CN116101085A - Pure electric vehicle ejection starting control method, system, equipment and storage medium - Google Patents
Pure electric vehicle ejection starting control method, system, equipment and storage medium Download PDFInfo
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- CN116101085A CN116101085A CN202310256591.8A CN202310256591A CN116101085A CN 116101085 A CN116101085 A CN 116101085A CN 202310256591 A CN202310256591 A CN 202310256591A CN 116101085 A CN116101085 A CN 116101085A
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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
- B60L15/2072—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 drive off
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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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/423—Torque
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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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/46—Drive Train control parameters related to wheels
- B60L2240/465—Slip
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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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Abstract
The invention discloses a method, a system, equipment and a storage medium for controlling the ejection starting of a pure electric vehicle, wherein the method comprises the following steps: after receiving a signal for activating the ejection starting function initiated by a user, prompting the user to step on the accelerator for warming the tire deeply on an ejection road surface, and obtaining the wheel slip rate; determining a warm tire completion state according to the wheel slip ratio; acquiring a wheel ground attachment coefficient based on a tire warming completion state, and determining motor locked-rotor torque corresponding to an ejection system according to the wheel ground attachment coefficient and the wheel slip rate; and performing ejection starting control on the pure electric vehicle according to the motor locked torque. Compared with the prior art that fixed motor stalling torque is required to be set in advance, and then the traction control system intervenes in the torque limiting phase, the invention can determine the current road surface condition according to the wheel ground adhesion coefficient before ejection starting, and then set the optimal motor stalling torque corresponding to the ejection system according to the wheel ground adhesion coefficient and the wheel slip ratio, thereby improving the dynamic performance and the operation stability of the vehicle.
Description
Technical Field
The invention relates to the technical field of ejection starting, in particular to a method, a system, equipment and a storage medium for controlling the ejection starting of a pure electric vehicle.
Background
The ejection starting realization principle is that the speed changing box is utilized to adjust the rotation speed of the engine to the output state of the maximum torque, so that the engine starts to output with the maximum torque at the moment of starting, and the acceleration technology of optimal acceleration is realized.
The electric vehicle is similar to the fuel vehicle in implementation, and the torque output is changed from an engine to a driving motor. The implementation steps are as follows: 1. closing electronic stabilization procedure (Electronic Stability Program ESP) (if manual closing is required); 2. the brake is stepped on to reach a preset stroke; 3. the accelerator is stepped on to reach a preset stroke; 4. and (3) the brake is lifted up immediately when the rotating speed rises to the optimal starting rotating speed.
In the prior art, a fixed motor locked-rotor torque is set in advance in the ejection starting process, and when the electronic parking brake system releases and the wheels slide vigorously, the wheels are inserted into the traction control system to limit the torque for comparison, but the dynamic performance and the steering stability of the vehicle cannot be ensured in the mode. Therefore, how to improve the vehicle dynamics and the steering stability becomes a problem to be solved.
The foregoing is provided merely for the purpose of facilitating understanding of the technical solutions of the present invention and is not intended to represent an admission that the foregoing is prior art.
Disclosure of Invention
The invention mainly aims to provide a pure electric vehicle ejection starting control method, a pure electric vehicle ejection starting control system, pure electric vehicle ejection starting control equipment and a pure electric vehicle storage medium, and aims to solve the technical problem of how to improve vehicle dynamic performance and steering stability.
In order to achieve the above purpose, the invention provides a method for controlling the ejection start of a pure electric vehicle, which comprises the following steps:
after receiving a signal for activating the ejection starting function initiated by a user, prompting the user to step on the accelerator for warming the tire deeply on an ejection road surface, and obtaining the wheel slip rate;
determining a warm tire completion state according to the wheel slip ratio;
acquiring a wheel ground attachment coefficient based on the tire warming completion state, and determining a motor locked-rotor torque corresponding to an ejection system according to the wheel ground attachment coefficient and the wheel slip rate;
and performing ejection starting control on the pure electric vehicle according to the motor locked-rotor torque.
Optionally, after receiving a signal for activating the ejection starting function initiated by the user, prompting the user to step on the accelerator for warming a tire deeply on an ejection road surface, and obtaining the wheel slip rate, including:
After receiving a signal for activating the ejection starting function initiated by a user, prompting the user to step on the accelerator for warming a tire deeply on an ejection road surface, and acquiring the rotation radius of the wheel, the rotation angular speed of the wheel and the longitudinal speed of the center of the wheel;
and determining the wheel slip rate according to the wheel rotation radius, the wheel rotation angular speed and the longitudinal speed of the wheel center.
Optionally, the step of determining a warm tire completion status according to the wheel slip ratio includes:
judging whether the wheel slip rate is within a preset slip threshold range or not;
and if the wheel slip ratio is within the preset slip threshold range, determining a tire warming completion state according to the wheel slip ratio.
Optionally, after the step of determining whether the wheel slip ratio is within a preset slip threshold, the method further includes:
and if the wheel slip rate is not in the preset slip threshold range, returning to the step of prompting the user to step on the accelerator and warm the tire deeply on the catapulting road surface and acquiring the wheel slip rate.
Optionally, the step of acquiring the wheel ground attachment coefficient based on the warm tire completion state includes:
acquiring tangential adhesion force of the ground to the wheel and normal reaction force of the ground to the wheel based on the warm tire completion state;
And determining the wheel ground attachment coefficient according to the tangential adhesive force of the ground to the wheel and the normal reaction force of the ground to the wheel.
Optionally, the step of acquiring the tangential adhesion force of the ground to the wheel and the normal reaction force of the ground to the wheel based on the warm tire completion state includes:
generating a coefficient and slip ratio relation characteristic diagram according to a plurality of wheel ground attachment coefficient samples and a plurality of wheel slip ratio samples based on the warm tire completion state;
determining a maximum attachment coefficient according to the coefficient and slip ratio relation characteristic diagram;
tangential adhesion to the wheel is determined based on the maximum adhesion coefficient and the normal reaction force against the wheel.
Optionally, before the step of performing ejection starting control on the pure electric vehicle according to the motor locked-rotor torque, the method further includes:
acquiring the maximum torque capacity of a motor of the pure electric vehicle;
judging whether the locked-rotor torque of the motor is larger than the maximum torque capacity of the motor or not;
and if the motor locked-rotor torque is larger than the motor maximum torque capacity, taking the motor locked-rotor torque as the motor maximum torque capacity.
In addition, in order to achieve the above purpose, the invention also provides a pure electric vehicle ejection starting control system, which comprises:
The processing module is used for prompting the user to step on the accelerator and warm the tire deeply on the catapulting road surface after receiving the signal for activating the catapulting starting function initiated by the user, and acquiring the wheel slip rate;
the determining module is used for determining a tire warming completion state according to the wheel slip rate;
the calculation module is used for acquiring a wheel ground attachment coefficient based on the tire warming completion state, and determining motor locked-rotor torque corresponding to the ejection system according to the wheel ground attachment coefficient and the wheel slip rate;
and the control module is used for performing ejection starting control on the pure electric automobile according to the motor locked-rotor torque.
In addition, in order to achieve the above purpose, the invention also provides ejection starting control equipment of the pure electric vehicle, which comprises: the device comprises a memory, a processor and a pure electric vehicle ejection starting control program which is stored in the memory and can run on the processor, wherein the pure electric vehicle ejection starting control program is configured to realize the steps of the pure electric vehicle ejection starting control method.
In addition, in order to achieve the above purpose, the present invention further provides a storage medium, on which a pure electric vehicle launch control program is stored, where the pure electric vehicle launch control program, when executed by a processor, implements the steps of the pure electric vehicle launch control method described above.
After receiving a signal for activating an ejection starting function initiated by a user, the invention firstly prompts the user to deeply step on an accelerator for warming a tire on an ejection road surface, obtains the wheel slip rate, then determines a tire warming completion state according to the wheel slip rate, obtains a wheel ground attachment coefficient based on the tire warming completion state, determines the motor stall torque corresponding to an ejection system according to the wheel ground attachment coefficient and the wheel slip rate, and then carries out ejection starting control on the pure electric automobile according to the motor stall torque. Compared with the prior art that fixed motor locked-rotor torque is set in advance, when the electronic parking brake system releases and the wheels slide violently, the traction control system intervenes in the torque limiting phase, but the mode cannot guarantee the dynamic performance and the operation stability of the vehicle.
Drawings
Fig. 1 is a schematic structural diagram of a pure electric vehicle ejection starting control device in a hardware running environment according to an embodiment of the present invention;
Fig. 2 is a schematic flow chart of a first embodiment of the ejection starting control method for a pure electric vehicle according to the present invention;
fig. 3 is a characteristic diagram of relation between coefficient and slip ratio of a first embodiment of the ejection starting control method for a pure electric vehicle according to the present invention;
fig. 4 is a flowchart of an ejection start control method for a pure electric vehicle according to a first embodiment of the present invention;
fig. 5 is a time, rotation speed and torque relationship diagram of a first embodiment of the ejection start control method for a pure electric vehicle according to the present invention;
fig. 6 is a schematic flow chart of a second embodiment of the ejection starting control method for a pure electric vehicle according to the present invention;
fig. 7 is a block diagram of a first embodiment of the ejection start control system for a pure electric vehicle according to the present invention.
The achievement of the objects, functional features and advantages of the present invention will be further described with reference to the accompanying drawings, in conjunction with the embodiments.
Detailed Description
It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention.
Referring to fig. 1, fig. 1 is a schematic structural diagram of a pure electric vehicle ejection starting control device in a hardware running environment according to an embodiment of the present invention.
As shown in fig. 1, the ejection starting control device for a pure electric vehicle may include: a processor 1001, such as a central processing unit (Central Processing Unit, CPU), a communication bus 1002, a user interface 1003, a network interface 1004, a memory 1005. Wherein the communication bus 1002 is used to enable connected communication between these components. The user interface 1003 may include a Display, an input unit such as a Keyboard (Keyboard), and the optional user interface 1003 may further include a standard wired interface, a wireless interface. The network interface 1004 may optionally include a standard wired interface, a Wireless interface (e.g., a Wireless-Fidelity (Wi-Fi) interface). The Memory 1005 may be a high-speed random access Memory (Random Access Memory, RAM) or a stable nonvolatile Memory (NVM), such as a disk Memory. The memory 1005 may also optionally be a storage system separate from the processor 1001 described above.
It will be appreciated by those skilled in the art that the configuration shown in fig. 1 is not limiting of an electric-only vehicle launch control apparatus and may include more or fewer components than shown, or certain components may be combined, or a different arrangement of components.
As shown in fig. 1, the memory 1005 as a storage medium may include an operating system, a network communication module, a user interface module, and a pure electric vehicle launch control program.
In the pure electric vehicle ejection starting control device shown in fig. 1, the network interface 1004 is mainly used for data communication with a network server; the user interface 1003 is mainly used for data interaction with a user; the processor 1001 and the memory 1005 in the pure electric vehicle ejection and start control device can be arranged in the pure electric vehicle ejection and start control device, and the pure electric vehicle ejection and start control device calls the pure electric vehicle ejection and start control program stored in the memory 1005 through the processor 1001 and executes the pure electric vehicle ejection and start control method provided by the embodiment of the invention.
The embodiment of the invention provides a pure electric vehicle ejection starting control method, and referring to fig. 2, fig. 2 is a schematic flow chart of a first embodiment of the pure electric vehicle ejection starting control method.
In this embodiment, the method for controlling the ejection start of the pure electric vehicle includes the following steps:
step S10: after receiving a signal for activating the ejection starting function initiated by a user, prompting the user to step on the accelerator for warming the tire deeply on an ejection road surface, and obtaining the wheel slip rate.
It is easy to understand that the execution body of the embodiment may be a pure electric vehicle ejection starting control device with functions of data processing, network communication, program running and the like, or may be other computer devices with similar functions and the like, and the embodiment is not limited.
In this embodiment, after receiving a signal for activating the ejection starting function initiated by the user, the user is prompted to step on the accelerator pedal tire on the ejection road surface, and the processing manner for obtaining the wheel slip rate is that after receiving the signal for activating the ejection starting function initiated by the user, the user is prompted to step on the accelerator pedal tire on the ejection road surface, and the wheel rotation radius, the wheel rotation angular velocity and the longitudinal velocity of the wheel center are obtained, and then the wheel slip rate is determined according to the wheel rotation radius, the wheel rotation angular velocity and the longitudinal velocity of the wheel center.
In the specific implementation, after a user activates the ejection starting function on a screen, the system prompts the user to step on the accelerator and warm the tire deeply on an ejection road surface, at this time, the output torque of the motor controller micro-control unit (Microcontroller Unit MCU) can be gradually increased from 0Nm, and the vehicle records the wheel ground attachment coefficient and the wheel slip rate in real time.
The wheel is in a state of rolling and sliding simultaneously because a certain elastic deformation is generated after the large torque in the locked state is released through the driving wheel at the moment of ejection starting and the moment of blocking is applied to the tire. The slip portion of which causes the ground to apply a reaction force to the wheels, i.e., the traction force required to drive the vehicle, is typically characterized by the wheel slip ratio, a parameter that characterizes the degree of slip of the drive wheel. The slip ratio formula is s= (rw-v)/(rw), where s is the wheel slip ratio, r is the wheel rolling radius (meters), w is the wheel rotational angular velocity (rad/s), and v is the longitudinal velocity (m/s) of the wheel center.
It should be understood that the wheel rolling radius r is a fixed parameter of the vehicle, and the wheel rotational angular velocity w and the longitudinal velocity v of the wheel center can be obtained from the vehicle body sensor, so that the wheel slip ratio s can be calculated in real time during traveling.
According to different changes of slip rate, the running state of the vehicle can be further divided into three states: 1. in the pure rolling state (s=0), the relative speed of the wheels and the road surface is 0, and the vehicle is usually in a sliding state; 2. concurrent skid and roll (0 < s < 1), the most common tire slip condition. Namely, when the vehicle accelerates, the relative speed exists between the tire and the ground, so that the tire is deformed, and the vehicle is driven; 3. pure slip state (s=1), when the vehicle speed is 0, the wheels are in the in-situ rotation state. From the above three states, it can be seen that the vehicle is most often in a state (0 < s < 1) where rolling and sliding coexist when traveling, and that a larger wheel slip ratio indicates a larger degree of wheel slip.
Step S20: and determining a warm tire completion state according to the wheel slip rate.
In this embodiment, the processing manner of determining the tire warming completion state according to the wheel slip ratio may be to determine whether the wheel slip ratio is within a preset slip threshold range, and if the wheel slip ratio is within the preset slip threshold range, determine the tire warming completion state according to the wheel slip ratio; if the wheel slip rate is not in the preset slip threshold range, returning to prompt a user to step on the accelerator for warming the tire deeply on the catapulting road surface, and acquiring the operation of the wheel slip rate.
It should be noted that, the preset slip threshold range may be set by a user in a user-defined manner, and may be 0.35-0.42.
In the concrete implementation, when the vehicle is launched to deeply tread an accelerator for warming a tire on a road surface, the output torque of the motor controller micro-control unit is gradually increased from 0Nm, the vehicle records the wheel slip rate in real time, and if the wheel slip rate is 0.4 and the preset slip threshold value range is 0.35-0.42, the user is prompted to complete the tire warming.
Step S30: and acquiring a wheel ground attachment coefficient based on the tire warming completion state, and determining the motor locked-rotor torque corresponding to the ejection system according to the wheel ground attachment coefficient and the wheel slip rate.
As is clear from the three running states of the vehicle, when the wheel slip ratio exceeds a certain limit value, the maximum adhesion force of the road surface is exceeded, and excessive slip occurs in the wheels, so that not only the original dynamic property is affected, but also the vehicle swings sideways, losing stability and being in a dangerous state. Therefore, to control the wheel slip ratio within a reasonable range, it is necessary to ensure that the vehicle driving force is less than the maximum tangential adhesion force Fxmax to the wheel that can be provided by the road surface, and the relationship between the tangential adhesion force to the wheel and the normal reaction force to the wheel is characterized by the wheel ground adhesion coefficient. Where tangential adhesion is the degree to which the road surface is able to provide adhesion, and tangential driving force is the force that the vehicle is actively providing.
In this embodiment, after the tire warming is completed, the processing manner of obtaining the wheel ground adhesion coefficient is to obtain the tangential adhesion force of the ground to the wheel and the normal reaction force of the ground to the wheel, and then calculate the wheel ground adhesion coefficient according to the tangential adhesion force of the ground to the wheel and the normal reaction force of the ground to the wheel through a preset coefficient formula. The preset coefficient formula is u=fx/Fz, u is the wheel ground attachment coefficient, fx is the tangential adhesion force of the ground to the wheel, and Fz is the normal reaction force of the ground to the wheel.
When the vehicle is launched, the driving force of the vehicle is loaded on the wheels at the moment of releasing the electronic parking brake system (EPB) because the driving motor is in a locked state with high torque before the driving motor. If the locked-rotor torque set by the ejection system is unreasonable, the driving force of the vehicle is quite larger than the tangential adhesive force Fxmax which can be provided by the road surface at the moment. Under the circumstance of severe wheel slip, the advantages of shortening the acceleration time of the ejection starting function cannot be reflected, and even the dynamic property and the stability can be deteriorated, so that the vehicle is at risk of swing out of control. Therefore, in order to obtain the optimal ejection starting torque, so that the starting state is stable, the relationship between the road surface adhesion coefficient of the wheels and the slip ratio is required to be mastered, and the maximum tangential adhesion force of the ground to the wheels under the optimal slip ratio condition is calculated.
In the present embodiment, the tangential adhesion force to the wheel and the normal reaction force to the wheel are obtained based on the warm tire completion state by generating a coefficient-to-slip ratio characteristic map from a plurality of wheel ground adhesion coefficient samples and a plurality of wheel slip ratio samples, determining a maximum adhesion coefficient from the coefficient-to-slip ratio characteristic map, and then determining the tangential adhesion force to the wheel from the maximum adhesion coefficient and the normal reaction force to the wheel. The plurality of wheel ground attachment coefficient samples and the plurality of wheel slip rate samples are a plurality of wheel ground attachment coefficients, a plurality of wheel slip rates and the like acquired by the current road vehicle in real time.
In specific implementation, referring to fig. 3, fig. 3 is a characteristic diagram of relationship between coefficient and slip ratio in the first embodiment of the ejection starting control method for a pure electric vehicle according to the present invention, and it can be seen from the figure: as the wheel slip rate increases, the wheel surface adhesion coefficient increases first, and after it reaches a maximum value, the wheel surface adhesion coefficient starts to decrease gradually, that is, the maximum tangential adhesion Fxmax provided by the ground decreases gradually, and the dynamic property of the vehicle decreases. To obtain the maximum tangential adhesion Fxmax, the wheel ground adhesion coefficient u and the wheel slip ratio s curve can be derived by: du/ds=0, wherein the point with the slope of 0 corresponds to the maximum wheel adhesion coefficient, which is multiplied by the normal reaction force of the road surface at this time, to obtain the maximum tangential adhesion Fxmax. Finally, the relation between the attachment coefficient mu and the slip ratio S is obtained before ejection starting, and the optimal attachment coefficient is obtained through derivation, so that the motor stall torque Ts max set by the system is calculated.
It should also be appreciated that the tangential adhesion Fx to the wheel is a variable amount, wherein the maximum tangential adhesion Fxmax is the maximum of this variable amount.
Step S40: and performing ejection starting control on the pure electric vehicle according to the motor locked-rotor torque.
Before the electric automobile is subjected to ejection starting control according to the motor locked-rotor torque, the maximum motor torque capacity of the pure electric automobile is required to be obtained, whether the motor locked-rotor torque is larger than the maximum motor torque capacity is judged, and if the motor locked-rotor torque is larger than the maximum motor torque capacity, the motor locked-rotor torque is used as the maximum motor torque capacity.
In a specific implementation, the maximum driving force of the wheel for ejection starting needs to meet the maximum tangential driving force Fmax < maximum tangential adhesive force Fxmax, so that the motor stall torque Tmax (Tmax=Tmax if Tmax > Tmax, tmax is the maximum torque capacity of the motor) set by the ejection system is obtained through back-pushing, and the reasonable slip rate at the ejection starting moment is ensured.
Referring to fig. 4 and 5, fig. 4 is a flowchart of ejection start of a first embodiment of the method for controlling ejection start of a pure electric vehicle according to the present invention, and fig. 5 is a time, rotation speed and torque relationship diagram of the first embodiment of the method for controlling ejection start of the pure electric vehicle according to the present invention, in which the steps of the ejection start flowchart are as follows: 1. the pre-condition of ejection starting is satisfied: selecting a Sport mode and a gear position as a D gear according to the driving preference of the vehicle; 2. the man-machine interface (Human Machine Interface HMI) opens the ejection starting function: the vehicle HMI develops an ejection starting mode button, and after a driver actively clicks, an ejection starting Enable state bit is notified to a core electronic control unit VCU, a motor controller and the like for realizing a vehicle control decision (in addition, the ejection starting function can be opened through the combination of an accelerator and/or a brake); 3. the HMI prompts the user to step on the accelerator deeply to warm the tire: the output torque of the motor controller is gradually increased, and the torque is reduced after the wheels slide to a preset slip rate; 4. the HMI prompts the user that the tire warming is completed: at this time, after the user stops the vehicle, the subsequent operation can be performed; 5. deeply treading a brake pedal: the condition is considered to be met only when the stroke is larger than a fixed stroke (calibrated in a development stage); 6. deep stepping on the accelerator pedal, and activating an ejection starting mode: and needs to be larger than a fixed stroke (calibrated in the development stage) to be considered as meeting the condition. At the moment, the ejection starting mode is activated, the motor is fixed but the torque Tsm is preloaded, namely, the motor enters a locked-rotor state; 7. releasing the brake pedal: the condition is considered to be satisfied only when the stroke is smaller than a fixed stroke (calibrated in a development stage); 8. judging the time from the start of the activation ejection to the release of the brake: when launch is activated, the HMI will prompt "please release the brake pedal completely within n seconds". When the driver releases the pedal, the VCU calculates the interval from activation to release. If the ejection start time is greater than n seconds (calibrated in the development stage), the ejection start fails, and the VCU requests the motor controller to output 0Nm; if the time is less than n seconds, the ejection starting is successful, and the vehicle accelerates; 9. judging ejection starting and exiting conditions: and setting exit logic according to the vehicle speed, the accelerator pedal, the acceleration time and the like, exiting the ejection starting mode if the preset condition is met, resetting the ejection starting state bit to Di stable, and ending the whole flow.
It should be noted that, compared with the existing fuel automobile ejection starting scheme, the invention describes the ejection starting flow of the electric automobile in detail, and defines the control logic of the ejection starting function. The maximum locked-rotor time and the locked-rotor torque allowed by the motor controller are defined as boundaries before ejection starting, so that the excessive temperature rise of the electric drive caused by long-time locked-rotor is avoided, and the hardware damage is caused. The torque loading and the rotating speed response of the motor controller after the ejection start are described. Compared with the traditional ejection starting fixed locked-rotor torque, the invention obtains the optimal tangential driving force through the prior tire warming operation, thereby obtaining the optimal ejection starting locked-rotor torque. The locked-rotor torque is not fixed, but calculated in real time according to the current road surface condition, so that the optimal slip rate at the starting moment can be ensured, the dynamic property and the operating stability of the vehicle during ejection are greatly improved, and the user experience of the ejection starting function of the electric automobile is optimized.
In this embodiment, after receiving a signal initiated by a user to activate an ejection starting function, the user is prompted to step on an accelerator for warming a tire deeply on an ejection road surface, and obtains a wheel slip rate, then a tire warming completion state is determined according to the wheel slip rate, a wheel ground attachment coefficient is obtained based on the tire warming completion state, and a motor stall torque corresponding to an ejection system is determined according to the wheel ground attachment coefficient and the wheel slip rate, and then ejection starting control is performed on the pure electric vehicle according to the motor stall torque. Compared with the ejection starting scheme of the fuel automobile and the traditional ejection starting fixed locked-rotor torque in the prior art, the method has the advantages that when the electronic parking brake system releases and the wheels slide vigorously, the traction control system intervenes in the torque limiting phase, but the method cannot guarantee the dynamic performance and the operation stability of the automobile, the current road surface condition can be determined according to the wheel ground attachment coefficient before ejection starting, then the optimal motor locked-rotor torque corresponding to the ejection system is set according to the wheel ground attachment coefficient and the wheel slip rate, ejection starting control is carried out on the pure electric automobile according to the motor locked-rotor torque, and therefore the dynamic performance and the operation stability of the automobile are improved.
Referring to fig. 6, fig. 6 is a schematic flow chart of a second embodiment of the ejection starting control method for a pure electric vehicle according to the present invention.
Based on the first embodiment, in this embodiment, the step S10 further includes:
step S101: after receiving a signal for activating the ejection starting function initiated by a user, prompting the user to step on the accelerator and warm the tire deeply on an ejection road surface, and acquiring the rotation radius of the wheel, the rotation angular speed of the wheel and the longitudinal speed of the center of the wheel.
In this embodiment, in a specific implementation, after the user activates the ejection starting function on the screen, the system prompts the user to step on the accelerator to warm the tire deeply on the ejection road surface, at this time, the output torque of the micro-control unit of the motor controller gradually increases from 0Nm, and then the wheel rotation radius, the wheel rotation angular velocity and the longitudinal velocity of the wheel center are obtained.
Step S102: and determining the wheel slip rate according to the wheel rotation radius, the wheel rotation angular speed and the longitudinal speed of the wheel center.
The vehicle records the wheel slip rate calculated according to the wheel rotation radius, the wheel rotation angular speed and the longitudinal speed of the wheel center in real time.
The wheel is in a state of rolling and sliding simultaneously because a certain elastic deformation is generated after the large torque in the locked state is released through the driving wheel at the moment of ejection starting and the moment of blocking is applied to the tire. The slip portion of which causes the ground to apply a reaction force to the wheels, i.e., the traction force required to drive the vehicle, is typically characterized by the wheel slip ratio, a parameter that characterizes the degree of slip of the drive wheel. The slip ratio formula is s= (rw-v)/(rw), where s is the wheel slip ratio, r is the wheel rolling radius (meters), w is the wheel rotational angular velocity (rad/s), and v is the longitudinal velocity (m/s) of the wheel center.
It should be understood that the wheel rolling radius r is a fixed parameter of the vehicle, and the wheel rotational angular velocity w and the longitudinal velocity v of the wheel center can be obtained from the vehicle body sensor, so that the wheel slip ratio s can be calculated in real time during traveling.
According to different changes of slip rate, the running state of the vehicle can be further divided into three states: 1. in the pure rolling state (s=0), the relative speed of the wheels and the road surface is 0, and the vehicle is usually in a sliding state; 2. concurrent skid and roll (0 < s < 1), the most common tire slip condition. Namely, when the vehicle accelerates, the relative speed exists between the tire and the ground, so that the tire is deformed, and the vehicle is driven; 3. pure slip state (s=1), when the vehicle speed is 0, the wheels are in the in-situ rotation state. From the above three states, it can be seen that the vehicle is most often in a state (0 < s < 1) where rolling and sliding coexist when traveling, and that a larger wheel slip ratio indicates a larger degree of wheel slip. When the wheel slip rate exceeds a certain limit value, the maximum adhesive force of the road surface is exceeded, the wheels slide excessively, at the moment, the original dynamic property can be influenced, even the vehicle can swing transversely, the stability is lost, and the vehicle is in a dangerous state.
In this embodiment, after receiving a signal for activating the ejection starting function initiated by the user, the user is prompted to step on the accelerator for warming the tire deeply on the ejection road surface, the wheel rotation radius, the wheel rotation angular velocity and the longitudinal velocity of the wheel center are obtained, and then the wheel slip rate is determined according to the wheel rotation radius, the wheel rotation angular velocity and the longitudinal velocity of the wheel center.
Referring to fig. 7, fig. 7 is a block diagram illustrating a first embodiment of an ejection start control system for a pure electric vehicle according to the present invention.
As shown in fig. 7, the ejection starting control system for a pure electric vehicle provided by the embodiment of the invention includes:
the processing module 7001 is configured to prompt a user to step on the accelerator for warming a tire deeply on an ejection road surface after receiving a signal initiated by the user to activate the ejection starting function, and obtain a wheel slip rate.
In this embodiment, after receiving a signal for activating the ejection starting function initiated by the user, the user is prompted to step on the accelerator pedal tire on the ejection road surface, and the processing manner for obtaining the wheel slip rate is that after receiving the signal for activating the ejection starting function initiated by the user, the user is prompted to step on the accelerator pedal tire on the ejection road surface, and the wheel rotation radius, the wheel rotation angular velocity and the longitudinal velocity of the wheel center are obtained, and then the wheel slip rate is determined according to the wheel rotation radius, the wheel rotation angular velocity and the longitudinal velocity of the wheel center.
In the specific implementation, after a user activates the ejection starting function on a screen, the system prompts the user to step on the accelerator and warm the tire deeply on an ejection road surface, at this time, the output torque of the motor controller micro-control unit (Microcontroller Unit MCU) can be gradually increased from 0Nm, and the vehicle records the wheel ground attachment coefficient and the wheel slip rate in real time.
The wheel is in a state of rolling and sliding simultaneously because a certain elastic deformation is generated after the large torque in the locked state is released through the driving wheel at the moment of ejection starting and the moment of blocking is applied to the tire. The slip portion of which causes the ground to apply a reaction force to the wheels, i.e., the traction force required to drive the vehicle, is typically characterized by the wheel slip ratio, a parameter that characterizes the degree of slip of the drive wheel. The slip ratio formula is s= (rw-v)/(rw), where s is the wheel slip ratio, r is the wheel rolling radius (meters), w is the wheel rotational angular velocity (rad/s), and v is the longitudinal velocity (m/s) of the wheel center.
It should be understood that the wheel rolling radius r is a fixed parameter of the vehicle, and the wheel rotational angular velocity w and the longitudinal velocity v of the wheel center can be obtained from the vehicle body sensor, so that the wheel slip ratio s can be calculated in real time during traveling.
According to different changes of slip rate, the running state of the vehicle can be further divided into three states: 1. in the pure rolling state (s=0), the relative speed of the wheels and the road surface is 0, and the vehicle is usually in a sliding state; 2. concurrent skid and roll (0 < s < 1), the most common tire slip condition. Namely, when the vehicle accelerates, the relative speed exists between the tire and the ground, so that the tire is deformed, and the vehicle is driven; 3. pure slip state (s=1), when the vehicle speed is 0, the wheels are in the in-situ rotation state. From the above three states, it can be seen that the vehicle is most often in a state (0 < s < 1) where rolling and sliding coexist when traveling, and that a larger wheel slip ratio indicates a larger degree of wheel slip.
A determining module 7002 is configured to determine a warm tire completion status according to the wheel slip ratio.
In this embodiment, the processing manner of determining the tire warming completion state according to the wheel slip ratio may be to determine whether the wheel slip ratio is within a preset slip threshold range, and if the wheel slip ratio is within the preset slip threshold range, determine the tire warming completion state according to the wheel slip ratio; if the wheel slip rate is not in the preset slip threshold range, returning to prompt a user to step on the accelerator for warming the tire deeply on the catapulting road surface, and acquiring the operation of the wheel slip rate.
It should be noted that, the preset slip threshold range may be set by a user in a user-defined manner, and may be 0.35-0.42.
In the concrete implementation, when the vehicle is launched to deeply tread an accelerator for warming a tire on a road surface, the output torque of the motor controller micro-control unit is gradually increased from 0Nm, the vehicle records the wheel slip rate in real time, and if the wheel slip rate is 0.4 and the preset slip threshold value range is 0.35-0.42, the user is prompted to complete the tire warming.
The calculating module 7003 is configured to obtain a wheel ground attachment coefficient based on the tire warming completion state, and determine a motor locked-rotor torque corresponding to the ejection system according to the wheel ground attachment coefficient and the wheel slip ratio.
As is clear from the three running states of the vehicle, when the wheel slip ratio exceeds a certain limit value, the maximum adhesion force of the road surface is exceeded, and excessive slip occurs in the wheels, so that not only the original dynamic property is affected, but also the vehicle swings sideways, losing stability and being in a dangerous state. Therefore, to control the wheel slip ratio within a reasonable range, it is necessary to ensure that the vehicle driving force is less than the maximum tangential adhesion force Fxmax to the wheel that can be provided by the road surface, and the relationship between the tangential adhesion force to the wheel and the normal reaction force to the wheel is characterized by the wheel ground adhesion coefficient. Where tangential adhesion is the degree to which the road surface is able to provide adhesion, and tangential driving force is the force that the vehicle is actively providing.
In this embodiment, after the tire warming is completed, the processing manner of obtaining the wheel ground adhesion coefficient is to obtain the tangential adhesion force of the ground to the wheel and the normal reaction force of the ground to the wheel, and then calculate the wheel ground adhesion coefficient according to the tangential adhesion force of the ground to the wheel and the normal reaction force of the ground to the wheel through a preset coefficient formula. The preset coefficient formula is u=fx/Fz, u is the wheel ground attachment coefficient, fx is the tangential adhesion force of the ground to the wheel, and Fz is the normal reaction force of the ground to the wheel.
When the vehicle is launched, the driving force of the vehicle is loaded on the wheels at the moment of releasing the electronic parking brake system (EPB) because the driving motor is in a locked state with high torque before the driving motor. If the locked-rotor torque set by the ejection system is unreasonable, the driving force of the vehicle is quite larger than the tangential adhesive force Fxmax which can be provided by the road surface at the moment. Under the circumstance of severe wheel slip, the advantages of shortening the acceleration time of the ejection starting function cannot be reflected, and even the dynamic property and the stability can be deteriorated, so that the vehicle is at risk of swing out of control. Therefore, in order to obtain the optimal ejection starting torque, so that the starting state is stable, the relationship between the road surface adhesion coefficient of the wheels and the slip ratio is required to be mastered, and the maximum tangential adhesion force of the ground to the wheels under the optimal slip ratio condition is calculated.
In the present embodiment, the tangential adhesion force to the wheel and the normal reaction force to the wheel are obtained based on the warm tire completion state by generating a coefficient-to-slip ratio characteristic map from a plurality of wheel ground adhesion coefficient samples and a plurality of wheel slip ratio samples, determining a maximum adhesion coefficient from the coefficient-to-slip ratio characteristic map, and then determining the tangential adhesion force to the wheel from the maximum adhesion coefficient and the normal reaction force to the wheel. The plurality of wheel ground attachment coefficient samples and the plurality of wheel slip rate samples are a plurality of wheel ground attachment coefficients, a plurality of wheel slip rates and the like acquired by the current road vehicle in real time.
In specific implementation, referring to fig. 3, fig. 3 is a characteristic diagram of relationship between coefficient and slip ratio in the first embodiment of the ejection starting control method for a pure electric vehicle according to the present invention, and it can be seen from the figure: as the wheel slip rate increases, the wheel surface adhesion coefficient increases first, and after it reaches a maximum value, the wheel surface adhesion coefficient starts to decrease gradually, that is, the maximum tangential adhesion Fxmax provided by the ground decreases gradually, and the dynamic property of the vehicle decreases. To obtain the maximum tangential adhesion Fxmax, the wheel ground adhesion coefficient u and the wheel slip ratio s curve can be derived by: du/ds=0, wherein the point with the slope of 0 corresponds to the maximum wheel adhesion coefficient, which is multiplied by the normal reaction force of the road surface at this time, to obtain the maximum tangential adhesion Fxmax. Finally, the relation between the attachment coefficient mu and the slip ratio S is obtained before ejection starting, and the optimal attachment coefficient is obtained through derivation, so that the motor stall torque Ts max set by the system is calculated.
It should also be appreciated that the tangential adhesion Fx to the wheel is a variable amount, wherein the maximum tangential adhesion Fxmax is the maximum of this variable amount.
And the control module 7004 is used for performing ejection starting control on the pure electric automobile according to the motor locked-rotor torque.
Before the electric automobile is subjected to ejection starting control according to the motor locked-rotor torque, the maximum motor torque capacity of the pure electric automobile is required to be obtained, whether the motor locked-rotor torque is larger than the maximum motor torque capacity is judged, and if the motor locked-rotor torque is larger than the maximum motor torque capacity, the motor locked-rotor torque is used as the maximum motor torque capacity.
In a specific implementation, the maximum driving force of the wheel for ejection starting needs to meet the maximum tangential driving force Fmax < maximum tangential adhesive force Fxmax, so that the motor stall torque Tmax (Tmax=Tmax if Tmax > Tmax, tmax is the maximum torque capacity of the motor) set by the ejection system is obtained through back-pushing, and the reasonable slip rate at the ejection starting moment is ensured.
Referring to fig. 4 and 5, fig. 4 is a flowchart of ejection start of a first embodiment of the method for controlling ejection start of a pure electric vehicle according to the present invention, and fig. 5 is a time, rotation speed and torque relationship diagram of the first embodiment of the method for controlling ejection start of the pure electric vehicle according to the present invention, in which the steps of the ejection start flowchart are as follows: 1. the pre-condition of ejection starting is satisfied: selecting a Sport mode and a gear position as a D gear according to the driving preference of the vehicle; 2. the man-machine interface (Human Machine Interface HMI) opens the ejection starting function: the vehicle HMI develops an ejection starting mode button, and after a driver actively clicks, an ejection starting Enable state bit is notified to a core electronic control unit VCU, a motor controller and the like for realizing a vehicle control decision (in addition, the ejection starting function can be opened through the combination of an accelerator and/or a brake); 3. the HMI prompts the user to step on the accelerator deeply to warm the tire: the output torque of the motor controller is gradually increased, and the torque is reduced after the wheels slide to a preset slip rate; 4. the HMI prompts the user that the tire warming is completed: at this time, after the user stops the vehicle, the subsequent operation can be performed; 5. deeply treading a brake pedal: the condition is considered to be met only when the stroke is larger than a fixed stroke (calibrated in a development stage); 6. deep stepping on the accelerator pedal, and activating an ejection starting mode: and needs to be larger than a fixed stroke (calibrated in the development stage) to be considered as meeting the condition. At the moment, the ejection starting mode is activated, the motor is fixed but the torque Tsm is preloaded, namely, the motor enters a locked-rotor state; 7. releasing the brake pedal: the condition is considered to be satisfied only when the stroke is smaller than a fixed stroke (calibrated in a development stage); 8. judging the time from the start of the activation ejection to the release of the brake: when launch is activated, the HMI will prompt "please release the brake pedal completely within n seconds". When the driver releases the pedal, the VCU calculates the interval from activation to release. If the ejection start time is greater than n seconds (calibrated in the development stage), the ejection start fails, and the VCU requests the motor controller to output 0Nm; if the time is less than n seconds, the ejection starting is successful, and the vehicle accelerates; 9. judging ejection starting and exiting conditions: and setting exit logic according to the vehicle speed, the accelerator pedal, the acceleration time and the like, exiting the ejection starting mode if the preset condition is met, resetting the ejection starting state bit to Di stable, and ending the whole flow.
It should be noted that, compared with the existing fuel automobile ejection starting scheme, the invention describes the ejection starting flow of the electric automobile in detail, and defines the control logic of the ejection starting function. The maximum locked-rotor time and the locked-rotor torque allowed by the motor controller are defined as boundaries before ejection starting, so that the excessive temperature rise of the electric drive caused by long-time locked-rotor is avoided, and the hardware damage is caused. The torque loading and the rotating speed response of the motor controller after the ejection start are described. Compared with the traditional ejection starting fixed locked-rotor torque, the invention obtains the optimal tangential driving force through the prior tire warming operation, thereby obtaining the optimal ejection starting locked-rotor torque. The locked-rotor torque is not fixed, but calculated in real time according to the current road surface condition, so that the optimal slip rate at the starting moment can be ensured, the dynamic property and the operating stability of the vehicle during ejection are greatly improved, and the user experience of the ejection starting function of the electric automobile is optimized.
In this embodiment, after receiving a signal initiated by a user to activate an ejection starting function, the user is prompted to step on an accelerator for warming a tire deeply on an ejection road surface, and obtains a wheel slip rate, then a tire warming completion state is determined according to the wheel slip rate, a wheel ground attachment coefficient is obtained based on the tire warming completion state, and a motor stall torque corresponding to an ejection system is determined according to the wheel ground attachment coefficient and the wheel slip rate, and then ejection starting control is performed on the pure electric vehicle according to the motor stall torque. Compared with the ejection starting scheme of the fuel automobile and the traditional ejection starting fixed locked-rotor torque in the prior art, the method has the advantages that when the electronic parking brake system releases and the wheels slide vigorously, the traction control system intervenes in the torque limiting phase, but the method cannot guarantee the dynamic performance and the operation stability of the automobile, the current road surface condition can be determined according to the wheel ground attachment coefficient before ejection starting, then the optimal motor locked-rotor torque corresponding to the ejection system is set according to the wheel ground attachment coefficient and the wheel slip rate, ejection starting control is carried out on the pure electric automobile according to the motor locked-rotor torque, and therefore the dynamic performance and the operation stability of the automobile are improved.
Other embodiments or specific implementation manners of the ejection starting control system for a pure electric vehicle according to the present invention may refer to the above method embodiments, and are not described herein again.
It should be noted that, in this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or system. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or system that comprises the element.
The foregoing embodiment numbers of the present invention are merely for the purpose of description, and do not represent the advantages or disadvantages of the embodiments.
From the above description of the embodiments, it will be clear to those skilled in the art that the above-described embodiment method may be implemented by means of software plus a necessary general hardware platform, but of course may also be implemented by means of hardware, but in many cases the former is a preferred embodiment. Based on such understanding, the technical solution of the present invention may be embodied essentially or in a part contributing to the prior art in the form of a software product stored in a storage medium (e.g. read-only memory/random-access memory, magnetic disk, optical disk), comprising instructions for causing a terminal device (which may be a mobile phone, a computer, a server, or a network device, etc.) to perform the method according to the embodiments of the present invention.
The foregoing description is only of the preferred embodiments of the present invention, and is not intended to limit the scope of the invention, but rather is intended to cover any equivalents of the structures or equivalent processes disclosed herein or in the alternative, which may be employed directly or indirectly in other related arts.
Claims (10)
1. The pure electric vehicle ejection starting control method is characterized by comprising the following steps of:
after receiving a signal for activating the ejection starting function initiated by a user, prompting the user to step on the accelerator for warming the tire deeply on an ejection road surface, and obtaining the wheel slip rate;
determining a warm tire completion state according to the wheel slip ratio;
acquiring a wheel ground attachment coefficient based on the tire warming completion state, and determining a motor locked-rotor torque corresponding to an ejection system according to the wheel ground attachment coefficient and the wheel slip rate;
and performing ejection starting control on the pure electric vehicle according to the motor locked-rotor torque.
2. The method of claim 1, wherein the step of prompting the user to step on the accelerator pedal further on the ejection road surface and obtaining the wheel slip ratio after receiving the signal initiated by the user to activate the ejection start function comprises the steps of:
After receiving a signal for activating the ejection starting function initiated by a user, prompting the user to step on the accelerator for warming a tire deeply on an ejection road surface, and acquiring the rotation radius of the wheel, the rotation angular speed of the wheel and the longitudinal speed of the center of the wheel;
and determining the wheel slip rate according to the wheel rotation radius, the wheel rotation angular speed and the longitudinal speed of the wheel center.
3. The method according to claim 1 or 2, wherein the step of determining a warm tire completion state from the wheel slip ratio includes:
judging whether the wheel slip rate is within a preset slip threshold range or not;
and if the wheel slip ratio is within the preset slip threshold range, determining a tire warming completion state according to the wheel slip ratio.
4. The method of claim 3, wherein after the step of determining whether the wheel slip ratio is within a preset slip threshold value, further comprising:
and if the wheel slip rate is not in the preset slip threshold range, returning to the step of prompting the user to step on the accelerator and warm the tire deeply on the catapulting road surface and acquiring the wheel slip rate.
5. A method according to claim 3, wherein the step of obtaining a wheel-ground attachment coefficient based on the warm-up completion state comprises:
Acquiring tangential adhesion force of the ground to the wheel and normal reaction force of the ground to the wheel based on the warm tire completion state;
and determining the wheel ground attachment coefficient according to the tangential adhesive force of the ground to the wheel and the normal reaction force of the ground to the wheel.
6. The method of claim 5, wherein the step of obtaining tangential adhesion of the ground to the wheel and normal reaction force of the ground to the wheel based on the warm-up completion state comprises:
generating a coefficient and slip ratio relation characteristic diagram according to a plurality of wheel ground attachment coefficient samples and a plurality of wheel slip ratio samples based on the warm tire completion state;
determining a maximum attachment coefficient according to the coefficient and slip ratio relation characteristic diagram;
tangential adhesion to the wheel is determined based on the maximum adhesion coefficient and the normal reaction force against the wheel.
7. The method of claim 6, further comprising, prior to the step of performing launch control on the electric vehicle based on the motor stall torque:
acquiring the maximum torque capacity of a motor of the pure electric vehicle;
judging whether the locked-rotor torque of the motor is larger than the maximum torque capacity of the motor or not;
And if the motor locked-rotor torque is larger than the motor maximum torque capacity, taking the motor locked-rotor torque as the motor maximum torque capacity.
8. The utility model provides a pure electric vehicles launch control system which characterized in that, pure electric vehicles launch control system includes:
the processing module is used for prompting the user to step on the accelerator and warm the tire deeply on the catapulting road surface after receiving the signal for activating the catapulting starting function initiated by the user, and acquiring the wheel slip rate;
the determining module is used for determining a tire warming completion state according to the wheel slip rate;
the calculation module is used for acquiring a wheel ground attachment coefficient based on the tire warming completion state, and determining motor locked-rotor torque corresponding to the ejection system according to the wheel ground attachment coefficient and the wheel slip rate;
and the control module is used for performing ejection starting control on the pure electric automobile according to the motor locked-rotor torque.
9. An electric vehicle launch control apparatus, characterized in that the apparatus comprises: the device comprises a memory, a processor and a pure electric vehicle ejection starting control program which is stored in the memory and can run on the processor, wherein the pure electric vehicle ejection starting control program is configured to realize the steps of the pure electric vehicle ejection starting control method according to any one of claims 1 to 7.
10. A storage medium, wherein a pure electric vehicle launch control program is stored on the storage medium, and when the pure electric vehicle launch control program is executed by a processor, the steps of the pure electric vehicle launch control method according to any one of claims 1 to 7 are implemented.
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| CN116749788A (en) * | 2023-06-27 | 2023-09-15 | 广州汽车集团股份有限公司 | Ejection control method and device, electronic equipment and storage medium |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN116749788A (en) * | 2023-06-27 | 2023-09-15 | 广州汽车集团股份有限公司 | Ejection control method and device, electronic equipment and storage medium |
| CN116749788B (en) * | 2023-06-27 | 2024-04-05 | 广州汽车集团股份有限公司 | Ejection control method and device, electronic equipment and storage medium |
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