WO2018121595A1 - 四驱电动汽车的驱动防滑控制方法和装置 - Google Patents

四驱电动汽车的驱动防滑控制方法和装置 Download PDF

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Publication number
WO2018121595A1
WO2018121595A1 PCT/CN2017/118949 CN2017118949W WO2018121595A1 WO 2018121595 A1 WO2018121595 A1 WO 2018121595A1 CN 2017118949 W CN2017118949 W CN 2017118949W WO 2018121595 A1 WO2018121595 A1 WO 2018121595A1
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Prior art keywords
wheel
road surface
electric vehicle
vehicle speed
low
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PCT/CN2017/118949
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English (en)
French (fr)
Inventor
廉玉波
凌和平
陈昊
田果
魏新铭
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比亚迪股份有限公司
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Application filed by 比亚迪股份有限公司 filed Critical 比亚迪股份有限公司
Priority to US16/474,636 priority Critical patent/US11273833B2/en
Publication of WO2018121595A1 publication Critical patent/WO2018121595A1/zh

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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
    • B60L15/28—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 without contact making and breaking, e.g. using a transductor
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W30/18172—Preventing, or responsive to skidding of wheels
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    • B60L2250/00—Driver interactions
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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Definitions

  • the present application relates to the field of electric vehicle technology, and in particular to a driving anti-skid control method for a four-wheel drive electric vehicle and a driving anti-skid control device for the four-wheel drive electric vehicle.
  • a four-wheel hub electric vehicle anti-skid control method is proposed. Specifically, the optimal slip ratio of the wheel is calculated in real time by the road surface recognition algorithm, and the desired rotational speed of the wheel is calculated from the optimal slip ratio of the wheel.
  • the compensation torque of the wheel is calculated; if the wheel is slipping, the desired wheel speed is taken as the control target, and the compensation torque is calculated by the PID controller of the wheel speed, if the wheel does not slip, the compensation turns The moment is zero; at the same time, the vehicle speed control takes the desired vehicle speed as the control target, and calculates the command torque of the motor according to the vehicle speed controller; finally, the previously added compensation torque and the command torque are added and input into the motor to realize the four-wheel hub. Electric vehicle anti-skid control.
  • the motor compensation torque is calculated based on the road surface recognition and the PID controller, it does not give an indication of how each wheel should be when the vehicle is on a different road surface, so that the vehicle does not become unstable. Because the four motor torques of the four-wheel hub electric vehicle are controlled separately, they do not affect each other, so if the vehicle is on the off-road surface (including only one wheel on the low-attach road, the same-side wheel on the low-attach road, and the diagonal wheel at When the road is low, the drive anti-slip function is triggered and the vehicle may be unstable.
  • the present invention aims to solve at least one of the technical problems in the above-mentioned techniques to some extent.
  • a first object of the present invention is to provide a driving slip control method for a four-wheel drive electric vehicle.
  • the control method can ensure that the electric vehicle does not fly after the anti-skid function is started, the electric vehicle does not have side yaw and the yaw rate is within a certain range, and the ground adhesion can be utilized to the utmost extent, and the electric vehicle can be lifted.
  • a second object of the present invention is to provide a drive slip control device for a four-wheel drive electric vehicle.
  • a first aspect of the present invention provides a driving slip control method for a four-wheel drive electric vehicle, comprising the steps of: detecting a wheel speed of four wheels of the electric vehicle and a depth of an accelerator pedal; Determining the vehicle speed of the electric vehicle, and determining the road condition of the electric vehicle according to the wheel speed of the four wheels and the vehicle speed, and acquiring the according to the depth of the accelerator pedal
  • the demand torque of the electric vehicle wherein the road condition includes a low-attached road surface, a docking road surface, and a facing road surface; and the four wheels are driven to perform anti-skid control according to the road condition and the required torque.
  • the driving anti-skid control method for the four-wheel drive electric vehicle determines the road condition of the electric vehicle according to the wheel speed and the vehicle speed of the four wheels of the electric vehicle, and adopts a corresponding control strategy to drive the electric vehicle according to the road condition. Control, thereby ensuring that the electric vehicle does not fly after the start of the anti-skid function, the electric vehicle does not have side deflection, the yaw rate is within a certain range, and the ground adhesion can be utilized to the maximum extent, and the electric vehicle can be improved. .
  • an embodiment of the second aspect of the present invention provides a driving anti-skid control device for a four-wheel drive electric vehicle, comprising: a detecting module for detecting a wheel speed of the four wheels of the electric vehicle and a depth of the accelerator pedal An estimation module, configured to estimate a vehicle speed of the electric vehicle according to a wheel speed of the four wheels; a determining module, configured to determine a road condition of the electric vehicle according to a wheel speed of the four wheels and the vehicle speed The road condition includes a low-attached road surface, a docking road surface, and a facing road surface; an acquisition module configured to acquire a required torque of the electric vehicle according to a depth of the accelerator pedal; a control module, the control module respectively The determining module is connected to the obtaining module, and is configured to perform driving slip control on the four wheels according to the road condition and the required torque.
  • the driving anti-skid control device for the four-wheel drive electric vehicle determines the road condition of the electric vehicle according to the wheel speed and the vehicle speed of the four wheels of the electric vehicle, and adopts a corresponding control strategy to drive the electric vehicle according to the road condition.
  • Anti-skid control thereby ensuring that the electric vehicle does not fly after the start of the anti-skid function, the electric vehicle does not have side deflection, the yaw rate is within a certain range, and the ground adhesion can be utilized to the maximum extent, and the electric vehicle can be lifted. ability.
  • FIG. 1 is a flow chart of a method for driving slip prevention of a four-wheel drive electric vehicle according to an embodiment of the present invention
  • FIGS. 2a-2g are schematic views of road conditions in which an electric vehicle is in accordance with a specific example of the present invention.
  • FIG. 3 is a graph of actual vehicle test data of an electric vehicle from a low attached road surface to a high attached road surface according to an embodiment of the present invention
  • FIG. 4 is a graph of actual vehicle test data of an electric vehicle from a high attached road surface to a low attached road surface according to an embodiment of the present invention
  • FIG. 5 is a graph showing actual vehicle test data of an electric vehicle on a facing road surface according to an embodiment of the present invention.
  • FIG. 6 is a flow chart of a method for driving slip prevention of a four-wheel drive electric vehicle according to another embodiment of the present invention.
  • FIG. 7 is a schematic diagram showing the principle of a driving slip control method for a four-wheel drive electric vehicle according to another embodiment of the present invention.
  • 8a and 8b are respectively a graph of a joint simulation of Carsim and Simulink when the anti-skid function is not activated and the anti-skid function is activated according to another embodiment of the present invention
  • FIG. 9 is a graph of a real vehicle matching test for driving slip control of a four-wheel drive electric vehicle according to another embodiment of the present invention.
  • FIG. 10 is a block diagram showing the structure of a driving slip control device for a four-wheel drive electric vehicle according to an embodiment of the present invention.
  • a driving slip control method for a four-wheel drive electric vehicle and a driving anti-skid control device for a four-wheel drive electric vehicle according to an embodiment of the present invention will be described below with reference to the accompanying drawings.
  • control method includes the following steps:
  • the wheel speed of each wheel of the electric vehicle can be detected by a wheel speed sensor mounted on each wheel of the electric vehicle, and the depth of the accelerator pedal can be detected by a displacement sensor mounted on the accelerator pedal.
  • the wheel speed sensor may be, but not limited to, a magnetoelectric wheel speed sensor, a Hall type wheel speed sensor, or the like.
  • the minimum wheel speed method can be employed.
  • the minimum wheel speed of the four wheels can be taken as the vehicle speed; (2) the slope method.
  • the average acceleration that the electric vehicle can achieve on various road surfaces is determined. Based on this, in the process of driving the anti-skid control, the initial vehicle speed entering the driving anti-skid control is determined, and the road surface condition and the driving anti-skid are performed.
  • the acceleration of the electric vehicle is determined, and the speed value is calculated in real time according to the speed formula as the reference vehicle speed; (3) the determination method based on the vehicle system dynamics model.
  • the method is based on the model of the whole vehicle and the tire, and can correct the reference vehicle speed in real time, and can better simulate the actual vehicle speed. It can be understood that the method for estimating the vehicle speed in the embodiment of the present invention is not limited to the above three types.
  • the road conditions include a low-attached road surface, a docking road surface, and a facing road surface.
  • the docking road surface includes the low-attach road surface to enter the high-attach road surface and the high-attach road surface to enter the low-attach road surface;
  • the open road surface includes only one wheel on the low-attached road surface, the same-side wheel on the low-attach road surface, and the diagonal wheel on the low-attached road surface. And there are three wheels on the low attached road.
  • determining the road condition of the electric vehicle according to the wheel speed and the vehicle speed of the four wheels specifically, determining whether the wheel speed of the four wheels is greater than the vehicle speed; if the wheel speed of the four wheels If the vehicle speed is greater than the vehicle speed, it is determined that the road condition is low to the starting road surface; if the wheel speed of the front wheel of the electric vehicle is equal to the vehicle speed, and the wheel speed of the rear wheel is greater than the vehicle speed, it is determined that the road condition is the docking road surface, and the electric vehicle enters from the low road surface.
  • the road condition is the docking road, and the electric vehicle enters the low road surface from the high-attached road; if there is only one wheel speed If the vehicle speed is greater than the vehicle speed, and the wheel speeds of the other three wheels are equal to the vehicle speed, the road condition is determined to be the off road surface, and the single wheel is on the low road surface; if the wheel speed of one side wheel is greater than the vehicle speed, and the wheel speed of the other side wheel is equal to The speed of the vehicle determines that the road condition is a facing road surface, and the same side wheel is on the low side road; if the wheel speed of the one-corner wheel is greater than the vehicle speed, and the wheel of the other diagonal wheel If the speed is equal to the vehicle speed, it is determined that the road condition is a facing road surface, and the pair of angle wheels are on the low road surface; if the wheel speed of the three wheels is greater than the
  • the four wheels of the control electric vehicle are all activated to drive the anti-slip function, and each wheel is individually controlled by a corresponding motor.
  • the four wheels of the electric vehicle are both greater than the vehicle speed, the four wheels simultaneously slip, that is, the electric vehicle is on the low-attach road surface.
  • the four wheels are controlled to drive the anti-skid function, and each wheel is separately controlled by the corresponding motor, and does not affect each other.
  • the integral coefficient in the PI controller corresponding to the front wheel motor is respectively increased to increase the front wheel.
  • the anti-skid torque is driven, and when the driving anti-skid torque of the front wheel is greater than or equal to the required torque, the front wheel is controlled to exit the driving anti-skid function.
  • the four wheels start to drive the anti-skid function, the wheel speed is greater than the vehicle speed, and the wheel speed is equal to the vehicle speed after entering the high-attached road surface.
  • the integral coefficient I in the PI controller corresponding to the front wheel motor is increased, and the corresponding driving anti-skid torque will rise rapidly.
  • the front wheel is controlled to exit the driving anti-skid function.
  • the front wheel is controlled to drive the anti-skid function, and the front wheel motor is down-twisted to prevent the front wheel from flying.
  • the front wheel is controlled to immediately start the anti-skid function to reduce the driving torque of the front wheel motor, so that the front wheel does not fly or briefly fly, and the rear wheel does not process when it enters the low road surface, and waits until the rear wheel After entering the low attached road surface, the drive anti-skid function is activated.
  • the preset torque limit difference can be derived by simulation and real vehicle matching.
  • the vehicle speed is low, it can be regarded as the electric vehicle getting out of the trap or driving at a low speed. At this time, only the wheels on the low road surface are controlled to start the anti-skid function, and the other wheels are not processed, that is, the driving torque of the other wheel motors is required.
  • Torque if the vehicle speed is high, it is necessary to properly limit the wheel motor on the high-attachment road that is coaxial with the skid wheel (ie, the wheel on the low road surface), so that the electric vehicle does not have side deflection.
  • the wheel on the low side road is controlled to start the anti-skid function, and the wheel on the high road surface is limited.
  • the driving torque of the wheel motor on the high-attached road surface the corresponding motor torque of the wheel on the low-attached road surface + the preset limit torque difference value.
  • the diagonal wheel that controls the low road surface is activated to drive the anti-skid function, and the diagonal wheel motor is on the low attached road surface. Make a twist.
  • the diagonal wheel on the low road surface is controlled to start the anti-skid function, so that the motor is down-twisted, and the diagonal wheel on the high road surface does not start to drive the anti-skid function.
  • the corresponding motor does not need to limit the torque and directly respond to the demand torque. It can be understood that there is no side bias in the electric car at this time.
  • the three wheels that are controlled on the low road surface are activated to drive the anti-skid function, and determine whether the vehicle speed is less than the preset vehicle speed; If the vehicle speed is less than the preset vehicle speed, the driving torque of the wheel motor that controls the high-attach road surface is the demand torque; if the vehicle speed is greater than or equal to the preset vehicle speed, the wheel motor on the high-attach road surface is limited to prevent the electric vehicle from being deflected.
  • the driving torque of the wheel motor on the high road surface the driving torque of the wheel motor that is on the low road surface and coaxial with the wheel on the high road surface + the preset torque limit difference.
  • the three wheels are controlled to drive the anti-slip function.
  • the vehicle speed is low, it can be regarded as electric vehicle running at low speed or vehicle getting out of trouble, and the motor with high attached road surface responds to demand torque; if the vehicle speed is high, in order to prevent the electric vehicle from deflecting, the wheel motor with high attached road surface can be appropriately limited.
  • the driving anti-skid control method for the four-wheel drive electric vehicle determines the road condition of the electric vehicle according to the wheel speed and the vehicle speed of the four wheels of the electric vehicle, and adopts a corresponding control strategy to drive the electric vehicle according to the road condition.
  • Anti-skid control thereby ensuring that the electric vehicle does not fly after the start of the anti-skid function, the electric vehicle does not have side deflection, the yaw rate is within a certain range, and the ground adhesion can be utilized to the maximum extent, and the electric vehicle can be lifted. ability.
  • the above step S2 further includes according to the vehicle speed. Determine the target difference between the vehicle speed and the wheel speed.
  • the corresponding target difference value ranges from 1.5 km/h to 2 km/h, if the vehicle speed is At 15 km/h, the corresponding target difference is 2 km/h.
  • the target difference value Dv_aim is not fixed and varies with the change of the vehicle speed.
  • the target difference value Dv_aim is large, and when the vehicle speed is high, the target difference value Dv_aim is small.
  • step S3 further includes driving the anti-skid control on the wheel corresponding to the wheel speed according to the wheel speed, the vehicle speed, the target difference value and the demand torque.
  • the PI controller corresponding to the driving slip control of the wheel motor is corrected according to the wheel speed, the vehicle speed, and the target difference to pass the corrected PI controller output.
  • the torque is the demand torque and controls the wheel to exit the drive slip function.
  • the PI controller for driving the slip control corresponding to the wheel motor is based on the conventional classical PI control, and the feedback amount (Dvx-Dv_aim) is introduced to correct the proportional coefficient P and the integral coefficient I.
  • Dvx is the difference between the wheel speed and the vehicle speed
  • Dv_aim is the target difference corresponding to the current vehicle speed.
  • the integral coefficient I of the PI controller is corrected according to the difference Dvx between the wheel speed and the vehicle speed and the target difference value Dv_aim, and the proportional coefficient of the PI controller is kept unchanged; and further, the difference value Dvx and the target difference value Dv_aim are used.
  • the difference between the two is used as the feedback value of the PI controller, and the corresponding driving anti-skid torque T_value is output.
  • the proportional coefficient P can be obtained by simulation and real vehicle debugging, and the integral value of the modified PI controller is proportional to the absolute value of (Dvx–Dv_aim). That is, the larger the absolute value, the larger the integral coefficient; the smaller the absolute value, the smaller the integral coefficient; when the absolute value is 0, the integral coefficient is zero.
  • FIG. 7 In order to facilitate understanding of the above-described driving slip control method for a single wheel, it can be illustrated by FIG. 7, FIG. 8a, FIG. 8b, and FIG.
  • the accelerator signal is input through the accelerator pedal of the electric vehicle, and the required torque of the electric vehicle is obtained based on the throttle signal.
  • the wheel speeds of the four wheels of the electric vehicle are detected by the wheel speed sensor, and the vehicle speed of the electric vehicle can be estimated based on the four wheel speeds. And determining whether the wheel speed of each wheel is greater than the vehicle speed. For a wheel whose wheel speed is greater than the vehicle speed, controlling the wheel to start driving the anti-skid control function, and further obtaining a target difference value Dv_aim between the vehicle speed and the wheel speed according to the vehicle speed, and calculating the wheel at the same time The difference between the wheel speed and the speed of the vehicle Dvx.
  • the proportional coefficient P can be kept constant by simulation and real vehicle debugging, and the integral coefficient I is proportional to the absolute value of (Dvx-Dv_aim), that is, the larger the absolute value, the larger the modified integral coefficient is, absolutely The smaller the value, the smaller the integral coefficient.
  • the integral coefficient is zero.
  • the modified PI controller output driving anti-skid torque, when the driving anti-skid torque is less than the demand torque, the driving torque of the wheel motor is the driving anti-skid torque, and when the driving anti-skid torque is greater than or equal to the required torque, the driving torque of the wheel motor is taken as Demand torque and control the electric car to exit the drive anti-skid function.
  • the wheel of the electric vehicle can be stabilized under the driving anti-skid function, the proper slip ratio is maintained, and the ground driving force of the wheel is increased.
  • Fig. 8a when the driver on the low road surface slams the throttle and the wheel does not start to drive the anti-skid function, the wheel speed of the slip wheel will rise rapidly to the maximum speed of the wheel motor, which cannot be stabilized; as shown in Fig. 8b, After starting the anti-skid function, the wheel can be controlled by the PI controller with a slight slip, so that the wheel speed is gradually stabilized.
  • the test condition is that the low-altitude full throttle starts, taking into consideration the comfort of the driver and the passenger. It can be seen from the figure 9 that the above-mentioned driving anti-skid control has a better control effect and the real vehicle experience is good.
  • the driving anti-skid control method of the four-wheel drive electric vehicle determines the road condition of the electric vehicle according to the wheel speed and the vehicle speed of the four wheels of the electric vehicle, and adopts a corresponding control strategy to drive the electric vehicle according to the road condition.
  • Control and for the wheel that starts the anti-skid control function, when the difference between the wheel speed and the vehicle speed exceeds the target difference, the driving torque of the wheel motor is PI adjusted with the difference between the wheel speed and the vehicle speed as the control target.
  • the wheel does not fly after the electric vehicle starts to drive the anti-skid function, the electric vehicle does not have side deflection, the yaw rate is within a certain range, and the ground adhesion can be utilized to the maximum extent, so that the difference between the wheel speed and the vehicle speed is obtained. Stabilizing within the corresponding target difference range to maintain a suitable slip ratio helps to improve the ability of the electric vehicle to escape.
  • Fig. 10 is a block diagram showing the structure of a driving anti-skid control device for a four-wheel drive electric vehicle according to an embodiment of the present invention.
  • the control device includes: a detection module 10, an estimation module 20, a determination module 30, an acquisition module 40, and a control module 50.
  • the detection module 10 is configured to detect the wheel speeds of the four wheels of the electric vehicle and the depth of the accelerator pedal.
  • the estimation module 20 is for estimating the vehicle speed of the electric vehicle based on the wheel speeds of the four wheels.
  • the determining module 30 is configured to determine the road condition of the electric vehicle according to the wheel speed and the vehicle speed of the four wheels, wherein the road condition includes a low-attached road surface, a docking road surface, and a facing road surface.
  • the acquisition module 40 is configured to acquire the required torque of the electric vehicle according to the depth of the accelerator pedal.
  • the control module 50 is respectively connected to the determination module 30 and the acquisition module 40, and the control module 50 is configured to respectively drive the four wheels to control the slip resistance according to the road condition and the demand torque.
  • the determining module 30 is specifically configured to: determine whether the wheel speed of the four wheels is greater than the vehicle speed of the electric vehicle; and determine that the road condition is a low-attached road surface when the wheel speeds of the four wheels are both greater than the vehicle speed; When the wheel speed of the front wheel of the electric vehicle is equal to the vehicle speed, and the wheel speed of the rear wheel is greater than the vehicle speed, it is determined that the road condition is the docking road surface, and the electric vehicle enters the high attached road surface from the low attached road surface; the wheel speed of the front wheel is greater than the vehicle speed.
  • the road condition is the docking road surface, and the electric vehicle enters the low road surface from the high-attached road surface; the wheel speed of only one wheel is greater than the vehicle speed, and the wheel speeds of the other three wheels are equal to
  • the road condition is determined to be the off road surface, and the single wheel is on the low road surface; when the wheel speed of the same side wheel is greater than the vehicle speed, and the wheel speed of the other side wheel is equal to the vehicle speed, the road condition is determined as the off road surface, and the same side The wheel is on the low attached road surface; when the wheel speed of the one-corner wheel is greater than the vehicle speed, and the wheel speed of the other diagonal wheel is equal to the vehicle speed, the road condition is determined to be the off-road surface, and the pair of angle wheels are at Attached pavement; three wheels in the wheel speed is greater than the vehicle speed, the wheel and the other wheel when the vehicle speed is equal to the speed determined for the split road
  • control module 50 is specifically configured to control the four wheels of the electric vehicle to start the driving anti-skid function when the road condition is the attached road surface, and each wheel is correspondingly The motor is controlled separately.
  • control module 50 is specifically configured to increase the integral coefficient in the PI controller corresponding to the front wheel motor when the electric vehicle enters the high-attached road surface from the low-attach road surface.
  • the front wheel is controlled to drive the anti-skid function to reduce the driving torque of the front wheel motor to prevent the front wheel from flying.
  • control module 50 is further configured to: determine whether the vehicle speed is less than a preset vehicle speed when only one wheel is on a low road surface; and control when the vehicle speed is less than the preset vehicle speed;
  • the wheel on the low attached road starts to drive the anti-skid function; when the vehicle speed is greater than or equal to the preset speed, the wheel motor on the high-attachment road coaxial with the wheel on the low-attached road is limited to prevent the electric vehicle from being deflected.
  • the driving torque of the wheel motor on the high side road surface coaxial with the wheel on the low side road surface the driving torque of the wheel motor on the low side road surface + the preset limit torque difference value.
  • control module 50 is further configured to: when the same side wheel is on the low road surface, control the wheel on the low side road to start the driving anti-skid function, and
  • the wheel motor of the road surface is torque-limited to prevent side deflection of the electric vehicle.
  • the driving torque of the wheel motor on the high-attached road surface the driving torque of the wheel motor corresponding to the coaxial low-surface road + the preset torque difference value .
  • control module 50 is further configured to: when the diagonal wheel is on the low road surface, control the diagonal wheel of the low attached road to start the driving anti-skid function, The diagonal wheel motor with low road surface is down-twisted.
  • control module 50 is further configured to: when three wheels are on the low road surface, control the three wheels on the low road surface to start the driving anti-skid function, and determine whether the vehicle speed is less than the preset speed.
  • the driving torque of the wheel motor that controls the high-attached road surface is the demand torque; when the vehicle speed is greater than or equal to the preset vehicle speed, the wheel motor on the high-attached road surface is torque-limited to prevent the electric vehicle from appearing.
  • the specific implementation manner of the driving anti-skid control device for the four-wheel drive electric vehicle according to the embodiment of the present invention is the same as the specific implementation manner of the driving anti-skid control method for the four-wheel drive electric vehicle according to the embodiment of the present invention, in order to reduce redundancy, Do not repeat it.
  • the driving anti-skid control device for the four-wheel drive electric vehicle determines the road condition of the electric vehicle according to the wheel speed and the vehicle speed of the four wheels of the electric vehicle, and adopts a corresponding control strategy to drive the electric vehicle according to the road condition.
  • Anti-skid control thereby ensuring that the electric vehicle does not fly after the start of the anti-skid function, the electric vehicle does not have side deflection, the yaw rate is within a certain range, and the ground adhesion can be utilized to the maximum extent, and the electric vehicle can be lifted. ability.
  • the determining module 30 is further configured to determine the vehicle speed and the wheel speed according to the vehicle speed. The difference between the goals.
  • the control module 50 is further configured to drive the slip control of the wheel corresponding to the wheel speed according to the wheel speed, the vehicle speed, the target difference, and the demand torque.
  • the corresponding target difference value ranges from 1.5 km/h to 2 km/h, if the vehicle speed is At 15 km/h, the corresponding target difference is 2 km/h.
  • the target difference value Dv_aim is not fixed and varies with the change of the vehicle speed.
  • the target difference value Dv_aim is large, and when the vehicle speed is high, the target difference value Dv_aim is small.
  • the control module 50 is specifically configured to correct the PI of the driving slip control corresponding to the wheel motor according to the wheel speed, the vehicle speed, and the target difference when the difference between the wheel speed and the vehicle speed is greater than the target difference.
  • the PI controller introduces a feedback amount to correct the proportional coefficient P and the integral coefficient I on the basis of the conventional classical PI control.
  • the control module 50 corrects the PI controller for driving the slip control corresponding to the wheel motor according to the wheel speed, the vehicle speed, and the target difference, so as to output the corresponding driving anti-skid torque through the modified PI controller, specifically for using the wheel speed.
  • the difference value Dvx between the vehicle speed and the target difference value Dv_aim corrects the integral coefficient of the PI controller and keeps the proportional coefficient of the PI controller unchanged.
  • the difference between the difference value Dvx and the target difference value Dv_aim is used as the feedback value of the PI controller, and the corresponding driving anti-skid torque T_value is output.
  • the proportional coefficient P can be obtained by simulation and real vehicle debugging, and the integral value of the modified PI controller is proportional to the absolute value of (Dvx–Dv_aim). That is, the larger the absolute value, the larger the integral coefficient; the smaller the absolute value, the smaller the integral coefficient; when the absolute value is 0, the integral coefficient is zero.
  • the specific implementation manner of the driving anti-skid control device for the four-wheel drive electric vehicle of the embodiment can be referred to the specific implementation manner of the driving anti-skid control method for the four-wheel drive electric vehicle according to the above embodiment of the present invention, in order to reduce redundancy, Do not repeat it.
  • the driving anti-skid control device of the four-wheel drive electric vehicle determines the road condition of the electric vehicle according to the wheel speed and the vehicle speed of the four wheels of the electric vehicle through the determining module, and adopts a corresponding control strategy according to the road condition by the control module.
  • Driving the anti-skid control of the electric vehicle, and for the wheel that starts the anti-skid control function when the difference between the wheel speed and the vehicle speed exceeds the target difference through the control module, the difference between the wheel speed and the vehicle speed is used as the control target to the wheel
  • the motor's drive torque is PI adjusted.
  • the wheel does not fly after the electric vehicle starts to drive the anti-skid function, the electric vehicle does not have side deflection, the yaw rate is within a certain range, and the ground adhesion can be utilized to the maximum extent, so that the difference between the wheel speed and the vehicle speed is obtained. Stabilizing within the corresponding target difference range to maintain a suitable slip ratio helps to improve the ability of the electric vehicle to escape.

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Abstract

一种四驱电动汽车的驱动防滑控制方法和装置，其中，控制方法包括以下步骤：检测电动汽车的四个车轮的轮速和油门踏板的深度；根据四个车轮的轮速估算电动汽车的车速，并根据四个车轮的轮速和车速确定电动汽车的所处路况，以及根据油门踏板的深度获取电动汽车的需求扭矩，路况包括低附起步路面、对接路面、对开路面；根据路况和需求扭矩分别对四个车轮进行驱动防滑控制。该控制方法能够保证电动汽车启动驱动防滑功能后车轮不飞转、电动汽车不发生侧偏、横摆角速度在一定范围内，且能够最大限度的利用地面附着力，提升电动汽车的脱困能力。

Description

四驱电动汽车的驱动防滑控制方法和装置
本申请要求于2016年12月29日提交中国专利局、申请号为201611251605.3、申请名称为“四驱电动汽车的驱动防滑控制方法和装置”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及电动汽车技术领域，具体涉及一种四驱电动汽车的驱动防滑控制方法和一种四驱电动汽车的驱动防滑控制装置。
背景技术
相关技术中，提出了一种四轮轮毂电动汽车防滑控制方法。具体地，通过路面识别算法实时的计算出车轮的最佳滑移率，并由车轮的最佳滑移率计算出车轮的期望转速。然后，根据车轮的状态，计算出车轮的补偿转矩；如果车轮打滑，以车轮期望轮速为控制目标，通过车轮轮速的PID控制器计算出补偿转矩，如果，车轮不打滑，补偿转矩为零；同时，车速控制以期望车速为控制目标，根据车速控制器计算出电机的指令转矩；最后，将前面所述的补偿转矩和指令转矩相加并输入电机实现四轮轮毂电动汽车的驱动防滑控制。
然而，上述技术虽然提到了根据路面识别和PID控制器计算出电机补偿扭矩，但并没有给出车辆处在不同路面时每个车轮该如何出力，才能使车辆不失稳。因为四轮轮毂电动汽车的四个电机扭矩都是单独控制，互不影响，所以如果车辆处在对开路面(包括只有一个车轮处于低附路面、同侧车轮处于低附路面、对角车轮处于低附路面)时触发驱动防滑功能，车辆可能会失稳。
发明内容
本发明旨在至少在一定程度上解决上述技术中的技术问题之一。
为此，本发明的第一个目的在于提出一种四驱电动汽车的驱动防滑控制方法。该控制方法能够保证电动汽车启动驱动防滑功能后车轮不飞转、电动汽车不发生侧偏、横摆角速度在一定范围内，且能够最大限度的利用地面附着力， 提升电动汽车的脱困能力。
本发明的第二个目的在于提出一种四驱电动汽车的驱动防滑控制装置。
为达到上述目的，本发明第一方面实施例提出了一种四驱电动汽车的驱动防滑控制方法，包括以下步骤：检测所述电动汽车的四个车轮的轮速和油门踏板的深度；根据所述四个车轮的轮速估算所述电动汽车的车速，并根据所述四个车轮的轮速和所述车速确定所述电动汽车的所处路况，以及根据所述油门踏板的深度获取所述电动汽车的需求扭矩，其中，所述路况包括低附起步路面、对接路面、对开路面；根据所述路况和所述需求扭矩分别对所述四个车轮进行驱动防滑控制。
本发明实施例的四驱电动汽车的驱动防滑控制方法，根据电动汽车四个车轮的轮速和车速确定电动汽车的所处路况，并根据所处路况采取对应的控制策略对电动汽车进行驱动防滑控制，由此，能够保证电动汽车启动驱动防滑功能后车轮不飞转、电动汽车不发生侧偏、横摆角速度在一定范围内，且能够最大限度的利用地面附着力，提升电动汽车的脱困能力。
为达到上述目的，本发明第二方面实施例提出了一种四驱电动汽车的驱动防滑控制装置，包括：检测模块，用于检测所述电动汽车的四个车轮的轮速和油门踏板的深度；估算模块，用于根据所述四个车轮的轮速估算所述电动汽车的车速；确定模块，用于根据所述四个车轮的轮速和所述车速确定所述电动汽车的所处路况，其中，所述路况包括低附起步路面、对接路面、对开路面；获取模块，用于根据所述油门踏板的深度获取所述电动汽车的需求扭矩；控制模块，所述控制模块分别与所述确定模块和所述获取模块相连，用于根据所述路况和所述需求扭矩分别对所述四个车轮进行驱动防滑控制。
本发明实施例的四驱电动汽车的驱动防滑控制装置，根据电动汽车的四个车轮的轮速和车速确定电动汽车的所处路况，并根据所处路况采取对应的控制策略对电动汽车进行驱动防滑控制，由此，能够保证电动汽车启动驱动防滑功能后车轮不飞转、电动汽车不发生侧偏、横摆角速度在一定范围内，且能够最大限度的利用地面附着力，提升电动汽车的脱困能力。
附图说明
本发明的上述和/或附加的方面和优点从结合下面附图对实施例的描述中将变得明显和容易理解，其中：
图1是根据本发明一个实施例的四驱电动汽车的驱动防滑控制方法的流程图；
图2a-图2g分别是根据本发明具体示例的电动汽车所处路况的示意图；
图3是根据本发明一个实施例的电动汽车由低附路面到高附路面的实车测试数据曲线图；
图4是根据本发明一个实施例的电动汽车由高附路面到低附路面的实车测试数据曲线图；
图5是根据本发明一个实施例的电动汽车处于对开路面的实车测试数据曲线图；
图6是根据本发明另一个实施例的四驱电动汽车的驱动防滑控制方法的流程图；
图7是根据本发明另一个实施例的四驱电动汽车的驱动防滑控制方法的原理示意图；
图8a、图8b分别是根据本发明另一个实施例的不启动驱动防滑功能和启动驱动防滑功能时的Carsim与Simulink联合仿真的曲线图；
图9是根据本发明另一个实施例的四驱电动汽车的驱动防滑控制的实车匹配测试的曲线图；以及
图10是根据本发明实施例的四驱电动汽车的驱动防滑控制装置的结构框图。
具体实施方式
下面详细描述本发明的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，旨在用于解释本发明，而不能理解为对本发明的限制。
下面参考附图描述本发明实施例的四驱电动汽车的驱动防滑控制方法和四驱电动汽车的驱动防滑控制装置。
图1是根据本发明实施例的四驱电动汽车的驱动防滑控制方法的流程图。如图1所示，该控制方法包括以下步骤：
S1，检测电动汽车的四个车轮的轮速和油门踏板的深度。
在本发明的实施例中，可以通过安装在电动汽车各个车轮上的轮速传感器检测电动汽车各个车轮的轮速，可以通过安装在油门踏板上的位移传感器检测油门踏板的深度。其中，轮速传感器可以但不限于是磁电式轮速传感器、霍尔式轮速传感器等。
S2，根据四个车轮的轮速估算电动汽车的车速，并根据四个车轮的轮速和车速确定电动汽车的所处路况，以及根据油门踏板的深度获取电动汽车的需求扭矩。
具体地，根据轮速估算电动汽车的车速时，可以采用：(1)最小轮速法。电动汽车在行驶过程进行驱动防滑控制时，由于车轮打滑，轮速大于车速，故可以取四个车轮的最小轮速作为车速；(2)斜率法。通过大量实验数据的分析处理，确定电动汽车在各种路面上所能达到的平均加速度，以此为依据，在驱动防滑控制过程中，确定进入驱动防滑控制的初始车速，进行路面状况和驱动防滑工况识别后确定电动汽车的加速度，根据速度公式实时计算速度值作为参考车速；(3)基于车辆制动力学模型的确定方法。该方法是建立在整车、轮胎等模型基础之上，能实时修正参考车速，可较好实现对实际车速的模仿。可以理解，本发明实施例的车速的估算方法并不限于上述3种。
在本发明的实施例中，路况包括低附起步路面、对接路面、对开路面。
其中，对接路面包括由低附路面进入高附路面和由高附路面进入低附路面；对开路面包括只有一个车轮处于低附路面、同侧车轮处于低附路面、对角车轮处于低附路面和有三个车轮处于低附路面。
进一步地，在本发明的一个实施例中，根据四个车轮的轮速和车速确定电动汽车的所处路况，具体包括：判断四个车轮的轮速是否大于车速；如果四个车轮的轮速均大于车速，则判定路况为低附起步路面；如果电动汽车前轮的轮速均等于车速，且后轮的轮速均大于车速，则判定路况为对接路面，且电动汽 车由低附路面进入高附路面；如果前轮的轮速均大于车速，且后轮的轮速均等于车速，则判定路况为对接路面，且电动汽车由高附路面进入低附路面；如果只有一个车轮的轮速大于车速，且其它三个车轮的轮速均等于车速，则判定路况为对开路面，且单个车轮处于低附路面；如果一同侧车轮的轮速大于车速，且另一同侧车轮的轮速等于车速，则判定路况为对开路面，且一同侧车轮处于低附路面；如果一对角车轮的轮速大于车速，且另一对角车轮的轮速等于车速，则判定路况为对开路面，且一对角车轮处于低附路面；如果三个车轮的轮速大于车速，且另一个车轮的轮速等于车速，则判定路况为对开路面，且三个车轮处于低附路面。
S3，根据路况和需求扭矩分别对四个车轮进行驱动防滑控制。
在本发明的一个示例中，如果路况为低附起步路面，则控制电动汽车的四个车轮均启动驱动防滑功能，且每个车轮由对应的电机单独控制。
具体地，如图2a所示，如果电动汽车四个车轮的轮速均大于车速，则四个车轮同时打滑，即电动汽车处于低附起步路面。此时，控制四个车轮全部启动驱动防滑功能，每个车轮由对应的电机单独控制，互不影响。
在本发明的另一个示例中，如图2b所示，如果电动汽车由低附路面进入高附路面，则分别增大前轮电机对应的PI控制器中的积分系数，以增大前轮的驱动防滑扭矩，并在前轮的驱动防滑扭矩大于等于需求扭矩时，控制前轮退出驱动防滑功能。
具体地，如图3所示，电动汽车处于低附路面时四个车轮都启动驱动防滑功能，轮速大于车速，进入高附路面后轮速等于车速。此时，分别将前轮电机对应的PI控制器中的积分系数I增大，则对应的驱动防滑扭矩会迅速上升，当驱动防滑扭矩等于需求扭矩时，控制前轮退出驱动防滑功能。
可以理解，该过程中会有短时间的前轮先进入高附路面，后轮仍处于低附路面的情况，此时前轮按上述策略处理，后轮仍处于驱动防滑功能启动状态，等到后轮进入高附路面后也按上述策略处理，其中，前后轮单独进行，互不影响。
相应地，如图2c所示，如果电动汽车由高附路面进入低附路面，则控制前轮启动驱动防滑功能，对前轮电机进行降扭，以防止前轮飞转。
具体地，如图4所示，车轮由高附路面进入低附路面时，如果驾驶员油门踩的较深且路面附着系数较小，则车轮会突然打滑。此时，控制前轮立刻启动驱动防滑功能，以减小前轮电机的驱动扭矩，使前轮不会飞转或短暂飞转，而后轮未进入低附路面时不做处理，等到后轮也进入低附路面后再启动驱动防滑功能。
在本发明的又一个示例中，如图2d所示，如果只有一个车轮处于低附路面，则判断车速是否小于预设车速；如果车速小于预设车速，则控制处于低附路面的车轮启动驱动防滑功能；如果车速大于等于预设车速，则对与处于低附路面的车轮同轴的处于高附路面的车轮电机进行限扭，以防止电动汽车出现侧偏，其中，与处于低附路面的车轮同轴的处于高附路面的车轮电机的驱动扭矩＝处于低附路面的车轮电机的驱动扭矩+预设限扭差值。
在本发明的实施例中，预设限扭差值可以通过仿真和实车匹配得出。
具体地，如果车速较低，则可视为电动汽车脱困或低速行驶，此时，只控制处于低附路面的车轮启动驱动防滑功能，其它车轮不做处理，即其它车轮电机的驱动扭矩为需求扭矩；如果车速较高，则需对与打滑车轮(即处于低附路面的车轮)同轴的处于高附路面的车轮电机进行适当限扭，使得电动汽车不会出现侧偏。其中，限扭方法为：与打滑车轮同轴的处于高附路面的车轮电机的驱动扭矩＝处于低附路面的车轮电机的驱动扭矩+预设限扭差值。
在本发明的第四个示例中，如图2e所示，如果同侧车轮处于低附路面，则控制处于低附路面的车轮启动驱动防滑功能，并对处于高附路面的车轮进行限扭，以防止电动汽车出现侧偏，其中，处于高附路面的车轮电机的驱动扭矩＝对应的处于低附路面的车轮的电机扭矩+预设限扭差值。
在本发明的第五个示例中，如图2f所示，如果对角车轮处于低附路面，则控制处于低附路面的对角车轮启动驱动防滑功能，对处于低附路面的对角车轮电机进行降扭。
具体地，如果一对角车轮处于低附路面，则控制该处于低附路面的对角车轮启动驱动防滑功能，以使电机进行降扭，另外处于高附路面的对角车轮不启动驱动防滑功能，对应的电机不用进行限扭，并直接响应需求扭矩。可以理解，此时电动汽车不会出现侧偏。
在本发明的第六个示例中，如图2g所示，如果有三个车轮处于低附路面，则控制处于低附路面的三个车轮启动驱动防滑功能，并判断车速是否小于预设车速；如果车速小于预设车速，则控制处于高附路面的车轮电机的驱动扭矩为需求扭矩；如果车速大于等于预设车速，则对处于高附路面的车轮电机进行限扭，以防止电动汽车出现侧偏，其中，处于高附路面的车轮电机的驱动扭矩＝处于低附路面且与处于高附路面的车轮同轴的车轮电机的驱动扭矩+预设限扭差值。
具体地，如果有三个车轮处于低附路面，则控制三个车轮启动驱动防滑功能。如果车速较低，则可视为电动汽车低速行驶或车辆脱困，处于高附路面电机响应需求扭矩；如果车速较高，为防止电动汽车侧偏，可适当对高附路面的车轮电机进行限扭，限扭方法为：处于高附路面的车轮电机的驱动扭矩＝处于低附路面且与处于高附路面的车轮同轴的车轮电机的驱动扭矩+预设限扭差值。
具体而言，如图5所示，电动汽车所处的路况为对开路面时，高附路面的车轮电机的驱动扭矩与低附路面的车轮电机的驱动扭矩保持适当扭矩差，使得车辆未发生侧偏。
本发明实施例的四驱电动汽车的驱动防滑控制方法，根据电动汽车的四个车轮的轮速和车速确定电动汽车的所处路况，并根据所处路况采取对应的控制策略对电动汽车进行驱动防滑控制，由此，能够保证电动汽车启动驱动防滑功能后车轮不飞转、电动汽车不发生侧偏、横摆角速度在一定范围内，且能够最大限度的利用地面附着力，提升电动汽车的脱困能力。
另外，需要说明的是，对于上述示例中处于低附路面的车轮，为了使其保持适合的滑移率，在本发明的一个实施例中，如图6所示，上述步骤S2还包括根据车速确定车速与轮速之间的目标差值。
在本发明的实施例中，车速与目标差值之间存在对应关系，且当车速大于10km/h时，对应的目标差值的取值范围为1.5km/h～2km/h，如车速为15km/h时，对应的目标差值为2km/h。
具体地，目标差值Dv_aim不是固定的，随车速的变化而变化，车速低时目标差值Dv_aim偏大，车速高时目标差值Dv_aim偏小。
进一步地，如图6所示，上述步骤S3还包括根据轮速、车速、目标差值和需求扭矩对与轮速对应的车轮进行驱动防滑控制。
具体地，如果轮速与车速之间的差值大于目标差值，则根据轮速、车速和目标差值修正车轮电机对应的驱动防滑控制的PI控制器，以通过修正后的PI控制器输出对应的驱动防滑扭矩；判断驱动防滑扭矩是否小于需求扭矩；如果驱动防滑扭矩小于需求扭矩，则确定车轮电机的驱动扭矩为驱动防滑扭矩；如果驱动防滑扭矩大于等于需求扭矩，则确定车轮电机的驱动扭矩为需求扭矩，并控制车轮退出驱动防滑功能。
在本发明的实施例中，车轮电机对应的驱动防滑控制的PI控制器是在传统经典PI控制的基础上，引入反馈量(Dvx-Dv_aim)来修正比例系数P和积分系数I。其中，Dvx为轮速与车速之间的差值，Dv_aim为当前车速对应的目标差值。
具体地，根据轮速与车速之间的差值Dvx与目标差值Dv_aim修正PI控制器的积分系数I，并保持PI控制器的比例系数不变；进而以差值Dvx与目标差值Dv_aim之间的差值作为PI控制器的反馈值，输出对应的驱动防滑扭矩T_value。
其中，比例系数P可经过仿真与实车调试得出适当值不变，修正后的PI控制器的积分系数I与(Dvx–Dv_aim)的绝对值大小呈正比例关系。即绝对值越大，积分系数越大；绝对值越小，积分系数越小；当绝对值为0时，积分系数为0。
具体而言，以(Dvx–Dv_aim)为反馈，与比例系数相乘，得到比例项P_value；同时对(Dvx–Dv_aim)与积分系数的乘积进行积分，得到积分项I_value；再将比例项与积分项相加，得到驱动防滑扭矩T_value。若计算出的T_value小于0，则将其限为0，即驱动防滑过程不给车轮电机负驱动扭矩。
为便于理解上述对于单个车轮的驱动防滑控制方法，可通过图7、图8a、图8b、图9进行说明：
如图7所示，通过电动汽车的油门踏板输入油门信号，根据该油门信号获取电动汽车的需求扭矩。通过轮速传感器检测电动汽车的四个车轮的轮速，并可以根据该四个轮速估算电动汽车的车速。并判断各个车轮的轮速是否大于车 速，对于轮速大于车速的车轮，控制该车轮启动驱动防滑控制功能，进而根据该车速获取车速与轮速之间的目标差值Dv_aim，同时可以计算该车轮轮速与车速之间的差值Dvx。
进一步地，在Dvx大于Dv_aim时，计算差值Dvx与目标差值Dv_aim之间的差值(即Dvx-Dv_aim)，并根据该差值修正该车轮电机对应的驱动防滑控制的PI控制器的比例系数P和积分系数I。其中，比例系数P可通过仿真和实车调试保持一定值不变，积分系数I则与(Dvx-Dv_aim)的绝对值呈正比例关系，即绝对值越大，修正后的积分系数越大，绝对值越小，积分系数越小，绝对值为0时，积分系数为0。进而根据修正后的PI控制器输出驱动防滑扭矩，在驱动防滑扭矩小于需求扭矩时，取车轮电机的驱动扭矩为驱动防滑扭矩，在驱动防滑扭矩大于等于需求扭矩时，取车轮电机的驱动扭矩为需求扭矩，并控制电动汽车退出驱动防滑功能。由此，可使电动汽车的车轮在驱动防滑功能下趋于稳定，保持适合的滑移率，增加车轮的地面驱动力。
如图8a所示，在低附路面驾驶员急踩油门，车轮未启动驱动防滑功能时，打滑车轮的轮速会迅速上升至车轮电机的最高转速，无法趋于稳定；如图8b所示，启动驱动防滑功能后，车轮稍有打滑即可通过PI控制器进行控制，使轮速逐步趋于稳定。
如图9所示，在实车测试时，测试条件为低附路面全油门起步，同时考虑了驾驶员和乘客的舒适性。从图中9可以看出，上述驱动防滑控制具有较好的控制效果，且实车体验好。
综上，该四驱电动汽车的驱动防滑控制方法，根据电动汽车的四个车轮的轮速和车速确定电动汽车的所处路况，并根据所处路况采取对应的控制策略对电动汽车进行驱动防滑控制，且对于启动驱动防滑控制功能的车轮，在轮速和车速之间的差值超出目标差值时，以轮速和车速的差值为控制目标对车轮电机的驱动扭矩进行PI调节。由此，能够保证电动汽车启动驱动防滑功能后车轮不飞转、电动汽车不发生侧偏、横摆角速度在一定范围内，且能够最大限度的利用地面附着力，使轮速和车速的差值稳定在对应的目标差值范围内，以保持适合的滑移率，有助于提升电动汽车的脱困能力。
图10是根据本发明实施例的四驱电动汽车的驱动防滑控制装置的结构框 图。如图10所示，该控制装置包括：检测模块10、估算模块20、确定模块30、获取模块40和控制模块50。
其中，检测模块10用于检测电动汽车的四个车轮的轮速和油门踏板的深度。估算模块20用于根据四个车轮的轮速估算电动汽车的车速。确定模块30用于根据四个车轮的轮速和车速确定电动汽车的所处路况，其中，路况包括低附起步路面、对接路面、对开路面。获取模块40用于根据油门踏板的深度获取电动汽车的需求扭矩。控制模块50分别与确定模块30和获取模块40相连，控制模块50用于根据路况和需求扭矩分别对四个车轮进行驱动防滑控制。
在本发明的实施例中，确定模块30具体用于：判断四个车轮的轮速是否大于电动汽车的车速；以及在四个车轮的轮速均大于车速时，判定路况为低附起步路面；在电动汽车前轮的轮速均等于车速，且后轮的轮速均大于车速时，判定路况为对接路面，且电动汽车由低附路面进入高附路面；在前轮的轮速均大于车速，且后轮的轮速均等于车速时，判定路况为对接路面，且电动汽车由高附路面进入低附路面；在只有一个车轮的轮速大于车速，且其它三个车轮的轮速均等于车速时，判定路况为对开路面，且单个车轮处于低附路面；在一同侧车轮的轮速大于车速，且另一同侧车轮的轮速等于车速时，判定路况为对开路面，且一同侧车轮处于低附路面；在一对角车轮的轮速大于车速，且另一对角车轮的轮速等于车速时，判定路况为对开路面，且一对角车轮处于低附路面；在三个车轮的轮速大于车速，且另一个车轮的轮速等于车速时，判定路况为对开路面，且三个车轮处于低附路面。
进一步地，在本发明的一个示例中，如图2a所示，控制模块50具体用于在路况为附起步路面时，控制电动汽车的四个车轮均启动驱动防滑功能，且每个车轮由对应的电机单独控制。
在本发明的另一个示例中，如图2b所示，控制模块50具体还用于在电动汽车由低附路面进入高附路面时，分别增大前轮电机对应的PI控制器中的积分系数，以增大对应的驱动防滑扭矩，并在驱动防滑扭矩大于等于需求扭矩时，控制前轮退出驱动防滑功能。如图2c所示，在电动汽车由高附路面进入低附路面时，控制前轮均启动驱动防滑功能，分别减小前轮电机的驱动扭矩，以防止前轮飞转。
在本发明的又一个示例中，如图2d所示，控制模块50具体还用于：在只有一个车轮处于低附路面时，判断车速是否小于预设车速；在车速小于预设车速时，控制处于低附路面的车轮启动驱动防滑功能；在车速大于等于预设车速时，对与处于低附路面的车轮同轴的处于高附路面的车轮电机进行限扭，以防止电动汽车出现侧偏，其中，与处于低附路面的车轮同轴的处于高附路面的车轮电机的驱动扭矩＝处于低附路面的车轮电机的驱动扭矩+预设限扭差值。
在本发明的在一个示例中，如图2e所示，控制模块50具体还用于：在同侧车轮处于低附路面时，控制处于低附路面的车轮启动驱动防滑功能，并对处于高附路面的车轮电机进行限扭，以防止电动汽车出现侧偏，其中，处于高附路面的车轮电机的驱动扭矩＝对应同轴的处于低附路面的车轮电机的驱动扭矩+预设限扭差值。
在本发明的第五个示例中，如图2f所示，控制模块50具体还用于：在对角车轮处于低附路面时，控制处于低附路面的对角车轮启动驱动防滑功能，对处于低附路面的对角车轮电机进行降扭。
在本发明的第六个示例中，控制模块50具体还用于：在有三个车轮处于低附路面时，控制处于低附路面的三个车轮启动驱动防滑功能，并判断车速是否小于预设车速；在车速小于预设车速时，控制处于高附路面的车轮电机的驱动扭矩为需求扭矩；在车速大于等于预设车速时，对处于高附路面的车轮电机进行限扭，以防止电动汽车出现侧偏，其中，处于高附路面的车轮电机的驱动扭矩＝处于低附路面且与处于高附路面的车轮同轴的车轮电机的驱动扭矩+预设限扭差值。
需要说明的是，本发明实施例的四驱电动汽车的驱动防滑控制装置的具体实施方式与本发明实施例的四驱电动汽车的驱动防滑控制方法的具体实施方式相同，为减少冗余，此处不做赘述。
本发明实施例的四驱电动汽车的驱动防滑控制装置，根据电动汽车的四个车轮的轮速和车速确定电动汽车的所处路况，并根据所处路况采取对应的控制策略对电动汽车进行驱动防滑控制，由此，能够保证电动汽车启动驱动防滑功能后车轮不飞转、电动汽车不发生侧偏、横摆角速度在一定范围内，且能够最大限度的利用地面附着力，提升电动汽车的脱困能力。
另外，需要说明的是，对于上述示例中处于低附路面的车轮，为了使其保持适合的滑移率，在本发明的一个实施例中，确定模块30还用于根据车速确定车速与轮速之间的目标差值。控制模块还50用于根据轮速、车速、目标差值和需求扭矩对与轮速对应的车轮进行驱动防滑控制。
在本发明的实施例中，车速与目标差值之间存在对应关系，且当车速大于10km/h时，对应的目标差值的取值范围为1.5km/h～2km/h，如车速为15km/h时，对应的目标差值为2km/h。
具体地，目标差值Dv_aim不是固定的，随车速的变化而变化，车速低时目标差值Dv_aim偏大，车速高时目标差值Dv_aim偏小。
在本发明的一个实施例中，控制模块50具体用于在轮速与车速之间的差值大于目标差值时，根据轮速、车速和目标差值修正车轮电机对应的驱动防滑控制的PI控制器，以通过修正后的PI控制器输出对应的驱动防滑扭矩；并判断驱动防滑扭矩是否小于需求扭矩；在驱动防滑扭矩小于需求扭矩时，确定车轮电机的驱动扭矩为驱动防滑扭矩；以及在驱动防滑扭矩大于等于需求扭矩时，确定车轮电机的驱动扭矩为需求扭矩，并控制车轮退出驱动防滑功能。
在本发明的一个实施例中，PI控制器是在传统经典PI控制的基础上，引入反馈量来修正比例系数P和积分系数I。
具体地，控制模块50根据轮速、车速和目标差值修正车轮电机对应的驱动防滑控制的PI控制器，以通过修正后的PI控制器输出对应的驱动防滑扭矩时，具体用于根据轮速与车速之间的差值Dvx与目标差值Dv_aim修正PI控制器的积分系数，并保持PI控制器的比例系数不变。以及以差值Dvx与目标差值Dv_aim之间的差值作为PI控制器的反馈值，输出对应的驱动防滑扭矩T_value。
其中，比例系数P可经过仿真与实车调试得出适当值不变，修正后的PI控制器的积分系数I与(Dvx–Dv_aim)的绝对值大小呈正比例关系。即绝对值越大，积分系数越大；绝对值越小，积分系数越小；当绝对值为0时，积分系数为0。
具体而言，以(Dvx–Dv_aim)为反馈，与比例系数相乘，得到比例项P_value；同时对(Dvx–Dv_aim)与积分系数的乘积进行积分，得到积分项 I_value；再将比例项与积分项相加，得到驱动防滑扭矩T_value。若计算出的T_value小于0，则将其限为0，即驱动防滑过程不给车轮电机负驱动扭矩。
需要说明的是，该实施例的四驱电动汽车的驱动防滑控制装置的具体实施方式可参见本发明上述实施例的四驱电动汽车的驱动防滑控制方法的具体实施方式，为减少冗余，此处不做赘述。
综上，该四驱电动汽车的驱动防滑控制装置，通过确定模块根据电动汽车的四个车轮的轮速和车速确定电动汽车的所处路况，并通过控制模块根据所处路况采取对应的控制策略对电动汽车进行驱动防滑控制，且对于启动驱动防滑控制功能的车轮，通过控制模块在轮速和车速之间的差值超出目标差值时，以轮速和车速的差值为控制目标对车轮电机的驱动扭矩进行PI调节。由此，能够保证电动汽车启动驱动防滑功能后车轮不飞转、电动汽车不发生侧偏、横摆角速度在一定范围内，且能够最大限度的利用地面附着力，使轮速和车速的差值稳定在对应的目标差值范围内，以保持适合的滑移率，有助于提升电动汽车的脱困能力。
以上所述，仅是本发明的较佳实施例而已，并非对本发明作任何形式上的限制。虽然本发明已以较佳实施例揭露如上，然而并非用以限定本发明。任何熟悉本领域的技术人员，在不脱离本发明技术方案范围情况下，都可利用上述揭示的方法和技术内容对本发明技术方案做出许多可能的变动和修饰，或修改为等同变化的等效实施例。因此，凡是未脱离本发明技术方案的内容，依据本发明的技术实质对以上实施例所做的任何简单修改、等同变化及修饰，均仍属于本发明技术方案保护的范围内。

Claims (16)

  1. 一种四驱电动汽车的驱动防滑控制方法，其特征在于，包括以下步骤：
    检测所述电动汽车的四个车轮的轮速和油门踏板的深度；
    根据所述四个车轮的轮速估算所述电动汽车的车速，并根据所述四个车轮的轮速和所述车速确定所述电动汽车的所处路况，以及根据所述油门踏板的深度获取所述电动汽车的需求扭矩，其中，所述路况包括低附起步路面、对接路面、对开路面；
    根据所述路况和所述需求扭矩分别对所述四个车轮进行驱动防滑控制。
  2. 如权利要求1所述的四驱电动汽车的驱动防滑控制方法，其特征在于，所述根据所述四个车轮的轮速和所述车速确定所述电动汽车的所处路况，包括：
    分别判断所述四个车轮的轮速是否大于所述车速；
    如果所述四个车轮的轮速均大于所述车速，则判定所述路况为所述低附起步路面；
    如果所述电动汽车前轮的轮速均等于所述车速，且后轮的轮速均大于所述车速，则判定所述路况为所述对接路面，且所述电动汽车由低附路面进入高附路面；
    如果所述前轮的轮速均大于所述车速，且所述后轮的轮速均等于所述车速，则判定所述路况为所述对接路面，且所述电动汽车由高附路面进入低附路面；
    如果只有一个车轮的轮速大于所述车速，且其它三个车轮的轮速均等于所述车速，则判定所述路况为所述对开路面，且单个车轮处于低附路面；
    如果一同侧车轮的轮速大于所述车速，且另一同侧车轮的轮速等于所述车速，则判定所述路况为所述对开路面，且一同侧车轮处于低附路面；
    如果一对角车轮的轮速大于所述车速，且另一对角车轮的轮速等于所述车速，则判定所述路况为所述对开路面，且一对角车轮处于低附路面；
    如果三个车轮的轮速大于所述车速，且另一个车轮的轮速等于所述车速， 则判定所述路况为所述对开路面，且三个车轮处于低附路面。
  3. 如权利要求1或2所述的四驱电动汽车的驱动防滑控制方法，其特征在于，所述根据所述路况和所述需扭矩分别对所述四个车轮进行驱动防滑控制，包括：
    如果所述路况为所述低附起步路面，则控制所述电动汽车的四个车轮均启动驱动防滑功能，且每个车轮由对应的电机单独控制。
  4. 如权利要求1或2所述的四驱电动汽车的驱动防滑控制方法，其特征在于，所述根据所述路况和所述需求扭矩分别对所述四个车轮进行驱动防滑控制，还包括：
    如果所述电动汽车由低附路面进入高附路面，则分别增大前轮电机对应的PI控制器中的积分系数，以增大所述前轮的驱动防滑扭矩，并在所述驱动防滑扭矩大于等于所述需求扭矩时，控制所述前轮退出驱动防滑功能；
    如果所述电动汽车由高附路面进入低附路面，则控制所述前轮启动所述驱动防滑功能，对所述前轮电机进行降扭，以防止所述前轮飞转。
  5. 如权利要求1或2所述的四驱电动汽车的驱动防滑控制方法，其特征在于，所述根据所述路况和所述需求扭矩分别对所述四个车轮进行驱动防滑控制，还包括：
    如果单个车轮处于低附路面，则判断所述车速是否小于预设车速；
    如果所述车速小于所述预设车速，则控制处于低附路面的车轮启动驱动防滑功能；
    如果所述车速大于等于所述预设车速，则对与处于低附路面的车轮同轴的处于高附路面的车轮电机进行限扭，以防止所述电动汽车出现侧偏，其中，所述与所述处于低附路面的车轮同轴的处于高附路面的车轮电机的驱动扭矩＝所述处于低附路面的车轮电机的驱动扭矩+预设限扭差值。
  6. 如权利要求1或2所述的四驱电动汽车的驱动防滑控制方法，其特征在于，所述根据所述路况和所述需求扭矩分别对所述四个车轮进行驱动防滑控制，还包括：
    如果一同侧车轮处于低附路面，则控制处于低附路面的车轮启动驱动防滑 功能，并对处于高附路面的车轮电机进行限扭，以防止所述电动汽车出现侧偏，其中，所述处于高附路面的车轮电机的驱动扭矩＝对应的所述处于低附路面的车轮电机的驱动扭矩+预设限扭差值。
  7. 如权利要求1或2所述的四驱电动汽车的驱动防滑控制方法，其特征在于，所述根据所述路况和所述需求扭矩分别对所述四个车轮进行驱动防滑控制，还包括：
    如果一对角车轮处于低附路面，则控制处于低附路面的对角车轮启动驱动防滑功能，对所述处于低附路面的对角车轮电机进行降扭。
  8. 如权利要求1或2所述的四驱电动汽车的驱动防滑控制方法，其特征在于，所述根据所述路况和所述需求扭矩分别对所述四个车轮进行驱动防滑控制，还包括：
    如果有三个车轮处于低附路面，则控制处于低附路面的三个车轮启动驱动防滑功能，并判断所述车速是否小于预设车速；
    如果所述车速小于所述预设车速，则控制处于高附路面的车轮电机的驱动扭矩为所述需求扭矩；
    如果所述车速大于等于所述预设车速，则对处于高附路面的车轮电机进行限扭，以防止所述电动汽车出现侧偏，其中，所述处于高附路面的车轮电机的驱动扭矩＝处于低附路面且与所述处于高附路面的车轮同轴的车轮电机的驱动扭矩+预设限扭差值。
  9. 一种四驱电动汽车的驱动防滑控制装置，其特征在于，包括：
    检测模块，用于检测所述电动汽车的四个车轮的轮速和油门踏板的深度；
    估算模块，用于根据所述四个车轮的轮速估算所述电动汽车的车速；
    确定模块，用于根据所述四个车轮的轮速和所述车速确定所述电动汽车的所处路况，其中，所述路况包括低附起步路面、对接路面、对开路面；
    获取模块，用于根据所述油门踏板的深度获取所述电动汽车的需求扭矩；
    控制模块，所述控制模块分别与所述确定模块和所述获取模块相连，用于根据所述路况和所述需求扭矩分别对所述四个车轮进行驱动防滑控制。
  10. 如权利要求9所述的四驱电动汽车的驱动防滑控制装置，其特征在于，所述确定模块，具体用于：
    分别判断所述四个车轮的轮速是否大于所述车速；
    在所述四个车轮的轮速均大于所述车速时，判定所述路况为所述低附起步路面；
    在所述电动汽车前轮的轮速均等于所述车速，且后轮的轮速均大于所述车速时，判定所述路况为所述对接路面，且所述电动汽车由低附路面进入高附路面；
    在所述前轮的轮速均大于所述车速，且所述后轮的轮速均等于所述车速时，判定所述路况为所述对接路面，且所述电动汽车由高附路面进入低附路面；
    在只有一个车轮的轮速大于所述车速，且其它三个车轮的轮速均等于所述车速时，判定所述路况为所述对开路面，且单个车轮处于低附路面；
    在一同侧车轮的轮速大于所述车速，且另一同侧车轮的轮速等于所述车速时，判定所述路况为所述对开路面，且一同侧车轮处于低附路面；
    在一对角车轮的轮速大于所述车速，且另一对角车轮的轮速等于所述车速时，判定所述路况为所述对开路面，且一对角车轮处于低附路面；
    在三个车轮的轮速大于所述车速，且另一个车轮的轮速等于所述车速时，判定所述路况为所述对开路面，且三个车轮处于低附路面。
  11. 如权利要求10所述的四驱电动汽车的驱动防滑控制装置，其特征在于，所述控制模块，具体用于：
    在所述路况为所述低附起步路面时，控制所述电动汽车的四个车轮均启动驱动防滑功能，且每个车轮由对应的电机单独控制。
  12. 如权利要求10所述的四驱电动汽车的驱动防滑控制装置，其特征在于，所述控制模块，具体还用于：
    在所述电动汽车由低附路面进入高附路面时，分别增大前轮电机对应的PI控制器中的积分系数，以增大所述前轮电机的驱动防滑扭矩，并在所述驱动防滑扭矩大于等于所述需求扭矩时，控制所述前轮退出驱动防滑功能；
    在所述电动汽车由高附路面进入低附路面时，控制所述前轮启动所述驱动防滑功能，对所述前轮电机进行降扭，以防止所述前轮飞转。
  13. 如权利要求10所述的四驱电动汽车的驱动防滑控制装置，其特征在于，所述控制模块，具体还用于：
    在只有一个车轮处于低附路面时，判断所述车速是否小于预设车速；
    在所述车速小于所述预设车速时，控制处于低附路面的车轮启动驱动防滑功能；
    在所述车速大于等于所述预设车速时，对与所述处于低附路面的车轮同轴的处于高附路面的车轮进行限扭，以防止所述电动汽车出现侧偏，其中，与处于低附路面的车轮同轴的处于高附路面的车轮电机的驱动扭矩＝所述处于低附路面的车轮电机的驱动扭矩+预设限扭差值。
  14. 如权利要求10所述的四驱电动汽车的驱动防滑控制装置，其特征在于，所述控制模块，具体还用于：
    在一同侧车轮处于低附路面时，控制处于低附路面的车轮启动驱动防滑功能，并对处于高附路面的车轮进行限扭，以防止所述电动汽车出现侧偏，其中，所述处于高附路面的车轮电机的驱动扭矩＝对应同轴的处于低附路面的车轮电机的驱动扭矩+预设限扭差值。
  15. 如权利要求10所述的四驱电动汽车的驱动防滑控制装置，其特征在于，所述控制模块，具体还用于：
    在一对角车轮处于低附路面时，控制处于低附路面的对角车轮启动驱动防滑功能，对所述处于低附路面的对角车轮电机进行降扭。
  16. 如权利要求10所述的四驱电动汽车的驱动防滑控制装置，其特征在于，所述控制模块，具体还用于：
    在有三个车轮处于低附路面时，控制处于低附路面的三个车轮启动驱动防滑功能，并判断所述车速是否小于预设车速；
    在所述车速小于所述预设车速时，控制处于高附路面的车轮电机的驱动扭矩为所述需求扭矩；
    在所述车速大于等于所述预设车速时，对处于高附路面的车轮电机进行限 扭，以防止所述电动汽车出现侧偏，其中，所述处于高附路面的车轮电机的驱动扭矩等于处于低附路面且与所述处于高附路面的车轮同轴的车轮电机的驱动扭矩加上预设限扭差值。
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