CN114228499A - Electric automobile control method - Google Patents
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- CN114228499A CN114228499A CN202111500636.9A CN202111500636A CN114228499A CN 114228499 A CN114228499 A CN 114228499A CN 202111500636 A CN202111500636 A CN 202111500636A CN 114228499 A CN114228499 A CN 114228499A
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- 238000001914 filtration Methods 0.000 claims description 7
- 230000000694 effects Effects 0.000 abstract description 5
- 238000005457 optimization Methods 0.000 abstract description 5
- 239000003381 stabilizer Substances 0.000 description 11
- 230000001133 acceleration Effects 0.000 description 4
- 238000010801 machine learning Methods 0.000 description 4
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- 208000019901 Anxiety disease Diseases 0.000 description 2
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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
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/12—Recording operating variables ; Monitoring of operating variables
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
- B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
- B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
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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
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
- B60L7/18—Controlling the braking effect
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D35/00—Vehicle bodies characterised by streamlining
- B62D35/007—Rear spoilers
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Abstract
The invention provides a control method of an electric automobile, which comprises the following steps: acquiring driving data of the electric automobile; recognizing a driving scene according to the driving data; recognizing the driving intention according to the driving data; performing auxiliary control on the electric automobile according to the recognized driving scene and driving intention; wherein the auxiliary control includes at least one of energy recovery level adjustment, tail control, suspension control, and hydraulic brake control; the method can realize intelligent adjustment of the sliding energy feedback intensity, and improve the energy efficiency optimization effect of the whole vehicle, thereby improving the endurance mileage of the whole vehicle.
Description
Technical Field
The invention relates to the technical field of electric vehicle control, in particular to an electric vehicle control method.
Background
With the strong support of the state on electric vehicles in recent years and the characteristics of cleanness and energy conservation of the electric vehicles, the electric vehicles become an important direction for the development of the automobile industry. At present, the problems of limited capacity of a vehicle-mounted battery, too long charging time and the like cause the problem of mileage anxiety of the electric automobile, and restrict the popularization of the electric automobile. The important idea for solving the problem of mileage anxiety is to reduce the energy consumption rate of the unit mileage of the electric automobile by improving the energy recovery rate of the electric automobile. Most of the existing sliding energy recovery control of the electric automobile is a fixed value determined by looking up a table according to the speed of the electric automobile, and if the working condition of the electric automobile frequently changes in the running process, the sliding energy feedback intensity needs to be manually and frequently adjusted by a driver, the energy feedback control is unreasonable and inaccurate, and meanwhile, the energy efficiency optimization effect of the whole automobile is poor only through the energy feedback control in the running process.
Disclosure of Invention
In view of the above problems, an object of the present invention is to provide a control method for an electric vehicle, which can achieve intelligent adjustment of sliding energy feedback strength, and improve the energy efficiency optimization effect of the entire vehicle, thereby improving the cruising mileage of the entire vehicle.
The embodiment of the invention provides a control method of an electric automobile, which comprises the following steps:
acquiring driving data of the electric automobile;
recognizing a driving scene according to the driving data;
recognizing the driving intention according to the driving data;
performing auxiliary control on the electric automobile according to the recognized driving scene and driving intention; wherein the auxiliary control includes at least one of energy recovery level adjustment, tail control, suspension control, and hydraulic brake control.
As an improvement of the above, the performing of the auxiliary control on the electric vehicle according to the recognized driving scene and driving intention includes:
and when the identified driving scene is a wet and slippery working condition, adjusting the energy recovery grade of the electric automobile.
As an improvement of the above, the performing of the auxiliary control on the electric vehicle according to the recognized driving scene and driving intention includes:
and when the identified driving scene is a congestion working condition or a ramp working condition and the identified driving intention is a deceleration intention, performing energy recovery grade adjustment, tail wing control and hydraulic brake control on the electric automobile.
As an improvement of the above, the performing of the auxiliary control on the electric vehicle according to the recognized driving scene and driving intention includes:
and when the identified driving scene is a suburban working condition or a high-speed working condition and the identified driving intention is a deceleration intention, performing energy recovery grade adjustment, tail wing control, suspension control and hydraulic brake control on the electric automobile.
As an improvement of the above solution, when the identified driving scenario is a congestion condition or a ramp condition and the identified driving intention is a deceleration intention, performing energy recovery level adjustment, tail wing control, and hydraulic brake control on the electric vehicle includes:
when the identified driving scene is a congestion working condition or a ramp working condition, judging whether the driving intention is a deceleration intention;
when the driving intention is judged to be a deceleration intention, judging whether the electric automobile executes emergency braking;
if so, carrying out energy recovery grade adjustment, tail wing control and hydraulic brake control on the electric automobile;
and if not, carrying out energy recovery grade adjustment and hydraulic brake control on the electric automobile.
As an improvement of the above scheme, when the identified driving scene is a congestion condition or a ramp condition, determining whether the driving intention is a deceleration intention includes:
when the identified driving scene is a congestion working condition or a ramp working condition, judging whether the current SOC of the electric automobile is greater than a first preset value;
if yes, judging whether the driving intention is a deceleration intention;
if not, judging whether the current SOC of the electric automobile is smaller than a second preset value or not; wherein the second preset value is smaller than the first preset value;
when the current SOC of the electric automobile is smaller than the second preset value, carrying out energy recovery grade adjustment and tail wing control on the electric automobile;
and when the current SOC of the electric automobile is not less than the second preset value, judging whether the driving intention is a deceleration intention.
As an improvement of the above, when the identified driving scenario is a suburban operating condition or a high-speed operating condition and the identified driving intention is a deceleration intention, performing energy recovery level adjustment, tail wing control, suspension control, and hydraulic brake control on the electric vehicle includes:
when the identified driving scene is a suburban working condition or a high-speed working condition, judging whether the driving intention is a deceleration intention;
when the driving intention is judged to be a deceleration intention, judging whether the electric automobile executes emergency braking;
if so, carrying out energy recovery grade adjustment, tail wing control and hydraulic brake control on the electric automobile;
if not, carrying out energy recovery grade adjustment and hydraulic brake control on the electric automobile;
and when the driving intention is judged not to be a deceleration intention, carrying out empennage control and suspension control on the electric automobile.
As an improvement of the above solution, after acquiring the driving data of the electric vehicle, the method further includes:
sampling the driving data according to a preset sampling period;
and carrying out digital low-pass filtering processing on the sampled driving data.
As an improvement of the above scheme, when the identified driving scene is a slippery condition, performing energy recovery level adjustment on the electric vehicle includes:
when the identified driving scene is a wet and slippery working condition, judging whether the current energy recovery level of the electric automobile reaches a fourth level; the energy recovery grade is preset to be a first grade, a second grade, a third grade and a fourth grade from weak to strong in sequence;
if so, adjusting the energy recovery level of the electric automobile downwards;
and if not, maintaining the current energy recovery grade of the electric automobile.
As an improvement of the above solution, the performing of the energy recovery level adjustment, the tail wing control, and the hydraulic brake control on the electric vehicle includes:
determining a target braking force and a target energy recovery level under the current speed according to the current speed of the electric automobile, and adjusting the energy recovery level of the electric automobile to the target energy recovery level;
determining hydraulic braking force according to the target braking force and the braking force required under the emergency braking intention so as to perform deceleration control on the electric automobile according to the hydraulic braking force;
and opening the tail wing of the electric automobile to a set upper limit position.
As an improvement of the above, the performing of the tail wing control and the suspension control on the electric vehicle when it is determined that the driving intention is not the deceleration intention includes:
and when the driving intention is judged not to be the deceleration intention, opening the tail wing of the electric automobile and lowering the suspension of the electric automobile.
As an improvement of the above scheme, when the current SOC of the electric vehicle is smaller than the second preset value, performing energy recovery level adjustment and tail control on the electric vehicle includes:
when the current SOC of the electric automobile is smaller than the second preset value, the energy recovery level of the electric automobile is adjusted upwards to a fourth level, and a tail wing of the electric automobile is opened;
the energy recovery grade is preset to be a first grade, a second grade, a third grade and a fourth grade from weak to strong in sequence.
As an improvement of the above, the determining the driving intention of the driver further includes: when the relative distance between the vehicle and the front vehicle is reduced or the speed of the vehicle is larger than the speed of the front vehicle or an obstacle is arranged in front of the vehicle in the driving direction, the energy recovery level is automatically adjusted.
Compared with the prior art, the embodiment of the invention has the beneficial effects that: driving scene and driving intention discernment are carried out to driving data based on electric automobile, then carry out at least one auxiliary control in energy recuperation grade adjustment, fin control, suspension control and the hydraulic braking control based on driving scene and the driving intention that discern, can realize the intelligent regulation of energy repayment intensity that slides, energy repayment grade after the adjustment more adapts current driving scene and driving intention, energy recuperation is more reasonable and accurate, and simultaneously, can also combine the fin, the suspension, hydraulic braking control, thereby improve the efficiency optimization effect of whole car, promote user experience, and then promote the continuation of the journey mileage of whole car.
Drawings
In order to more clearly illustrate the technical solution of the present invention, the drawings needed to be used in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without creative efforts.
Fig. 1 is a flowchart of an electric vehicle control method according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of a control framework of the entire vehicle provided by the embodiment of the invention;
fig. 3 is a schematic view of a vehicle control flow provided by the embodiment of the invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Referring to fig. 1, an embodiment of the present invention provides a method for controlling an electric vehicle, including:
s1: acquiring driving data of the electric automobile;
the driving data includes, but is not limited to, a wheel speed signal collected by a wheel speed sensor, a suspension height signal collected by a suspension height sensor, an acceleration signal collected by an acceleration sensor, a steering wheel angle signal, a vehicle speed signal, a brake pedal stroke, an SOC, an accelerator pedal opening signal, a master cylinder pressure signal, a radar signal, a road image shot by a camera, a rainfall signal collected by a rainfall sensor, and the like.
Further, after the driving data of the electric vehicle is obtained, the method further includes:
sampling the driving data according to a preset sampling period;
and carrying out digital low-pass filtering processing on the sampled driving data.
For example, corresponding driving data may be collected from each sensor, camera, or radar of the electric vehicle according to a set period (e.g., 10ms), and then transmitted to the data processing module for preprocessing, which specifically includes: and sampling processing is carried out on the currently collected driving data again according to the sampling period (for example, 100ms), so that the data amount required to be processed in the subsequent driving scene and driving intention identification process is reduced. Meanwhile, digital low-pass filtering processing is carried out on the sampled driving data, noise interference is filtered through a digital low-pass filtering smooth curve, and misidentification of driving intentions and driving scenes is reduced. In addition, the driving data can be subjected to sampling processing, and is directly subjected to digital low-pass filtering processing and then input to the vehicle control module, so that data support is provided for subsequent vehicle control, and the real-time performance of the data is guaranteed.
S2: recognizing a driving scene according to the driving data;
s3: recognizing the driving intention according to the driving data;
for example, a machine learning model based on a deep neural network, a linear regression or a support vector machine may be constructed in advance, and then the machine learning model is trained and verified by using driving scene related data (for example, a wheel speed signal, an acceleration signal, a steering wheel angle signal, a vehicle speed signal, a brake pedal stroke, an SOC, an accelerator pedal opening signal, a radar signal, a road image captured by a camera, and the like) in the historical driving data of the electric vehicle, so as to obtain a driving scene recognition model. Inputting driving scene related data in the driving data collected in step S1 into a driving scene recognition model for recognition, and outputting a driving scene where the electric vehicle is located, where the driving scene includes at least one of the following operating conditions: urban working conditions, high-speed working conditions, congestion working conditions, suburban working conditions, ramp working conditions, wet and slippery working conditions, high SOC working conditions and low SOC working conditions. When the SOC of the electric automobile is higher than 90%, the electric automobile can be considered to be in a high SOC working condition, and when the SOC of the electric automobile is lower than 10%, the electric automobile can be considered to be in a low SOC working condition. Similarly, in the process of identifying the driving intention, a machine learning model based on a deep neural network, linear regression or a support vector machine is constructed, and then the machine learning model is trained and verified by using driving intention related data (such as a wheel speed signal, an acceleration signal, a steering wheel angle signal, a vehicle speed signal, a brake pedal stroke, an SOC, an accelerator pedal opening signal, a radar signal, a road image shot by a camera, the SOC and a rainfall signal lamp) in the historical driving data of the electric vehicle, so as to obtain the driving intention identification model. Inputting the driving intention related data in the driving data collected in the step S1 into a driving intention recognition model for recognition, and outputting the driving intention of the driver, wherein the driving intention includes at least one of the following situations: starting, accelerating, decelerating, steering, braking and stopping intentions.
S4: performing auxiliary control on the electric automobile according to the recognized driving scene and driving intention; wherein the auxiliary control includes at least one of energy recovery level adjustment, tail control, suspension control, and hydraulic brake control.
The vehicle control module performs vehicle control according to the driving scene identified in step S2 and the driving intention identified in step S3, and the overall control framework is as shown in fig. 2, and the vehicle control module may further perform vehicle control by combining driving data, specifically SOC, obtained after the digital low-pass filtering processing by the data processing module. The tail control is executed through an electric tail controller, the hydraulic braking control is executed through an electronic stability controller, and the suspension control is executed through a control suspension controller.
In the embodiment of the invention, the vehicle control is carried out based on the driving scene and the driving intention, the intelligent adjustment of the sliding energy feedback intensity can be realized, so that the sliding energy feedback intensity of the electric vehicle does not need to be frequently adjusted by a driver in the driving process, the adjusted energy feedback grade is more adaptive to the current driving scene and the driving intention, the energy recovery is more reasonable and accurate, and meanwhile, the control can be combined with the empennage, the suspension and the hydraulic brake, so that the energy efficiency optimization effect of the whole vehicle is improved, and the endurance mileage of the whole vehicle is further improved.
In an optional embodiment, the performing auxiliary control on the electric vehicle according to the identified driving scene and driving intention comprises:
and when the identified driving scene is a wet and slippery working condition, adjusting the energy recovery grade of the electric automobile.
Further, when the driving scene that discerns is the slippery operating mode, it is right to electric automobile carries out energy recuperation grade and adjusts, includes:
when the identified driving scene is a wet and slippery working condition, judging whether the current energy recovery level of the electric automobile reaches a fourth level; the energy recovery grade is preset to be a first grade, a second grade, a third grade and a fourth grade from weak to strong in sequence;
if so, adjusting the energy recovery level of the electric automobile downwards;
and if not, maintaining the current energy recovery grade of the electric automobile.
For example, the energy recovery levels of the electric vehicle may be preset to a first level, a second level, a third level and a fourth level from weak to strong, for example, the energy recovery rate of the first level is 10%, indicating weak energy recovery, the energy recovery rate of the second level is 33%, indicating weak energy recovery, the energy recovery rate of the third level is 67%, indicating medium energy recovery, and the energy recovery rate of the fourth level is 100%, indicating strong energy recovery. The vehicle control module presets a judgment priority for the driving scene and the driving intention, for example, the judgment priority for the driving scene is higher than that for the driving intention, when the driving scene is judged to be a wet and slippery working condition (such as rain and snow weather), the driving intention is not further judged, and then the electric vehicle is controlled as follows: judging whether the current energy recovery level of the electric automobile reaches a fourth level, namely the energy recovery level is strong, if so, reducing the first-level energy recovery level, and simultaneously switching the electric automobile to a grassland wet-skid mode; if not, maintaining the current energy recovery level, and simultaneously switching the electric automobile to a grassland wet and slippery mode; the situation that the vehicle slips and is unstable under the wet slip working condition due to too large energy feedback is prevented, and the stability of the vehicle is ensured.
In an optional embodiment, the performing auxiliary control on the electric vehicle according to the identified driving scene and driving intention comprises:
and when the identified driving scene is a congestion working condition or a ramp working condition and the identified driving intention is a deceleration intention, performing energy recovery grade adjustment, tail wing control and hydraulic brake control on the electric automobile.
Further, when the identified driving scene is a congestion working condition or a ramp working condition and the identified driving intention is a deceleration intention, performing energy recovery level adjustment, tail wing control and hydraulic brake control on the electric vehicle, including:
s11: when the identified driving scene is a congestion working condition or a ramp working condition, judging whether the driving intention is a deceleration intention;
s12: when the driving intention is judged to be a deceleration intention, judging whether the electric automobile executes emergency braking;
s13: if so, carrying out energy recovery grade adjustment, tail wing control and hydraulic brake control on the electric automobile;
specifically, the energy recovery grade adjustment, tail wing control and hydraulic brake control of the electric automobile comprise:
determining a target braking force and a target energy recovery level under the current speed according to the current speed of the electric automobile, and adjusting the energy recovery level of the electric automobile to the target energy recovery level;
determining hydraulic braking force according to the target braking force and the braking force required under the emergency braking intention so as to perform deceleration control on the electric automobile according to the hydraulic braking force;
and opening the tail wing of the electric automobile to a set upper limit position.
Wherein the hydraulic braking force is equal to a difference between the required braking force and the target braking force.
For example, if the current SOC is higher than 90% and is in a high SOC working condition, the recovery capability is weak, for example, the target energy recovery level is a first level, and the energy recovery level of the electric vehicle is adjusted down to the first level; if the current SOC is lower than 10% and the electric vehicle is in a low SOC working condition, the recovery capacity is strong, for example, the target energy recovery level is a fourth level, and the energy recovery level of the electric vehicle is adjusted to the fourth level; if the current SOC is lower than 90% and higher than 10%, the recovery capacity is medium, and the corresponding energy recovery grade can be determined according to the target braking force of the electric automobile at the current speed. The energy recovery levels corresponding to different vehicle speeds can be determined by inquiring the mapping table of the target braking force and the energy recovery level so as to recover energy as much as possible.
S14: and if not, carrying out energy recovery grade adjustment and hydraulic brake control on the electric automobile.
Here, the energy recovery level adjustment and hydraulic brake control process in step S14 is the same as that in step S13 described above, and a description thereof will not be repeated.
Further, when the identified driving scene is a congestion working condition or a ramp working condition, determining whether the driving intention is a deceleration intention includes:
s111: when the identified driving scene is a congestion working condition or a ramp working condition, judging whether the current SOC of the electric automobile is greater than a first preset value;
s112: if yes, judging whether the driving intention is a deceleration intention;
s113: if not, judging whether the current SOC of the electric automobile is smaller than a second preset value or not; wherein the second preset value is smaller than the first preset value;
s114: when the current SOC of the electric automobile is smaller than the second preset value, carrying out energy recovery grade adjustment and tail wing control on the electric automobile;
specifically, when the current SOC of the electric vehicle is smaller than the second preset value, performing energy recovery level adjustment and tail wing control on the electric vehicle includes:
when the current SOC of the electric automobile is smaller than the second preset value, the energy recovery level of the electric automobile is adjusted upwards to a fourth level, and a tail wing of the electric automobile is opened;
the energy recovery grade is preset to be a first grade, a second grade, a third grade and a fourth grade from weak to strong in sequence.
S115: and when the current SOC of the electric automobile is not less than the second preset value, judging whether the driving intention is a deceleration intention.
In the embodiment of the invention, aiming at a congestion working condition or a ramp working condition, the vehicle control module firstly judges whether the SOC in the received driving data is greater than a first preset value (for example, 90 percent, namely a high SOC working condition), if so, judges whether the driving intention is a deceleration intention, if so, further judges whether to execute emergency braking, if not, adjusts the energy recovery grade according to the target braking force of the current motor calculated by a chassis and a power control domain, and performs hydraulic braking force assisted by an electronic stabilizer according to the target braking force and the required braking force, and performs hydraulic coordinated control by the electronic stabilizer while recovering energy to ensure the front and back deceleration consistency of the electric vehicle; if emergency braking is executed, energy recovery grade adjustment is carried out according to the target braking force of the current motor calculated by the chassis and the power control domain, hydraulic braking force assisted by the electronic stabilizer is carried out according to the target braking force and the required braking force, meanwhile, the tail wing needs to be adjusted upwards to the upper limit position of the tail wing to increase wind resistance, the braking distance is reduced as much as possible while energy is recovered, and therefore energy consumption is reduced, and cruising ability is improved. For the working condition of high SOC, the energy recovery grade cannot be adjusted to the maximum grade due to the fact that the motor is weak in sliding recovery capacity, electro-hydraulic coordination with the electronic stabilizer is needed to guarantee the consistency of front and back speed reduction, otherwise, speed reduction is achieved through sliding energy recovery of the motor alone, when the electric quantity is higher than 90%, the sliding energy recovery is weak, and when the electric quantity is lower than 90%, the sliding energy recovery is strong, the front and back are inconsistent, and troubles are caused to customers.
If the SOC is not greater than the first preset value, further judging whether the SOC is smaller than a second preset value (for example, 10 percent) or not, if so, adjusting the energy recovery level of the electric automobile to a fourth level (i.e. adjusting the energy recovery to the maximum level) and opening an empennage of the electric automobile, wherein the motor has stronger sliding recovery capability due to the low SOC working condition, the energy recovery level can be directly adjusted to the maximum level, and an electronic stabilizer is not needed for carrying out coordination control; if not, further judging whether the driving intention is a deceleration intention, if so, further judging whether emergency braking is executed, if not, adjusting the energy recovery grade according to the target braking force of the current motor calculated by the chassis and the power control domain, and performing hydraulic braking force assisted by an electronic stabilizer according to the target braking force and the required braking force, and performing hydraulic coordinated control by adopting the electronic stabilizer while recovering energy to ensure the front and back deceleration consistency of the electric automobile; if emergency braking is executed, the energy recovery grade is adjusted according to the target braking force of the current motor calculated by the chassis and the power control domain, the hydraulic braking force assisted by the electronic stabilizer is performed according to the target braking force and the required braking force, and meanwhile, the tail wing needs to be adjusted to the upper limit position of the tail wing.
In an optional embodiment, the performing auxiliary control on the electric vehicle according to the identified driving scene and driving intention comprises:
and when the identified driving scene is a suburban working condition or a high-speed working condition and the identified driving intention is a deceleration intention, performing energy recovery grade adjustment, tail wing control, suspension control and hydraulic brake control on the electric automobile.
Further, when the identified driving scene is a suburban working condition or a high-speed working condition and the identified driving intention is a deceleration intention, performing energy recovery level adjustment, tail wing control, suspension control and hydraulic brake control on the electric vehicle, including:
when the identified driving scene is a suburban working condition or a high-speed working condition, judging whether the driving intention is a deceleration intention;
when the driving intention is judged to be a deceleration intention, judging whether the electric automobile executes emergency braking;
if so, carrying out energy recovery grade adjustment, tail wing control and hydraulic brake control on the electric automobile;
if not, carrying out energy recovery grade adjustment and hydraulic brake control on the electric automobile;
and when the driving intention is judged not to be a deceleration intention, carrying out empennage control and suspension control on the electric automobile.
Specifically, when it is determined that the driving intention is not a deceleration intention, performing tail control and suspension control on the electric vehicle includes:
and when the driving intention is judged not to be the deceleration intention, opening the tail wing of the electric automobile and lowering the suspension of the electric automobile.
For suburb working conditions or high-speed working conditions, further judging whether the driving intention is a deceleration intention, if so, judging whether to execute emergency braking, if not, performing energy recovery grade adjustment according to the target braking force of the current motor calculated by the chassis and the power control domain, performing hydraulic braking force assisted by an electronic stabilizer according to the target braking force and the required braking force, performing hydraulic coordination control by using the electronic stabilizer while recovering energy, ensuring the front and back deceleration consistency of the electric automobile, if so, performing energy recovery grade adjustment according to the target braking force of the current motor calculated by the chassis and the power control domain, performing hydraulic braking force assisted by the electronic stabilizer according to the target braking force and the required braking force, and simultaneously adjusting the tail wing up to the upper limit position of the tail wing; otherwise, the tail wing of the electric automobile is directly opened, and the electric automobile is lowered to the set lower limit position, so that the wind resistance is reduced, the downward pressure is increased, and the cruising ability is improved.
As an improvement of the above, the determining the driving intention of the driver further includes: when the relative distance between the vehicle and the front vehicle is reduced or the speed of the vehicle is larger than the speed of the front vehicle or an obstacle is arranged in front of the vehicle in the driving direction, the energy recovery level is automatically adjusted.
In the case where the electric vehicle does not intend to decelerate, the current energy recovery level of the electric vehicle can be maintained.
As shown in fig. 3, after the vehicle control module receives the identified driving scene and driving intention, the control flow mainly includes the following steps:
step a: if the working condition is a wet and slippery working condition, executing the step b, and if not, executing the step c;
step b: judging whether the current energy recovery level is appropriate; if yes, executing the step d, otherwise, executing the step e;
step c: judging whether the working condition is a congestion working condition or a ramp working condition; if yes, executing the step f, otherwise, executing the step g;
step d: maintaining the current energy recovery level and switching to a grassland slippery mode;
step e: the energy recovery level is adjusted downwards and switched to a grassland wet and slippery mode;
step f: judging whether the current SOC is too high (for example, more than 90%); if yes, executing the step h, otherwise, executing the step i;
step g: judging whether the operation condition is suburban or high-speed; if yes, executing step j;
step h: judging whether a deceleration intention exists or not; if yes, executing step k;
step i: judging whether the current SOC is too low (for example, less than 10%); if yes, executing the step l, otherwise, executing the step h;
step j: judging whether a deceleration intention exists or not; if yes, executing step k, otherwise, executing step m;
step k: judging whether emergency braking is carried out or not; if yes, executing the step n, otherwise, executing the step o;
step l: opening the tail wing and adjusting the energy recovery level to the maximum level;
step m: opening the tail wing and simultaneously adjusting the height of the suspension to a low posture (lower limit position);
step n: calculating the energy recovery grade and the hydraulic braking force of the current motor and adjusting the tail wing to the maximum position (upper limit position);
step o: and calculating the energy recovery grade and the hydraulic braking force of the current motor.
Compared with the prior art, the embodiment of the invention has the beneficial effects that:
1. the sliding energy recovery grade does not need to be manually and frequently adjusted by a driver, intelligent adjustment of sliding energy feedback strength can be realized based on the recognized driving intention and driving scene, so that the adjusted energy feedback grade is more adaptive to the current driving scene and driving intention, the energy recovery is more reasonable and accurate, and meanwhile, the wind resistance can be reduced and the down force can be increased by combining with the control of an empennage and a suspension, so that the recovered energy is improved, and the endurance energy is improved; in combination with the hydraulic brake control, the stability and the trafficability of the vehicle can be increased.
2. The energy recovery grades of the electric automobile under different working conditions are automatically adjusted, so that a driver does not need to frequently step on a brake, and the abrasion of a brake friction plate can be reduced.
3. For the high SOC condition, through joint hydraulic braking control, guarantee electric automobile front and back speed reduction uniformity, let the driver experience keep unanimous.
While the foregoing is directed to the preferred embodiment of the present invention, it will be understood by those skilled in the art that various changes and modifications may be made without departing from the spirit and scope of the invention.
Claims (12)
1. An electric vehicle control method, characterized by comprising:
acquiring driving data of the electric automobile;
recognizing a driving scene according to the driving data;
recognizing the driving intention according to the driving data;
performing auxiliary control on the electric automobile according to the recognized driving scene and driving intention; wherein the auxiliary control includes at least one of energy recovery level adjustment, tail control, suspension control, and hydraulic brake control.
2. The electric vehicle control method according to claim 1, wherein the performing of the assist control on the electric vehicle based on the recognized driving scene and the driving intention includes:
and when the identified driving scene is a wet and slippery working condition, adjusting the energy recovery grade of the electric automobile.
3. The electric vehicle control method according to claim 2, wherein the performing of the assist control of the electric vehicle based on the recognized driving scene and the driving intention includes:
and when the identified driving scene is a congestion working condition or a ramp working condition and the identified driving intention is a deceleration intention, performing energy recovery grade adjustment, tail wing control and hydraulic brake control on the electric automobile.
4. The electric vehicle control method according to claim 3, wherein the performing of the assist control on the electric vehicle based on the recognized driving scene and the driving intention includes:
and when the identified driving scene is a suburban working condition or a high-speed working condition and the identified driving intention is a deceleration intention, performing energy recovery grade adjustment, tail wing control, suspension control and hydraulic brake control on the electric automobile.
5. The electric vehicle control method according to claim 3, wherein when the identified driving situation is a congestion situation or a hill situation and the identified driving intention is a deceleration intention, performing energy recovery level adjustment, tail wing control and hydraulic brake control on the electric vehicle comprises:
when the identified driving scene is a congestion working condition or a ramp working condition, judging whether the driving intention is a deceleration intention;
when the driving intention is judged to be a deceleration intention, judging whether the electric automobile executes emergency braking;
if so, carrying out energy recovery grade adjustment, tail wing control and hydraulic brake control on the electric automobile;
and if not, carrying out energy recovery grade adjustment and hydraulic brake control on the electric automobile.
6. The electric vehicle control method according to claim 5, wherein the determining whether the driving intention is a deceleration intention when the identified driving scene is a congestion condition or a hill condition includes:
when the identified driving scene is a congestion working condition or a ramp working condition, judging whether the current SOC of the electric automobile is greater than a first preset value;
if yes, judging whether the driving intention is a deceleration intention;
if not, judging whether the current SOC of the electric automobile is smaller than a second preset value or not; wherein the second preset value is smaller than the first preset value;
when the current SOC of the electric automobile is smaller than the second preset value, carrying out energy recovery grade adjustment and tail wing control on the electric automobile;
and when the current SOC of the electric automobile is not less than the second preset value, judging whether the driving intention is a deceleration intention.
7. The electric vehicle control method according to claim 4, wherein performing energy recovery level adjustment, tail control, suspension control, and hydraulic brake control on the electric vehicle when the identified driving scenario is a suburban operating condition or a high-speed operating condition and the identified driving intention is a deceleration intention comprises:
when the identified driving scene is a suburban working condition or a high-speed working condition, judging whether the driving intention is a deceleration intention;
when the driving intention is judged to be a deceleration intention, judging whether the electric automobile executes emergency braking;
if so, carrying out energy recovery grade adjustment, tail wing control and hydraulic brake control on the electric automobile;
if not, carrying out energy recovery grade adjustment and hydraulic brake control on the electric automobile;
and when the driving intention is judged not to be a deceleration intention, carrying out empennage control and suspension control on the electric automobile.
8. The electric vehicle control method according to claim 1, further comprising, after acquiring the driving data of the electric vehicle:
sampling the driving data according to a preset sampling period;
and carrying out digital low-pass filtering processing on the sampled driving data.
9. The electric vehicle control method according to claim 2, wherein when the identified driving situation is a wet slip condition, performing energy recovery level adjustment on the electric vehicle comprises:
when the identified driving scene is a wet and slippery working condition, judging whether the current energy recovery level of the electric automobile reaches a fourth level; the energy recovery grade is preset to be a first grade, a second grade, a third grade and a fourth grade from weak to strong in sequence;
if so, adjusting the energy recovery level of the electric automobile downwards;
and if not, maintaining the current energy recovery grade of the electric automobile.
10. The electric vehicle control method according to claim 5, wherein the performing of the energy recovery level adjustment, the tail fin control, and the hydraulic brake control on the electric vehicle includes:
determining a target braking force and a target energy recovery level under the current speed according to the current speed of the electric automobile, and adjusting the energy recovery level of the electric automobile to the target energy recovery level;
determining hydraulic braking force according to the target braking force and the braking force required under the emergency braking intention so as to perform deceleration control on the electric automobile according to the hydraulic braking force;
and opening the tail wing of the electric automobile to a set upper limit position.
11. The electric vehicle control method according to claim 7, wherein performing the tail wing control and the suspension control on the electric vehicle when it is determined that the driving intention is not the deceleration intention includes:
and when the driving intention is judged not to be the deceleration intention, opening the tail wing of the electric automobile and lowering the suspension of the electric automobile.
12. The electric vehicle control method according to claim 6, wherein the performing energy recovery level adjustment and tail control on the electric vehicle when the current SOC of the electric vehicle is less than the second preset value comprises:
when the current SOC of the electric automobile is smaller than the second preset value, the energy recovery level of the electric automobile is adjusted upwards to a fourth level, and a tail wing of the electric automobile is opened;
the energy recovery grade is preset to be a first grade, a second grade, a third grade and a fourth grade from weak to strong in sequence.
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