CN115837844A - Control method of single-pedal electric direct-drive vehicle - Google Patents
Control method of single-pedal electric direct-drive vehicle Download PDFInfo
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Abstract
The invention belongs to the technical field of pure electric vehicle control strategies, and particularly relates to a control method of a single-pedal electric direct-drive vehicle. The method comprises the steps of firstly, acquiring the road gradient of a road where a vehicle is located, the pedal displacement and the pedal displacement rate of the vehicle; then judging a working interval in which the vehicle is positioned, wherein the working interval is a driving interval, a sliding interval or a braking interval; under the condition that the vehicle is in the driving section, if the road gradient is greater than 0, increasing a torque value corresponding to the pedal opening; and if the road gradient is greater than the gradient threshold value, the pedal displacement is greater than the pedal displacement threshold value or the pedal displacement rate threshold value is greater than the pedal displacement rate threshold value, the torque value corresponding to the increased pedal opening degree is compensated. According to the invention, under the condition that the vehicle is in a driving interval, the torque value corresponding to the pedal opening is increased, and further under the conditions of larger gradient, larger pedal displacement or larger pedal displacement rate, the motor torque is compensated, so that the vehicle requirement is met.
Description
Technical Field
The invention belongs to the technical field of pure electric vehicle control strategies, and particularly relates to a control method of a single-pedal electric direct-drive vehicle.
Background
The new energy automobile industry in China develops rapidly, and a blossoming scene is presented. Compared with the traditional vehicle, the pure electric vehicle has a plurality of advantages, for example, compared with the traditional vehicle, the pure electric vehicle can achieve zero emission in the driving process and is more environment-friendly; the gasoline is not absolutely dependent on gasoline, and is less influenced by petroleum crisis; the energy conversion efficiency of an electric machine has an absolute advantage over an internal combustion engine. However, the pure electric vehicle has the defects of self, and the endurance problem is the fatal weakness of the pure electric vehicle.
The braking energy recovery technology is an important technology for improving the cruising ability of the pure electric vehicle. Compared with a braking energy recovery technology based on a brake pedal, the single-pedal technology integrates a braking recovery function on an accelerator pedal, and a driver can drive an automobile through only one pedal, so that the driving difficulty is greatly reduced, the braking energy recovery efficiency can be improved, and the energy recovery effect is effectively improved.
At present, the simplest control strategy is to output the motor torque based on the pedal opening, but some drivers often have wrong stepping, and the pedal opening cannot accurately reflect the intention of the drivers. The Chinese invention patent with application publication number CN111098717A discloses a single-pedal control method of an electric automobile, which determines the running state of the automobile according to a pedal opening value, a pedal opening value change rate, an automobile speed and an automobile acceleration. The parameters based on in the scheme are parameters of the vehicle, and if the vehicle is in an environment with poor environment working conditions, the condition that the intention of the driver cannot be completely reflected due to the fact that the depth of a pedal treaded by the driver cannot be completely reflected because the environment working conditions are not estimated accurately easily occurs to the driver, so that the intention of the driver cannot be accurately reflected even if the motor torque is output according to the parameters of the vehicle.
Disclosure of Invention
The invention aims to provide a control method of a single-pedal electric direct-drive vehicle, which is used for solving the problem that the intention of a driver cannot be accurately reflected only by outputting motor torque according to parameters of the vehicle.
In order to solve the technical problem, the invention provides a control method of a single-pedal electric direct-drive vehicle, which comprises the following steps:
1) Acquiring the road gradient of a road where a vehicle is located, the pedal displacement and the pedal displacement rate of the vehicle;
2) Judging a working interval in which a vehicle is positioned, wherein the working interval is a driving interval, a sliding interval or a braking interval;
3) Under the condition that the vehicle is in the driving section, if the road gradient is greater than 0, increasing a torque value corresponding to the pedal opening; and if the road gradient is greater than the gradient threshold value, the pedal displacement is greater than the pedal displacement threshold value or the pedal displacement rate threshold value is greater than the pedal displacement rate threshold value, the torque value corresponding to the increased pedal opening degree is compensated.
The beneficial effects are as follows: the invention can increase the torque value corresponding to the opening degree of the pedal under the condition that the vehicle is in the driving interval, so that the vehicle can reach the required state of the driver as soon as possible, and further, under the condition of larger gradient, the torque value is compensated, so that the required state of the driver can be reached under the severe working condition of larger gradient.
Further, the current speed of the vehicle is required to be acquired in the step 1); in the step 2), if the current speed v belongs to (0, v 1) to indicate that the vehicle is in a braking zone, if the current speed v belongs to (v 1, v 2) to indicate that the vehicle is in a sliding zone, if the current speed v belongs to (v 1, v 2) to indicate that the vehicle is in the sliding zone
∈(v2,v max ]Indicating that the vehicle is in a driving range; wherein v1 is a boundary between the braking section and the sliding section, v2 is a boundary between the sliding section and the driving section, and the calculation formulas are respectively as follows:
in the formula, v max The maximum speed of the vehicle, m is a characteristic coefficient, pel is pedal displacement, pel is max Is the maximum value of pedal displacement, pel, corresponding to the sliding zone of the vehicle at the maximum speed ai The difference between the maximum value and the minimum value of the pedal displacement corresponding to the sliding area when the vehicle is at the highest vehicle speed.
The beneficial effects are as follows: the intention of the driver can be accurately judged according to the current vehicle speed and the pedal displacement, and the motor torque can be conveniently output according to different intentions of the driver.
Further, the maximum dynamic torque variation compensation value is calculated according to the following formula:
dT plus-max ＝dT 0max -dT 0
wherein G is the total weight, f is the rolling resistance coefficient, alpha is the road gradient, C D Is the wind resistance coefficient, A is the windward area, u a As the speed at which the vehicle is traveling, as at steady state speed, total mass, f is rolling resistance coefficient, r is rolling radius, dT plus For maximum torque variation compensation value, dT 0 Is the minimum torque variation compensation value, u is the current vehicle speed, u max At maximum vehicle speed, dT plus-max For maximum dynamic torque variation compensation value, dT 0max The highest value of the torque change rate.
Further, in step 3), if the road gradient is equal to 0, the torque value corresponding to the pedal opening is decreased.
The beneficial effects are as follows: when the vehicle is on a flat road, the torque value corresponding to the pedal opening degree is reduced, so that the running safety of the vehicle can be ensured.
Further, in step 3), if the road slope is less than 0, the negative torque value corresponding to the pedal opening degree is increased.
The beneficial effects are as follows: when the vehicle is in a downhill state, the negative torque value corresponding to the opening degree of the pedal is increased, so that the vehicle can be ensured to be safely driven when getting off.
Further, in the case where the vehicle is in a braking zone: if the pedal displacement is greater than 0 or the pedal displacement is equal to 0 and the road gradient is greater than 0, braking is not carried out; if the pedal displacement is equal to 0 and the road gradient is less than or equal to 0, recovering the motor braking energy by the maximum value and increasing the brake under the condition that the pedal displacement and the pedal displacement speed are simultaneously greater than the corresponding threshold values, otherwise, only recovering the motor braking energy; if the pedal is completely released, only the brake is applied.
The beneficial effects are as follows: different braking energy recovery modes are adopted according to pedal displacement, pedal displacement rate and road gradient, and the four modes comprise no motor braking energy recovery, only brake braking and utilization of brake braking as compensation torque, so that the braking energy can be recovered to the maximum extent on the basis of meeting the vehicle braking requirement, the braking energy recovery efficiency is improved, the braking energy recovery effect is enhanced, and the vehicle driving safety is ensured.
Further, when the motor braking energy is recovered, the motor braking energy recovery torque is as follows:
in the formula, T m Alpha is a road gradient conversion coefficient for the current braking energy recovery torque,beta is the pedal displacement rate conversion coefficient, gamma is the pedal displacement conversion coefficient, v pel Is the current pedal displacement rate, v max To achieve an increased brake pedal displacement rate threshold, x max To achieve an increased brake pedal displacement threshold, T m-max Is the motor peak torque.
Further, in the case where the vehicle is in the slip section, the motor does not provide torque.
The beneficial effects are as follows: the absence of torque provided by the electric machine when the vehicle is in a coasting state may reduce vehicle energy consumption.
Drawings
FIG. 1 is an overall control framework diagram of the present invention;
FIG. 2 is a structural diagram of the electric direct-drive commercial vehicle single pedal system and the control method thereof;
FIG. 3 is a single pedal torque response map of the present invention;
FIG. 4 is a flow chart of a single pedal electric direct drive vehicle control method of the present invention;
FIG. 5 (a) is a map of single pedal control during a flat road;
FIG. 5 (b) is a map of single pedal control on uphill grade;
fig. 5 (c) is a map of single-pedal control when descending a slope.
Detailed Description
Aiming at the single-pedal electric direct-drive vehicle, the invention adopts the control strategy comprising the following steps: acquiring four parameters of current vehicle speed, pedal displacement rate and road gradient, wherein the pedal opening corresponds to motor torque to determine required torque, the maximum power output is limited according to the road gradient, and whether torque compensation is performed or not is judged according to the pedal displacement, the pedal displacement rate and the road gradient; judging a braking energy recovery mode (not performing motor braking energy recovery, only performing brake, and using brake as compensation torque) through pedal displacement, pedal displacement rate and road gradient, and reducing impact on a driver caused by rapid change from driving to braking and motor stalling probability by modifying a torque change value; the magnitude of the braking energy recovery is determined by three parameters of pedal displacement, pedal displacement rate and road gradient. In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments.
The method comprises the following steps:
the vehicle targeted by the embodiment is an electric direct-drive commercial vehicle, and as shown in fig. 1, fig. 2 and fig. 4, the specific control process is as follows:
step one, the road gradient, the current speed of the vehicle, the pedal displacement (which is a variable value, and the result is the current pedal value minus the pedal value of the previous step) and the pedal displacement rate are obtained and sent to the VCU, and the VCU forwards the pedal displacement rate to the single-pedal controller. The parameters are obtained in the following way:
road grade is sent directly to the VCU by the grade sensor. The current speed of a motor is calculated by motor speed and is obtained, because what the vehicle that this embodiment is directed against adopted is electronic drive mode directly, does not have the gearbox, has not only reduced the mechanical efficiency loss of gearbox to commercial car is not high to the requirement of highest speed of a motor vehicle, satisfies the car and gives VCU to the demand of highest speed of a motor vehicle, and motor speed is passed through CAN line feedback by MCU and is transmitted for VCU, and VCU calculates the current speed of a motor vehicle and is:
in the formula, u is the current speed, n is the motor speed, r is the rolling radius of the wheel, and i is the transmission ratio of the main speed reducer.
The pedal displacement is calibrated to an opening value by a pedal voltage value. The vehicle pedal of this embodiment chooses floor type accelerator pedal for use, and this footboard passes through the aperture of sensor response footboard displacement, changes the transmission of voltage value to VCU via pencil plug-in, and after the demarcation, the voltage value corresponds the footboard displacement. The pedal displacement rate is obtained by calculating the pedal displacement, and the calculation formula of the pedal displacement rate is as follows:
in the formula, v pel For pedal displacement rate, pel t For accelerator pedal displacement at the current step, pel t-1 For the previous step of the accelerator pedal displacement, t step Is the time of one step.
Step two, dividing the range of three intervals by the current vehicle speed and pedal displacement, specifically, representing the range by a two-dimensional coordinate system shown in fig. 3, wherein the abscissa is pedal displacement P (i.e. pedal opening), and the ordinate is vehicle speed v, so that the single-pedal controller can judge the working interval of the vehicle according to the current vehicle speed and pedal displacement: a driving section, a sliding section and a braking section, thereby realizing the driver intention recognition. The vehicle adopts different strategies in different working intervals, and particularly, v belongs to (0, v 1)]Indicating that the vehicle is in a braking area, executing a step three, wherein v belongs to (v 1, v 2)]Indicating that the vehicle is in the sliding region, executing a step four, wherein v belongs to (v 2, v) max ]And if the vehicle is in the driving area, executing a fifth step. The boundaries between the three intervals are specifically:
the expression of the boundary between the sliding interval and the braking interval is as follows:
the expression of the boundary between the sliding section and the driving section is as follows:
in the formula, v max The maximum speed of the vehicle, m is a characteristic coefficient, pel is pedal displacement, pel is max Is the maximum value of pedal displacement, pel, corresponding to the sliding zone of the vehicle at the maximum speed ai The difference between the maximum value and the minimum value of the pedal displacement corresponding to the sliding area when the vehicle is at the highest vehicle speed.
And step three, the vehicle is in a braking interval, and a braking strategy is executed. The braking strategy enters a braking energy recovery system by considering pedal displacement, pedal displacement rate and road gradient; the braking energy recovery system comprises 4 braking schemes of not recovering braking energy, only recovering motor braking energy, only braking a brake, and recovering motor braking energy and brake braking energy. Specifically, which scheme is executed is judged according to the following conditions:
1) When the pedal displacement is greater than 0, the brake is not performed, otherwise, whether the road gradient is greater than 0 is judged: if the road gradient is larger than 0, braking is not carried out, otherwise, step 2) is carried out.
2) When the road gradient is less than or equal to 0, simultaneously judging the pedal displacement and the pedal displacement rate: if the pedal displacement and the pedal speed are simultaneously greater than respective threshold values, recovering the motor braking energy at the maximum value and increasing the brake; otherwise, only the motor braking energy recovery is carried out. Wherein, the size of electric brake is decided by the numerical value size of footboard displacement, footboard displacement rate, road slope, and the size of motor braking is:
in the formula, T m For the current braking energy recovery torque, alpha is the road gradient conversion coefficient, beta is the pedal displacement rate conversion coefficient, gamma is the pedal displacement conversion coefficient, v pel Is the current pedal displacement rate, v max To achieve an increased brake pedal displacement rate threshold, x max To achieve an increased brake pedal displacement threshold, T m-max Is the motor peak torque.
3) When the pedal is completely released (the pedal value is zero), the emergency braking is determined, and only the brake is used for ensuring the driving safety.
And step four, the vehicle is in a sliding interval, and the motor does not provide torque at the moment. The sliding state is between the braking state and the driving state of the automobile, when the automobile is in the sliding state, the automobile is subjected to rolling resistance and air resistance, and the motor does not provide torque at the moment.
And step five, the vehicle is in a driving interval, at the moment, an accelerator pedal and the rotating speed of the motor are used as input, the torque of the motor is used as output, the accelerator pedal reflects the driving requirement of a driver, and the rotating speed of the motor can obtain the maximum power which can be provided by the motor in the current state. When the rotating speed value of the motor exceeds the rated rotating speed, the maximum torque which can be provided by clicking can be gradually reduced due to the fact that the maximum power which can be provided by the automobile is constant, and the maximum torque which can be provided by clicking is the constant power part. As shown in fig. 5 (a), 5 (b), and 5 (c), the map of the single-pedal control map for level road, uphill, and downhill may be respectively obtained, and the specific control strategy of the vehicle in the driving section may be divided into the following three modes:
1) Single pedal mode 1: and when the gradient is larger than 0, increasing the torque value corresponding to the pedal opening. In the mechanism for increasing the torque compensation of the motor, the change of the pedal displacement and the displacement rate can reflect the current requirement of the driver on the other stable state of the automobile, when the displacement and the displacement rate are both larger, the current requirement of the driver on the other stable state of the automobile is reflected, and when the gradient is larger than a threshold value a, or the pedal displacement is larger than a threshold value b, or the pedal displacement rate is larger than a threshold value c, the torque of the motor is compensated.
The current dynamic formula of automobile driving is as follows:
the steady state speed is:
the upper limit value of the torque change rate is as follows:
the maximum dynamic torque variation compensation value is as follows:
dT plus-max ＝dT 0max -dT 0
wherein G is total gravity, f is rolling resistance coefficient, alpha is road gradient, C D Is the wind resistance coefficient, A is the windward area, u a As the speed of travel of the vehicle, u as At steady state speed, total mass, f is rolling resistance coefficient, r is rolling radius, dT plus For maximum torque variation compensation value, dT 0 Is the minimum torque variation compensation value, u is the current vehicle speed, u max At maximum vehicle speed, dT plus-max For maximum dynamic torque variation compensation value, dT 0max The highest value of the torque change rate.
2) Single pedal mode 2: and when the road gradient is equal to 0, reducing the torque value corresponding to the pedal opening.
3) Single pedal mode 3: and when the road gradient is less than 0, increasing the negative torque value corresponding to the pedal opening.
In conclusion, the data acquired by the method comprises the road gradient, and the intention of the driver can be more accurately judged for the working condition with larger gradient change; different pedal torque responses are set through the road gradient, so that the energy consumption of the automobile is reduced; under the condition that the pedal displacement and the pedal displacement rate change greatly, a torque compensation mechanism is added, and the requirement of the automobile on another stable state is met.
Claims (8)
1. A control method for a single-pedal electric direct-drive vehicle is characterized by comprising the following steps:
1) Acquiring the road gradient of a road where a vehicle is located, the pedal displacement of the vehicle and the pedal displacement rate;
2) Judging a working interval in which a vehicle is positioned, wherein the working interval is a driving interval, a sliding interval or a braking interval;
3) Under the condition that the vehicle is in the driving section, if the road gradient is greater than 0, increasing a torque value corresponding to the pedal opening; and if the road gradient is greater than the gradient threshold value, the pedal displacement is greater than the pedal displacement threshold value or the pedal displacement rate threshold value is greater than the pedal displacement rate threshold value, the torque value corresponding to the increased pedal opening degree is compensated.
2. The method for controlling the single-pedal electric direct-drive vehicle as claimed in claim 1, wherein in the step 1), the current speed of the vehicle is acquired; in step 2), if the current speed is highDegree v ∈ (0, v 1)]Indicating that the vehicle is in a braking area, if the current speed v epsilon (v 1, v 2)]Indicating that the vehicle is in a sliding region, if the current speed v epsilon (v 2, v max ]Indicating that the vehicle is in a driving range; wherein v1 is a boundary between the braking section and the sliding section, v2 is a boundary between the sliding section and the driving section, and the calculation formulas are respectively as follows:
in the formula, v max The maximum speed of the vehicle, m is a characteristic coefficient, pel is pedal displacement, pel is max Is the maximum value of pedal displacement, pel, corresponding to the sliding zone of the vehicle at the maximum speed ai The difference between the maximum value and the minimum value of the pedal displacement corresponding to the sliding area when the vehicle is at the highest vehicle speed.
3. The single-pedal electric direct-drive vehicle control method according to claim 1, wherein the maximum dynamic torque variation compensation value is calculated according to the following formula:
dT plus-max ＝dT 0max -dT 0
wherein G is the total weightF is the rolling resistance coefficient, alpha is the road gradient, C D Is the wind resistance coefficient, A is the windward area, u a As the vehicle running speed, u as At steady-state speed, m is the total mass, f is the rolling resistance coefficient, r is the rolling radius, dT plus For maximum torque variation compensation value, dT 0 Is the minimum torque variation compensation value, u is the current vehicle speed, u max At maximum vehicle speed, dT plus-max For maximum dynamic torque variation compensation value, dT 0max The highest value of the torque change rate.
4. The control method of a single-pedal electric direct-drive vehicle as claimed in claim 1, wherein in the step 3), if the road gradient is equal to 0, the torque value corresponding to the pedal opening is reduced.
5. The single-pedal electric direct-drive vehicle control method as claimed in claim 1, characterized in that in the step 3), if the road slope is less than 0, the negative torque value corresponding to the pedal opening degree is increased.
6. The single-pedal electric direct drive vehicle control method as claimed in claim 1, wherein in a case where the vehicle is in a braking zone:
if the pedal displacement is greater than 0 or the pedal displacement is equal to 0 and the road gradient is greater than 0, braking is not carried out;
if the pedal displacement is equal to 0 and the road gradient is less than or equal to 0, recovering the motor braking energy by the maximum value and increasing the brake under the condition that the pedal displacement and the pedal displacement speed are simultaneously greater than the corresponding threshold values, otherwise, only recovering the motor braking energy;
if the pedal is completely released, only the brake is applied.
7. The method for controlling the single-pedal electric direct-drive vehicle according to claim 6, wherein when the motor braking energy recovery is performed, the motor braking energy recovery torque is as follows:
in the formula, T m For the current braking energy recovery torque, alpha is the road gradient conversion coefficient, beta is the pedal displacement rate conversion coefficient, gamma is the pedal displacement conversion coefficient, v pel Is the current pedal displacement rate, v max To achieve an increased brake pedal displacement rate threshold, x max To achieve an increased brake pedal displacement threshold, T m-max Is the motor peak torque.
8. The single-pedal electric direct drive vehicle control method as claimed in claim 1, wherein the motor does not provide torque in a case where the vehicle is in a slip region.
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116494984A (en) * | 2023-06-29 | 2023-07-28 | 江铃汽车股份有限公司 | Random gradient-based energy recovery control method and system and vehicle |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116494984A (en) * | 2023-06-29 | 2023-07-28 | 江铃汽车股份有限公司 | Random gradient-based energy recovery control method and system and vehicle |
| CN116494984B (en) * | 2023-06-29 | 2023-10-31 | 江铃汽车股份有限公司 | Random gradient-based energy recovery control method and system and vehicle |
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