CN102506160B - Ramp based on longitudinal dynamics and vehicle load identification method - Google Patents
Ramp based on longitudinal dynamics and vehicle load identification method Download PDFInfo
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- CN102506160B CN102506160B CN201110357476.7A CN201110357476A CN102506160B CN 102506160 B CN102506160 B CN 102506160B CN 201110357476 A CN201110357476 A CN 201110357476A CN 102506160 B CN102506160 B CN 102506160B
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Abstract
The invention discloses a ramp based on longitudinal dynamics and a vehicle load identification method. The vehicle load identification method comprises the following steps: 1) getting real-time torque of an engine and real-time vehicle speed information through a gear-shifting control unit; 2) judging the effectiveness of the got real-time torque of the engine and the real-time vehicle speed information through the gear-shifting control unit; 3) updating effective torque and effective vehicle speed at the last time with the effective real-time torque of the engine and effective vehicle speed value through the gear-shifting control unit; 4) performing low-pass filtering treatment on the torque of the engine through the gear-shifting control unit; 5) calculating driving acceleration of a vehicle on a flat road by utilizing the torque of the engine after filtering through the gear-shifting control unit; 6) performing differential calculation on the real-time vehicle speed through the gear-shifting control unit to get the actual driving acceleration of the vehicle; 7) performing the low-pass filtering treatment on the actual driving acceleration of the vehicle through the gear-shifting control unit; 8) figuring out road grade and a vehicle load value through the gear-shifting control unit; and 9) updating corresponding information with the current driving acceleration of the vehicle on the flat road and the current actual driving acceleration of the vehicle through the gear-shifting control unit.
Description
Technical field
The present invention relates to a kind of ramp and car load identifying method, more particularly, the present invention relates to a kind of automobile automatic gear system that improves and change adaptive ramp and car load identifying method based on longitudinal dynamics for ramp and car load.
Background technique
Automobile automatic gear system shift strategy is using the speed of a motor vehicle and accelerator open degree as controlling parameter under normal circumstances, in horizontal good road surface, has gratifying performance, but in driving cycle more complicated situation, this shift strategy can produce gear shift problem, as gear shift circulation, unexpected gear shift etc.Trace it to its cause is that automatic speed-changing system is not understood vehicle self and environmental information of living in thereof.Therefore automatic speed-changing system is known method for distinguishing in the urgent need to one to ramp and car load, increases travelling comfort, reliability, the Security of automatic speed-changing system with this.
Ramp identifying method has multiple: there is the ramp identifying method based on acceleration interval judgement, and feasible on this theoretical method, but practical application gets up to demarcate mass data; Also have the identifying method that utilizes acceleration signal that acceleration transducer records and vehicle actual acceleration to calculate road grade, the method needs extra assembling acceleration transducer, has increased undoubtedly the cost of vehicle.
The present invention proposes accurately identification road grade and car load in view of the above problems, makes automobile automatic gear system have certain adaptability for ramp and car load variation.
Summary of the invention
Technical problem to be solved by this invention is to have overcome the problem that prior art exists, and provides a kind of automobile automatic gear system that improves to change adaptive ramp and car load identifying method based on longitudinal dynamics for ramp and car load.
For solving the problems of the technologies described above, the present invention adopts following technological scheme to realize: the described ramp based on longitudinal dynamics and car load identifying method step are as follows:
1. shift change controller, by CAN Frame between CAN device driver module and the processing of CAN message processing module and control unit of engine and ABS control unit, obtains real-time Engine torque and real-time speed information.
2. shift change controller does validity judgement to the real-time Engine torque information of obtaining: if Engine torque information is invalid, give up invalid moment of torsion, carve effective torque for the moment, if Engine torque information effectively proceeds to next step in use.
Meanwhile, shift change controller does validity judgement to the real-time speed information obtaining: as speed information is invalid, give up the invalid speed of a motor vehicle, be carved with the effect speed of a motor vehicle for the moment, if speed information effectively proceeds to next step in use.
3. shift change controller is carved effective torque for the moment with Engine torque renewal effectively is in real time upper, and meanwhile, shift change controller upgrades and is carved with the effect speed of a motor vehicle upper a period of time with effective vehicle speed value.
4. shift change controller does low-pass filtering treatment by Engine torque filtration module to Engine torque, and its algorithm is as follows:
T
n＝C
torqueT
sample+(1-C
torque)T
n-1
Wherein: T
sample. this Engine torque sampled value, T
n-1. last time Engine torque filtering output value, C
torque. Engine torque filter factor, T
n. this Engine torque filtering output value.
5. shift change controller, by vehicle flat pavement running acceleration calculation module, utilizes filtering rear engine torque arithmetic vehicle flat pavement running acceleration:
Wherein: T
tq. filtering rear engine moment of torsion (Nm), i
g. transmission ratio, i
0. final driver ratio, n
t. mechanical efficiency of power transmission, r. tire rolling radius (m), g. gravity accleration (m/s
2),
coefficient of rolling resistance, C
d. coefficient of air resistance, A. wind-exposuring area (m
2), the v. speed of a motor vehicle (km/h), δ. vehicle rotary mass conversion coefficient, m. vehicle empty mass (kg), a
flat. be vehicle flat pavement running acceleration (m/s
2).
6. shift change controller, by vehicle actual travel acceleration calculation module, does differential calculation to the real-time speed of a motor vehicle, obtains vehicle actual travel acceleration.
7. shift change controller carries out low-pass filtering treatment by vehicle actual travel acceleration filtration module to vehicle actual travel acceleration, and low-pass filtering treatment algorithm is as follows:
a
n＝C
acca
sample+(1-C
acc)a
n-1，
Wherein: a
asmple. this vehicle actual travel acceleration sampled value, a
n-1. last time vehicle actual travel acceleration filtering output value, C
acc. vehicle actual travel acceleration filter factor, a
n. this vehicle actual travel acceleration filtering output value.
8. shift change controller is by ramp and car load computing module, utilizes when vehicle in front flat pavement running acceleration, when vehicle in front actual travel acceleration, a upper moment vehicle flat pavement running acceleration and a upper moment vehicle actual travel acceleration calculation and goes out road grade and car load value:
Wherein i. road grade value, g. gravity accleration (m/s
2), δ. vehicle rotary mass conversion coefficient,
coefficient of rolling resistance, v. vehicle current vehicle speed (km/h), Δ m. car load (kg), m. vehicle empty mass (kg) is identical with m in step 5, al
flat, al
real. be when vehicle in front flat pavement running acceleration, as vehicle in front actual travel acceleration (m/s
2), aO
flat, a0
real. be a upper moment vehicle flat pavement running acceleration, a upper moment vehicle actual travel acceleration (m/s
2).
9. shift change controller is with working as vehicle in front flat pavement running acceleration and upgrading a upper moment vehicle flat pavement running acceleration and a upper moment vehicle actual travel acceleration when vehicle in front actual travel acceleration.
Compared with prior art the invention has the beneficial effects as follows:
1. ramp based on longitudinal dynamics of the present invention and car load identifying method be without increasing additional sensors, has low cost, simple and practical feature.
2. ramp based on longitudinal dynamics of the present invention and car load identifying method is easy, efficiently can carry out accurate identification to ramp and car load.
3. ramp and the car load identifying method based on longitudinal dynamics of the present invention has versatility and portability, and the method can be applicable in other all types of automatic speed-changing systems.
Accompanying drawing explanation
Below in conjunction with accompanying drawing, the present invention is further illustrated:
Fig. 1 is the schematic block diagram of the functional module construction of ramp based on longitudinal dynamics of the present invention and car load identifying method;
Fig. 2 is ramp based on longitudinal dynamics of the present invention and the functional sequence block diagram of car load identifying method.
Fig. 3 is the FB(flow block) of the low-pass filtering treatment step in ramp and the car load identifying method based on longitudinal dynamics of the present invention.
Fig. 4 adopts ramp and the car load identifying method the simulation experiment result curve based on longitudinal dynamics of the present invention.
Fig. 5 adopts ramp and the car load identifying method real train test result curve based on longitudinal dynamics of the present invention.
Embodiment
Below in conjunction with accompanying drawing, the present invention is explained in detail:
Consult Fig. 1, in figure, be the schematic block diagram of implementing the functional module construction of the computer program of ramp based on longitudinal dynamics of the present invention and car load identifying method, implement ramp based on longitudinal dynamics of the present invention and the computer program of car load identifying method and install and run in TCU (shift change controller).The functional module construction of implementing the computer program of ramp based on longitudinal dynamics of the present invention and car load identifying method is made up of CAN device driver module, CAN message processing module, Engine torque filtration module, vehicle actual travel acceleration calculation module, vehicle actual travel acceleration filtration module, vehicle flat pavement running acceleration calculation module, ramp and car load computing module.
In TCU, the corresponding function module program is by the management and running of TCU task dispatch.Wherein CAN device driver module and CAN message processing module are called in 1ms periodic duty; Engine torque filtration module, vehicle flat pavement running speed-up computation module, vehicle actual travel acceleration filtration module are called in 10ms periodic duty; Ramp and car load computing module, vehicle actual travel acceleration calculation module are called in 100ms periodic duty.Shift change controller calls the CAN Frame between CAN device driver module and the processing of CAN message processing module and control unit of engine, ABS control unit in 1ms periodic duty by TCU task dispatch, obtain real-time Engine torque and real-time speed information.TCU task dispatch calls Engine torque filtration module Engine torque is done to low-pass filtering treatment in 10ms periodic duty; Vehicle flat pavement running acceleration calculation module is utilized filtering rear engine torque arithmetic vehicle flat pavement running acceleration; Vehicle actual travel acceleration filtration module carries out low-pass filtering treatment to vehicle actual travel acceleration.TCU task dispatch calls vehicle actual travel acceleration module and the real-time speed of a motor vehicle is done to differential calculation obtains vehicle actual travel acceleration in 100ms periodic duty; Ramp and the utilization of car load computing module finally calculate road grade and car load exact value when vehicle in front flat pavement running acceleration, when vehicle in front actual travel acceleration and a upper moment vehicle flat pavement running acceleration, a upper moment vehicle actual travel acceleration.
Consulting Fig. 2, is ramp based on longitudinal dynamics and the FB(flow block) of car load identifying method in figure, and the method comprises the following steps:
1. shift change controller (TCU) calls CAN Frame between CAN device driver module and the processing of CAN message processing module and control unit of engine, ABS control unit in 1ms periodic duty by TCU task dispatch, obtains real-time Engine torque and real-time speed information.
2. shift change controller (TCU) is according to the Engine torque information valid interval of CAN communication protocol definition, do validity judgement to the real-time Engine torque information of obtaining: if Engine torque information is invalid, give up invalid moment of torsion, in use, carve effective torque for the moment.If Engine torque information is effective, proceed to next step.
Meanwhile, shift change controller (TCU) does validity judgement according to the speed information valid interval of CAN communication protocol definition to the real-time speed information obtaining: as speed information is invalid, give up the invalid speed of a motor vehicle, be carved with the effect speed of a motor vehicle in use for the moment.If speed information is effective, proceed to next step.
3. the upper effective torque of carving for the moment of Engine torque value renewal effectively in real time for shift change controller (TCU).Meanwhile, shift change controller (TCU) upgrades the upper effect speed of a motor vehicle that is carved with for the moment with effective vehicle speed value.
4. shift change controller (TCU) calls Engine torque filtration module Engine torque is done to low-pass filtering treatment in 10ms periodic duty by TCU task dispatch.Adopt digital low-pass filtering method, its algorithm is as follows:
T
n＝C
torqueT
sample+(1-C
torque)T
n-1
Wherein: T
sample. this Engine torque sampled value, T
n-1. last time Engine torque filtering output value, C
torque. Engine torque filter factor, T
n. this Engine torque filtering output value.
5. shift change controller (TCU) calls vehicle flat pavement running acceleration calculation module in 10ms periodic duty by TCU task dispatch, utilizes filtering rear engine torque arithmetic vehicle flat pavement running acceleration.Formula is as follows:
Wherein: T
tq. filtering rear engine moment of torsion (Nm), i
g. transmission ratio, i
0. final driver ratio, n
t. mechanical efficiency of power transmission, r. tire rolling radius (m), g. gravity accleration (m/s
2),
coefficient of rolling resistance, C
d. coefficient of air resistance, A. wind-exposuring area (m
2), the v. speed of a motor vehicle (km/h), δ. vehicle rotary mass conversion coefficient, m. vehicle empty mass (kg), a
flat. be vehicle flat pavement running acceleration (m/s
2).
6. shift change controller (TCU) calls vehicle actual travel acceleration calculation module in 100ms periodic duty by TCU task dispatch, and the real-time speed of a motor vehicle is done to differential calculation, obtains vehicle actual travel acceleration.Desirable scope of the differential calculation time lag is 50ms-500ms, and the concrete time lag should determine according to the real-time speed of a motor vehicle precision of shift change controller (TCU) collection, and in the present embodiment, the differential calculation time lag is taken as 100ms.
7. shift change controller (TCU) calls vehicle actual travel acceleration filtration module vehicle actual travel acceleration is carried out to low-pass filtering treatment in 10ms periodic duty by TCU task dispatch, and low-pass filtering treatment algorithm is as follows:
a
n＝C
acca
sample+(1-C
acc)a
n-1
Wherein: a
sample. this vehicle actual travel acceleration sampled value, a
n-1. last time vehicle actual travel acceleration filtering output value C
acc. vehicle actual travel acceleration filter factor, a
n. this vehicle actual travel acceleration filtering output value.
8. shift change controller (TCU) calls ramp and car load computing module in 100ms periodic duty by TCU task dispatch, utilizes when vehicle in front flat pavement running acceleration, when vehicle in front actual travel acceleration and a upper moment vehicle flat pavement running acceleration, a upper moment vehicle actual travel acceleration and finally calculates road grade and car load exact value.Longitudinal dynamics derivation formula used is as follows:
Wherein i. road grade value, g. gravity accleration (m/s
2), δ. vehicle rotary mass conversion coefficient,
coefficient of rolling resistance, v. vehicle current vehicle speed (km/h), Δ m. car load (kg), m. vehicle empty mass (kg) is identical with m in step 5, al
flat, al
real. be respectively when vehicle in front flat pavement running acceleration, as vehicle in front actual travel acceleration (m/s
2).A0
flat, a0
real. be respectively a upper moment vehicle flat pavement running acceleration, a upper moment vehicle actual travel acceleration (m/s
2).
9. shift change controller (TCU) is with working as vehicle in front flat pavement running acceleration and upgrading a upper moment vehicle flat pavement running acceleration and a upper moment vehicle actual travel acceleration when vehicle in front actual travel acceleration.
Consulting Fig. 3, is the FB(flow block) of low-pass filtering treatment step in ramp based on longitudinal dynamics of the present invention and car load identifying method in figure.Vehicle actual travel acceleration filtration module and Engine torque filtration module have all used this filtering algorithm in the present embodiment.Although adopt identical filtering algorithm, the filter factor a of two filtration modules is not quite similar, and choosing of filter factor a will be according to experimental calibration.
This algorithm comprises the following steps:
1. corresponding filtration module obtains this sampled value X
n.
2. corresponding filtration module calculating filter coefficient a and this sampled value X
nproduct.
3. corresponding filtration module calculates (1-a) and filtering output value Y last time
n-1product.
4. corresponding filtration module calculates this filtering output value Y
n.
5. corresponding filtration module is by filtering output value Y last time
n-1be updated to this filtering output value Y
n.
Emulation and analysis of experiments
Consult Fig. 4 and Fig. 5, for ramp and the car load identifying method based on longitudinal dynamics of the present invention, utilize MATLAB/SIMULINK to set up the Full Vehicle Dynamics model of mechanical automatic speed changing vehicle, and on this model, carried out ramp and the checking of car load recognition algorithm based on longitudinal dynamics.Dynamic model has been simulated traveling state of vehicle under certain operating mode, and identifies road grade and car load by the method for the invention.Concrete operating mode is: throttle opening value remains on 50%, and road grade value is 8%, and complete vehicle quality is 1300kg, and wherein load is 100kg, and car load empty mass is 1200kg.Dynamics Simulation Model the result curve is as Fig. 4, vehicle at 6s to experiencing 1～2 shifting up operation between 7s, vehicle flat pavement running acceleration and vehicle actual travel accekeration that this moment calculates have produced certain amplitude fluctuation, road grade and car load identification are exerted an influence, therefore in gearshift procedure, should not identify road grade and car load again.As seen from the figure, within the scope of 1 grade, 2 grades, vehicle flat pavement running acceleration and vehicle actual travel accekeration remain difference.Ramp and car load identifying method based on longitudinal dynamics of the present invention accurately identifies road grade value 0.08 and car load value 100kg.
On the basis of dynamic model simulating, verifying ramp based on longitudinal dynamics of the present invention and car load identifying method, carry out vehicle road test, the further ramp of checking based on longitudinal dynamics and the real-time identification effect of car load identifying method, 5 grades of AMT speed changers of test vehicle assembling, vehicle empty mass is 1125kg, in test, in car, take driver one people, and in car, lay ipc monitor equipment, driver and watch-dog gross mass are 75kg, and host computer monitoring software is used VECTOR CANAPE6.5.Test roads is that a length is 120m, comprises the bridge of uphill way 50m, level road section 20m, descending section 50m, and wherein the ramp angle of gradient is 5 ° of left and right (value of slope is about 0.1).Road test result curve is as Fig. 5, and this identification curve has more accurately reacted the test roads gradient and test vehicle load condition.
Dynamic model emulation and vehicle road test result verification ramp and the car load identifying method based on longitudinal dynamics of the present invention practical.
In addition, the present invention is not limited in above-mentioned disclosed embodiment, contains included various modification and equivalent in claims spirit and scope.
Claims (1)
1. the ramp based on longitudinal dynamics and a car load identifying method, is characterized in that, the described ramp based on longitudinal dynamics and car load identifying method step are as follows:
1) shift change controller, by CAN Frame between CAN device driver module and the processing of CAN message processing module and control unit of engine and ABS control unit, obtains real-time Engine torque and real-time speed information;
2) shift change controller does validity judgement to the real-time Engine torque information of obtaining: if Engine torque information is invalid, give up invalid moment of torsion, carve effective torque for the moment, if Engine torque information effectively proceeds to next step in use;
Meanwhile, shift change controller does validity judgement to the real-time speed information obtaining: as speed information is invalid, give up the invalid speed of a motor vehicle, be carved with the effect speed of a motor vehicle for the moment, if speed information effectively proceeds to next step in use;
3) shift change controller is carved effective torque for the moment with Engine torque renewal effectively is in real time upper, and meanwhile, shift change controller upgrades and is carved with the effect speed of a motor vehicle upper a period of time with effective vehicle speed value;
4) shift change controller does low-pass filtering treatment by Engine torque filtration module to Engine torque, and its algorithm is as follows:
T
n＝C
torqueT
sample+(1-C
torque)T
n-1
Wherein: T
sample. this Engine torque sampled value, T
n-1. last time Engine torque filtering output value, C
torque. Engine torque filter factor, T
n. this Engine torque filtering output value;
5) shift change controller, by vehicle flat pavement running acceleration calculation module, utilizes filtering rear engine torque arithmetic vehicle flat pavement running acceleration:
Wherein: T
tq. filtering rear engine moment of torsion (Nm), i
g. transmission ratio, i
0. final driver ratio, n
t. mechanical efficiency of power transmission, r. tire rolling radius (m), g. gravity accleration (m/s
2),
coefficient of rolling resistance, C
d. coefficient of air resistance, A. wind-exposuring area (m
2), the v. speed of a motor vehicle (km/h), δ. vehicle rotary mass conversion coefficient, m. vehicle empty mass (kg), a
flat. be vehicle flat pavement running acceleration (m/s
2);
6) shift change controller, by vehicle actual travel acceleration calculation module, does differential calculation to the real-time speed of a motor vehicle, obtains vehicle actual travel acceleration;
7) shift change controller carries out low-pass filtering treatment by vehicle actual travel acceleration filtration module to vehicle actual travel acceleration, and low-pass filtering treatment algorithm is as follows:
a
n＝C
acca
sample+(1-C
acc)a
n-1
Wherein: a
sample. this vehicle actual travel acceleration sampled value, a
n-1. last time vehicle actual travel acceleration filtering output value, C
acc. vehicle actual travel acceleration filter factor, a
n. this vehicle actual travel acceleration filtering output value;
8) shift change controller is by ramp and car load computing module, utilizes when vehicle in front flat pavement running acceleration, when vehicle in front actual travel acceleration, a upper moment vehicle flat pavement running acceleration and a upper moment vehicle actual travel acceleration calculation and goes out road grade and car load value:
Wherein: i. road grade value, g. gravity accleration (m/s
2), δ. vehicle rotary mass conversion coefficient,
coefficient of rolling resistance, v. vehicle current vehicle speed (km/h), Δ m. car load (kg), m. vehicle empty mass (kg) and step 5) in m identical, al
flat, al
real. be when vehicle in front flat pavement running acceleration, as vehicle in front actual travel acceleration (m/s
2), a0
flat, a0
real. be a upper moment vehicle flat pavement running acceleration, a upper moment vehicle actual travel acceleration (m/s
2);
9) shift change controller is with working as vehicle in front flat pavement running acceleration and upgrading a upper moment vehicle flat pavement running acceleration and a upper moment vehicle actual travel acceleration when vehicle in front actual travel acceleration.
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| CN201110357476.7A CN102506160B (en) | 2011-11-13 | 2011-11-13 | Ramp based on longitudinal dynamics and vehicle load identification method |
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| CN201110357476.7A CN102506160B (en) | 2011-11-13 | 2011-11-13 | Ramp based on longitudinal dynamics and vehicle load identification method |
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| CN102506160B true CN102506160B (en) | 2014-07-09 |
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