore, the active anti-slope-sliding control method adopted by the invention can control the slope-sliding distance of the vehicle under different slopes within 0-10cm, and meet the requirement of stable starting of the vehicle under different slope road conditions.
Description
Technical Field
The invention relates to the technical field of new energy vehicle drive control, in particular to an active anti-slope-sliding control method for a new energy vehicle.
Background
At present, the slope slipping prevention control of a new energy vehicle is usually completed by a motor controller, and the control strategy is that the motor controller actively enters a PI (proportional integral) regulation mode after detecting the negative rotating speed of a motor, so that the rotating speed of the motor is kept at zero rotating speed. For example: the Chinese invention patent with the publication number of CN 113306556A provides an auxiliary control system and a control method for preventing a pure electric vehicle from sliding down a slope; the Chinese invention patent with the publication number of CN108312895A provides a control method and a device for preventing a vehicle from sliding down a slope and a pure electric vehicle; the Chinese invention patent with the publication number of CN111619367A provides an anti-slope-sliding control method for a pure electric vehicle. In the above patents, the vehicle is judged to slide backwards by identifying the vehicle speed and the motor rotating speed, so that an anti-slide state is triggered, and anti-slide is realized by loading torque on the motor.
The Chinese patent with application publication number CN 106945665A also discloses a control method and a control system for preventing the vehicle from sliding down on the slope, and the method comprises the steps of calculating a second braking torque required by the vehicle from the current slope, the current vehicle-mounted weight and the first braking torque when the vehicle is detected to be in a starting state, and sending an anti-sliding command to an electronic braking module to enable the electronic braking module to brake the vehicle to generate the second braking torque; wherein the second braking torque is less than the first braking torque; when detecting that an accelerator signal and a vehicle speed signal exist, sending a starting instruction to the electronic braking module to enable the second braking torque generated by the electronic braking module to the vehicle to be gradually reduced to zero so as to drive the vehicle to move towards a set direction. However, the second braking torque of the patent is a mechanical braking torque applied by a mechanical braking device of an electronic stability system, a brake anti-lock system or a drive anti-skid system, belongs to the technical field of mechanical braking to lock wheels to realize anti-slide, has requirements on vehicle hardware, and is not provided with a similar electronic braking control system, so that the patent has certain limitation in use. Therefore, the active anti-slope-sliding control method for the new energy vehicle is provided.
Disclosure of Invention
The invention provides an active anti-slope-sliding control method for a new energy vehicle, which aims to overcome the defects that the vehicle has a backward sliding distance of 10-30cm and the like because the existing vehicle judges whether the vehicle is in a slope-sliding state or not by detecting the speed or the rotating speed of a motor and then starts an anti-slope-sliding function.
The invention adopts the following technical scheme:
the active anti-slope-sliding control method of the new energy vehicle is characterized by comprising the following steps of:
(1) the vehicle is stopped and continues for a certain time t, and the gradient value is sampled and detected;
(2) after a driver brakes deeply and parks stably, the vehicle is in a forward gear and a hand brake is in a loose state, the gradient value detected by the gradient sensor is larger than a set threshold value, and the motor theory slope-stopping moment calculated based on the gradient detection value and the whole vehicle mass estimation is used for making the slope-sliding prevention function ready;
(3) when the driver starts the active anti-slope-sliding device, the vehicle enters an active anti-slope-sliding starting state;
(4) taking the motor theoretical hill-holding moment calculated based on the slope detection value and the vehicle mass estimation as a hill-start assisting torque, and simultaneously reducing the motor theoretical hill-holding moment and the maximum driving torque to enable the driving torque instruction to be slowly increased from zero to the hill-start assisting torque by setting a limit slope K1, so that the vehicle enters an active anti-slope-slipping starting state; wherein K1 is the slope of the normal starting torque of the vehicle, and K1 is more than 10 Nm/s;
(5) in the process that a driver releases a brake pedal to prepare for starting, the vehicle slips backwards, a driving torque command is increased by a set limit slope K2 on the basis of the hill auxiliary torque, the current motor actual torque value is recorded until the backward slip speed starts to be reduced, and the current motor actual torque value is multiplied by an adjusting coefficient B to serve as a new hill auxiliary torque command; wherein K2> K1>10Nm/s, 0< B < 2;
(6) the method comprises the steps that a driver releases a brake pedal to prepare for starting, the driver does not step on an accelerator pedal, the vehicle runs forwards, a driving torque instruction is reduced by a set limit slope K3 on the basis of the hill auxiliary torque until the running speed begins to be reduced, the current actual torque value of a motor is recorded, and the current actual torque value of the motor is multiplied by an adjusting coefficient B to serve as a new hill auxiliary torque instruction; wherein K3< -K1< -10 Nm/s;
(7) if the exit condition is met, the vehicle exits the active anti-slope-sliding state.
In a preferred embodiment, in the step (1), the gradient value is sampled and detected by the gradient sensor, and the sampling is continued to be averaged after the vehicle is stopped and the vehicle is started.
In a preferred embodiment, the vehicle mass estimation method in the step (2) is as follows: after the vehicle door is closed, selecting sampling points with vehicle acceleration greater than a set threshold and vehicle speed greater than the set threshold, calculating a vehicle weight estimated value through a vehicle dynamics equation, obtaining data of the last n sampling points on a time sequence to obtain variance of the estimated value, and normalizing the variance; and when the variance is less than a certain set threshold value, the vehicle weight is considered to be credible, and the estimated value of the vehicle weight is taken as the final result of estimation, wherein n is greater than 10.
In a preferred embodiment, in the step (4), when the active anti-slip device is opened, if the actual accelerator demand torque is less than or equal to the hill start assisting torque, the hill start assisting torque is still output; if the actual accelerator demand torque is greater than the hill start assist torque, the actual accelerator demand torque is increased to the set limit slope K1 based on the hill start assist torque.
In a preferred embodiment, in order to increase the stability of the system control, the limit slope K2 in the step (5) and the limit slope K3 in the step (6) are variable slopes, wherein the limit slope is larger when the vehicle speed increases faster, and the limit slope is smaller when the vehicle speed increases slower.
In a preferred embodiment, the exit condition in the step (7) is that the vehicle starting speed is greater than a set threshold, or the starting running distance is greater than a set threshold, or the vehicle hand brake is pulled up or the vehicle is in a non-forward gear, or the active anti-slip is started for more than a certain time, or the driver deeply steps on the brake pedal again in the vehicle starting process.
As can be seen from the above description of the present invention, compared with the prior art, the present invention has the following advantages:
the invention adopts an active anti-slope-slipping control method based on slope identification and vehicle weight estimation, can apply enough motor torque to overcome slope resistance before the vehicle starts, and simultaneously, in order to prevent the problem of forward rush caused by overlarge slope starting auxiliary torque, the slope starting auxiliary torque calculated through slope detection values and vehicle mass estimation is reduced from the maximum driving torque, and an adaptive adjustment torque control algorithm is designed to ensure that the vehicle stably stops on a slope before starting. Therefore, the active anti-slope-sliding control method adopted by the invention can control the slope-sliding distance of the vehicle under different slopes within 0-10cm, and meet the requirement of stable starting of the vehicle under different slope road conditions.
Drawings
FIG. 1 is a flow chart of an embodiment of the present invention.
Detailed Description
The following describes embodiments of the present invention with reference to the drawings. Numerous details are set forth below in order to provide a thorough understanding of the present invention, but it will be apparent to those skilled in the art that the present invention may be practiced without these details. Well-known components, methods and processes are not described in detail below.
The invention relates to a new energy vehicle active anti-slope-slipping control method based on slope identification and vehicle weight estimation, which can apply enough motor torque to overcome slope resistance before a vehicle starts, and design an adaptive adjustment torque control algorithm to ensure that the vehicle stably stops on a slope before starting.
The invention relates to a new energy vehicle, which detects hard line signals such as a gear signal, a hand brake signal, a brake pedal signal, an accelerator pedal signal, an active anti-slope-sliding switch signal and the like through a vehicle controller, receives a slope signal sent by a slope sensor through a Controller Area Network (CAN), sends a motor torque instruction to a motor controller through the CAN, and feeds back the current actual motor torque through the motor controller.
Referring to fig. 1, the active anti-slope-slipping control method of the invention specifically comprises the following steps:
firstly, the vehicle is stopped stably and continues for a certain time t, and the gradient value is sampled and detected.
The gradient value is mainly sampled and detected by a gradient sensor, and is continuously sampled and averaged after the vehicle is stopped and stable until the vehicle starts.
And secondly, after the driver brakes the vehicle deeply and stops the vehicle stably, the vehicle is in a forward gear state and a hand brake release state, the gradient value detected by the gradient sensor is larger than a set threshold value, and the motor theoretical slope-stopping moment calculated based on the gradient detection value and the whole vehicle mass estimation is used for making the slope-sliding prevention function ready.
The vehicle mass estimation method comprises the following steps: after the vehicle door is closed, selecting sampling points with vehicle acceleration greater than a set threshold and vehicle speed greater than the set threshold, calculating a vehicle weight estimated value through a vehicle dynamics equation, obtaining data of the last n sampling points on a time sequence to obtain variance of the estimated value, and normalizing the variance; and when the variance is less than a certain set threshold value, the vehicle weight is considered to be credible, and the estimated value of the vehicle weight is taken as the final result of estimation, wherein n is greater than 10.
And thirdly, the driver starts the active anti-slope-sliding state, and then the vehicle enters the active anti-slope-sliding starting state.
Taking the motor theoretical hill-holding moment calculated based on the slope detection value and the vehicle mass estimation as a hill-start assisting torque, and simultaneously reducing the motor theoretical hill-holding moment and the maximum driving torque to enable the driving torque instruction to be slowly increased from zero to the hill-start assisting torque by setting a limit slope K1, so that the vehicle enters an active anti-slope-slipping starting state; wherein K1 is the slope of the normal starting torque of the vehicle, and K1 is more than 10 Nm/s.
When the active anti-slope-slipping is started, if the actual accelerator demand torque is less than or equal to the hill-start auxiliary torque, the hill-start auxiliary torque is still output; if the actual accelerator demand torque is greater than the hill start assist torque, the actual accelerator demand torque is increased to the set limit slope K1 based on the hill start assist torque.
Fifthly, in the process that a driver releases a brake pedal to prepare for starting, the vehicle slips backwards and enters a torque increasing state, a driving torque instruction is increased by a set limit slope K2 on the basis of the hill auxiliary torque, the current actual torque value of the motor is recorded until the backward slip speed starts to be reduced, and the current actual torque value of the motor is multiplied by an adjusting coefficient B to serve as a new hill auxiliary torque instruction; wherein, K2> K1>10Nm/s, 0< B < 2.
Sixthly, when the driver releases the brake pedal to prepare for starting and the driver does not step on the accelerator pedal, the vehicle drives forwards and enters a torque withdrawing state, the driving torque instruction is reduced by setting a limit slope K3 on the basis of the hill auxiliary torque until the forward speed begins to be reduced, the current actual torque value of the motor is recorded, and the current actual torque value of the motor is multiplied by an adjusting coefficient B to serve as a new hill auxiliary torque instruction; wherein K3< -K1< -10 Nm/s.
And seventhly, if the starting speed of the vehicle is greater than a set threshold value, or the starting running distance is greater than a set threshold value, or the hand brake of the vehicle is pulled up, or the vehicle is in a non-forward gear, or the active anti-slope-slipping state is started for more than a certain time, the vehicle exits the active anti-slope-slipping state.
In addition, in the starting process of the vehicle, if the driver deeply steps on the brake pedal again, the vehicle can also exit the active anti-slope-slipping state.
In order to increase the system control stability, the limit slope K2 of the step (5) and the limit slope K3 of the step (6) both adopt variable slopes, the limit slope is larger as the vehicle speed increases, and the limit slope is smaller as the vehicle speed increases more slowly.
The above description is only an embodiment of the present invention, but the design concept of the present invention is not limited thereto, and any insubstantial modifications made by using the design concept should fall within the scope of infringing the present invention.
Claims (6)
1. The active anti-slope-sliding control method of the new energy vehicle is characterized by comprising the following steps of:
(1) the vehicle is stopped and continues for a certain time t, and the gradient value is sampled and detected;
(2) after the driver deeply steps on the brake to stop stably, the vehicle is in a forward gear and hand brake release state, and the gradient value detected by the gradient sensor is greater than a set threshold value;
(3) when the driver starts the active anti-slope-sliding device, the vehicle enters an active anti-slope-sliding starting state;
(4) taking the motor theoretical hill-holding moment calculated based on the slope detection value and the vehicle mass estimation as a hill-start assisting torque, and simultaneously reducing the motor theoretical hill-holding moment and the maximum driving torque to enable the driving torque instruction to be slowly increased from zero to the hill-start assisting torque by setting a limit slope K1, so that the vehicle enters an active anti-slope-slipping starting state; wherein K1 is the slope of the normal starting torque of the vehicle, and K1 is more than 10 Nm/s;
(5) in the process that a driver releases a brake pedal to prepare for starting, the vehicle slips backwards, a driving torque command is increased by a set limit slope K2 on the basis of the hill auxiliary torque, the current motor actual torque value is recorded until the backward slip speed starts to be reduced, and the current motor actual torque value is multiplied by an adjusting coefficient B to serve as a new hill auxiliary torque command; wherein K2> K1>10Nm/s, 0< B < 2;
(6) the method comprises the steps that a driver releases a brake pedal to prepare for starting, the driver does not step on an accelerator pedal, the vehicle runs forwards, a driving torque instruction is reduced by a set limit slope K3 on the basis of the hill auxiliary torque until the running speed begins to be reduced, the current actual torque value of a motor is recorded, and the current actual torque value of the motor is multiplied by an adjusting coefficient B to serve as a new hill auxiliary torque instruction; wherein K3< -K1< -10 Nm/s;
(7) if the exit condition is met, the vehicle exits the active anti-slope-sliding state.
2. The active anti-slope-slipping control method for the new energy vehicle as claimed in claim 1, characterized in that: and (2) sampling and detecting the gradient value through a gradient sensor, and continuously sampling and averaging after the vehicle is stopped till the vehicle starts.
3. The active anti-slope-slipping control method for the new energy vehicle as claimed in claim 1, wherein the whole vehicle mass estimation method in the step (2) is as follows: after the vehicle door is closed, selecting sampling points with vehicle acceleration greater than a set threshold and vehicle speed greater than the set threshold, calculating a vehicle weight estimated value through a vehicle dynamics equation, obtaining data of the last n sampling points on a time sequence to obtain variance of the estimated value, and normalizing the variance; and when the variance is less than a certain set threshold value, the vehicle weight is considered to be credible, and the estimated value of the vehicle weight is taken as the final result of estimation, wherein n is greater than 10.
4. The active anti-slope-slipping control method for the new energy vehicle as claimed in claim 1, characterized in that: in the step (4), when the active anti-slip is started, if the actual accelerator demand torque is less than or equal to the hill start auxiliary torque, the hill start auxiliary torque is still output; if the actual accelerator demand torque is greater than the hill start assist torque, the actual accelerator demand torque is increased to the set limit slope K1 based on the hill start assist torque.
5. The active anti-slope-slipping control method for the new energy vehicle as claimed in claim 1, characterized in that: the limit slope K2 of the step (5) and the limit slope K3 of the step (6) both adopt variable slopes, the limit slope is larger when the vehicle speed is increased faster, and the limit slope is smaller when the vehicle speed is increased slower.
6. The active anti-slope-slipping control method for the new energy vehicle as claimed in claim 1, characterized in that: the exit condition in the step (7) is that the vehicle starting speed is greater than a set threshold, or the starting running distance is greater than a set threshold, or the vehicle hand brake is pulled up or the vehicle is in a non-forward gear, or the active anti-slope-slipping opening exceeds a certain time, or the driver deeply steps on the brake pedal again in the vehicle starting process.
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| CN202210084782.6A CN114347802B (en) | 2022-01-25 | 2022-01-25 | Active anti-slip control method for new energy vehicle |
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Cited By (3)
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| CN115264049A (en) * | 2022-08-05 | 2022-11-01 | 盛瑞传动股份有限公司 | Automatic transmission control method, automatic transmission control device, electronic apparatus, and storage medium |
| CN115352457A (en) * | 2022-09-02 | 2022-11-18 | 潍柴动力股份有限公司 | Method for determining vehicle slip state, device thereof, processor and MCU |
| CN116494980A (en) * | 2023-06-28 | 2023-07-28 | 盛瑞传动股份有限公司 | Vehicle anti-slip control method, device, equipment, readable storage medium and vehicle |
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