CN104827930A - Method and apparatus for controlling electric driving vehicle - Google Patents
Method and apparatus for controlling electric driving vehicle Download PDFInfo
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- CN104827930A CN104827930A CN201510134681.5A CN201510134681A CN104827930A CN 104827930 A CN104827930 A CN 104827930A CN 201510134681 A CN201510134681 A CN 201510134681A CN 104827930 A CN104827930 A CN 104827930A
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Abstract
The invention provides a method and apparatus for controlling an electric driving vehicle. The method includes determining whether the electric driving vehicle is under a braking state, employing a full throttle priority control strategy to control the electric driving vehicle if the electric driving vehicle is not under a braking state. The method allows the electric driving vehicle to advance or retreat according to the input of a driver even if said high-level faults occur, and ensures the personal safety.
Description
Technical Field
The invention relates to the technical field of automobile manufacturing, in particular to a control method and a control device for an electrically driven vehicle.
Background
The new energy vehicle adopting electric drive generally has faults of single or over-high or over-low total voltage, over-high battery temperature and the like, and the faults belong to high-grade faults.
However, if such a failure occurs, when the vehicle is in a critical state such as a railroad crossing or a tsunami attack, the driver needs not to protect the integrity of the vehicle but to keep his or her life, and therefore the vehicle needs to be able to drive forward or backward according to the input of the driver even in the above-described failure state.
Disclosure of Invention
The present invention is directed to solving, at least to some extent, one of the technical problems in the related art.
To this end, an object of the present invention is to provide a method for controlling an electrically driven vehicle, which can still advance or retreat according to the input of the driver when the above-mentioned high level failure occurs in the electrically driven vehicle, thereby ensuring personal safety.
Another object of the present invention is to provide a control device for an electrically driven vehicle.
To achieve the above object, a control method for an electrically driven vehicle according to an embodiment of a first aspect of the present invention includes: judging whether the electrically driven vehicle is in a braking state; and if the vehicle is not in the braking state, adopting a full-throttle priority control strategy to control the electrically-driven vehicle.
According to the control method of the electrically driven vehicle provided by the embodiment of the first aspect of the invention, when the electrically driven vehicle is in a non-braking state, the full-throttle priority control strategy is adopted, so that when faults such as a battery occur, the faults can be ignored and the vehicle can still be controlled according to the input of a driver, and therefore when the electrically driven vehicle has the high-level faults, the electrically driven vehicle can still move forwards or backwards according to the input of the driver, and the personal safety is ensured.
To achieve the above object, a control device for an electrically driven vehicle according to an embodiment of a second aspect of the present invention includes: the first judgment module is used for judging whether the electrically driven vehicle is in a braking state; and the strategy control module is used for adopting a full-throttle priority control strategy to control the electrically driven vehicle if the electrically driven vehicle is not in a braking state.
The control device for the electrically driven vehicle according to the embodiment of the second aspect of the present invention, by adopting the full throttle priority control strategy in the non-braking state, can ignore the failures such as battery and the like when the failures occur, and still control the vehicle according to the input of the driver, so that when the above-mentioned high-level failures occur in the electrically driven vehicle, the electrically driven vehicle can still move forward or backward according to the input of the driver, thereby ensuring the personal safety.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
The foregoing and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
fig. 1 is a schematic flowchart of a control method of an electrically driven vehicle according to an embodiment of the present invention;
fig. 2 is a flowchart illustrating a control method of an electrically driven vehicle according to another embodiment of the present invention;
fig. 3 is a schematic configuration diagram of a control device of an electrically driven vehicle according to another embodiment of the present invention;
fig. 4 is a schematic configuration diagram of a control device of an electrically driven vehicle according to another embodiment of the present invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar modules or modules having the same or similar functionality throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention. On the contrary, the embodiments of the invention include all changes, modifications and equivalents coming within the spirit and terms of the claims appended hereto.
Fig. 1 is a flowchart illustrating a control method for an electrically driven vehicle according to an embodiment of the present invention, the method including:
s11: it is determined whether the electrically driven vehicle is in a braking state.
The electrically driven vehicle is provided with a brake pedal, the brake pedal can generate a brake signal (brake), the brake signal has different specific values according to whether a driver steps on the brake pedal, and whether the vehicle is in a braking state can be determined according to the value of the brake signal.
For example, when the driver depresses the brake pedal, brake ═ 1 indicates that the vehicle is in a braking state, otherwise, when the driver does not depress the brake pedal, brake ═ 0 indicates that the vehicle is not in a braking state.
S12: and if the vehicle is not in the braking state, adopting a full-throttle priority control strategy to control the electrically-driven vehicle.
In the non-braking state, the vehicle control adopts a full-throttle priority control strategy, for example, in the state that no brake pedal is input, as long as an accelerator pedal end kick-down switch is triggered (for the state that no kick-down switch is available, the full throttle can be used for replacing the state), and no matter what kind of fault exists in the vehicle at the moment, the vehicle controller controls the vehicle to respond to the input of the accelerator pedal of a driver.
In the embodiment, the full-throttle priority control strategy is adopted in the non-braking state, so that when faults such as a battery occur, the faults are ignored and the vehicle is still controlled according to the input of the driver, and therefore when the electric drive vehicle has the high-level faults, the electric drive vehicle can still move forwards or backwards according to the input of the driver, and personal safety is guaranteed.
Fig. 2 is a flowchart illustrating a control method of an electrically driven vehicle according to another embodiment of the present invention, the method including:
s201: and judging whether the electrically-driven vehicle is in a braking state, if so, executing S205, otherwise, executing S202.
For example, when brake is 1, it is determined that the vehicle is in the braking state, otherwise, when brake is 0, it indicates that the vehicle is not in the braking state.
S202: and judging whether the electrically-driven vehicle is in a full-throttle indication state, if so, executing S203, and otherwise, executing S206.
Optionally, the determining whether the electrically-driven vehicle is in a full-throttle indication state includes:
when the electrically-driven vehicle is provided with a full-stepping switch, judging whether the electrically-driven vehicle is in a full-accelerator indication state according to a signal generated by the full-stepping switch; or,
and when the electrically-driven vehicle does not have a full-stepping switch, judging whether the electrically-driven vehicle is in a full-throttle indication state according to a full-throttle signal.
Wherein, the fully-depressed switch can be represented by a kick-down switch, and the throttle fully-open signal can be represented by a (WOT, Wide OpenThrottle) signal.
The kick-down switch is arranged at the tail end of the accelerator pedal, and is in a trigger state when a driver completely presses the accelerator pedal, the value of the kick-down switch is 1, and therefore when the kick-down switch is 1, the vehicle is determined to be in a full accelerator indication state. Or,
when the vehicle does not have a kick-down switch, the vehicle typically generates a WOT signal, which is 110% when the driver is using full throttle, and thus determines that the vehicle is in a full throttle indication state when the WOT is 110%.
Of course, it is understood that the specific values are only examples and are not limited to the specific values, and different values may be set for the full throttle indication of vehicles of different manufacturers.
S203: and judging whether the electrically-driven vehicle is in a charging state, if so, executing S207, otherwise, executing S204.
Wherein, whether the charging state exists can be judged according to the charging indication signal.
S204: the wheels are driven according to the driver's input.
For example, in the non-braking state, when the driver finishes depressing the accelerator pedal, if the vehicle is not in the charging state, the vehicle is driven to move forward or backward in response to the full-throttle instruction of the driver regardless of any fault of the vehicle.
S205: the whole vehicle is in a braking state.
The embodiment adopts the priority of braking, for example, when a driver steps on a brake pedal, the vehicle is subjected to braking control, no accelerator input is given to an engine any more, and the vehicle is kept to stop moving.
S206: the whole vehicle is in a normal control state.
For example, when the driver increases the accelerator input, the vehicle is accelerated.
S207: and forbidding starting and continuing charging.
When the vehicle is in the charging state, the input of the driver is ignored, and the charging state is maintained.
When a high-level fault occurs in a battery or a motor and other key systems of the conventional electrically-driven vehicle, the vehicle can be driven by adopting forced high-voltage power-down operation. However, when the vehicle is in a dangerous state such as a railway crossing and a tsunami attack, the driver needs to drive the vehicle to escape instead of protecting the vehicle. In the embodiment, a highest priority operation is set in the whole vehicle control strategy, when the driver clearly indicates that the vehicle needs to be driven, the vehicle is driven to move forward or backward according to the input of the driver no matter what the vehicle state is, so that the vehicle can be driven according to the input of the driver when the battery and the like are in failure at the time of crisis, and personal safety is guaranteed.
Fig. 3 is a schematic structural diagram of a control device of an electrically driven vehicle according to another embodiment of the present invention, and the device 30 includes a first determination module 31 and a strategy control module 32.
A first judgment module 31, configured to judge whether the electrically driven vehicle is in a braking state;
the electrically driven vehicle is provided with a brake pedal, the brake pedal can generate a brake signal (brake), the brake signal has different specific values according to whether a driver steps on the brake pedal, and whether the vehicle is in a braking state can be determined according to the value of the brake signal.
For example, when the driver depresses the brake pedal, brake ═ 1 indicates that the vehicle is in a braking state, otherwise, when the driver does not depress the brake pedal, brake ═ 0 indicates that the vehicle is not in a braking state.
And the strategy control module 32 is used for controlling the electrically driven vehicle by adopting a full-throttle priority control strategy if the electrically driven vehicle is not in a braking state.
In the non-braking state, the vehicle control adopts a full-throttle priority control strategy, for example, in the state that no brake pedal is input, as long as an accelerator pedal end kick-down switch is triggered (for the state that no kick-down switch is available, the full throttle can be used for replacing the state), and no matter what kind of fault exists in the vehicle at the moment, the vehicle controller controls the vehicle to respond to the input of the accelerator pedal of a driver.
In another embodiment, referring to fig. 4, the policy control module 32 includes:
a second determination module 321, configured to determine whether the electrically driven vehicle is in a full-throttle indication state;
optionally, the second determining module 321 is specifically configured to:
when the electrically-driven vehicle is provided with a full-stepping switch, judging whether the electrically-driven vehicle is in a full-accelerator indication state according to a signal generated by the full-stepping switch; or,
and when the electrically-driven vehicle does not have a full-stepping switch, judging whether the electrically-driven vehicle is in a full-throttle indication state according to a full-throttle signal.
Wherein, the fully-depressed switch can be represented by a kick-down switch, and the throttle fully-open signal can be represented by a (WOT, Wide OpenThrottle) signal.
The kick-down switch is arranged at the tail end of the accelerator pedal, and is in a trigger state when a driver completely presses the accelerator pedal, the value of the kick-down switch is 1, and therefore when the kick-down switch is 1, the vehicle is determined to be in a full accelerator indication state. Or,
when the vehicle does not have a kick-down switch, the vehicle typically generates a WOT signal, which is 110% when the driver is using full throttle, and thus determines that the vehicle is in a full throttle indication state when the WOT is 110%.
Of course, it is understood that the specific values are only examples and are not limited to the specific values, and different values may be set for the full throttle indication of vehicles of different manufacturers.
A third determining module 322, configured to determine whether the electrically driven vehicle is in a charging state if the electrically driven vehicle is in a full-throttle indication state;
wherein, whether the charging state exists can be judged according to the charging indication signal.
A first control module 323 for driving the wheels based on driver input if not in a charging state.
For example, in the non-braking state, when the driver finishes depressing the accelerator pedal, if the vehicle is not in the charging state, the vehicle is driven to move forward or backward in response to the full-throttle instruction of the driver regardless of any fault of the vehicle.
Optionally, referring to fig. 4, the policy control module 32 further includes:
and a second control module 324 for, if in the charging state, ignoring the driver's input and continuing to maintain the charging state.
When the vehicle is in the charging state, the input of the driver is ignored, and the charging state is maintained.
Optionally, referring to fig. 4, the policy control module 32 further includes:
a third control module 325 for controlling the electrically driven vehicle to a normal control state if not in a full throttle indication state.
For example, when the driver increases the accelerator input, the vehicle is accelerated.
Optionally, referring to fig. 4, the apparatus 30 may further include:
a fourth control module 33 for controlling said electrically driven vehicle to remain in a braking state if in a braking state.
The embodiment adopts the priority of braking, for example, when a driver steps on a brake pedal, the vehicle is subjected to braking control, no accelerator input is given to an engine any more, and the vehicle is kept to stop moving.
When a high-level fault occurs in a battery or a motor and other key systems of the conventional electrically-driven vehicle, the vehicle can be driven by adopting forced high-voltage power-down operation. However, when the vehicle is in a dangerous state such as a railway crossing and a tsunami attack, the driver needs to drive the vehicle to escape instead of protecting the vehicle. In the embodiment, a highest priority operation is set in the whole vehicle control strategy, when the driver clearly indicates that the vehicle needs to be driven, the vehicle is driven to move forward or backward according to the input of the driver no matter what the vehicle state is, so that the vehicle can be driven according to the input of the driver when the battery and the like are in failure at the time of crisis, and personal safety is guaranteed.
It should be noted that the terms "first," "second," and the like in the description of the present invention are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. In addition, in the description of the present invention, "a plurality" means two or more unless otherwise specified.
Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more executable instructions for implementing specific logical functions or steps of the process, and alternate implementations are included within the scope of the preferred embodiment of the present invention in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order, depending on the functionality involved, as would be understood by those reasonably skilled in the art of the present invention.
It should be understood that portions of the present invention may be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, the various steps or methods may be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, any one or combination of the following techniques, which are known in the art, may be used: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application specific integrated circuit having an appropriate combinational logic gate circuit, a Programmable Gate Array (PGA), a Field Programmable Gate Array (FPGA), or the like.
It will be understood by those skilled in the art that all or part of the steps carried by the method for implementing the above embodiments may be implemented by hardware related to instructions of a program, which may be stored in a computer readable storage medium, and when the program is executed, the program includes one or a combination of the steps of the method embodiments.
In addition, functional units in the embodiments of the present invention may be integrated into one processing module, or each unit may exist alone physically, or two or more units are integrated into one module. The integrated module can be realized in a hardware mode, and can also be realized in a software functional module mode. The integrated module, if implemented in the form of a software functional module and sold or used as a stand-alone product, may also be stored in a computer readable storage medium.
The storage medium mentioned above may be a read-only memory, a magnetic or optical disk, etc.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.
Claims (10)
1. A control method of an electrically driven vehicle, characterized by comprising:
judging whether the electrically driven vehicle is in a braking state;
and if the vehicle is not in the braking state, adopting a full-throttle priority control strategy to control the electrically-driven vehicle.
2. The method of claim 1, wherein said employing a full throttle priority control strategy to control said electrically driven vehicle comprises:
judging whether the electrically driven vehicle is in a full-throttle indication state;
if the vehicle is in the full-throttle indication state, judging whether the electrically-driven vehicle is in a charging state;
if not, the wheels are driven according to the driver's input.
3. The method of claim 2, wherein said determining whether said electrically driven vehicle is in a full throttle indication state comprises:
when the electrically-driven vehicle is provided with a full-stepping switch, judging whether the electrically-driven vehicle is in a full-accelerator indication state according to a signal generated by the full-stepping switch; or,
and when the electrically-driven vehicle does not have a full-stepping switch, judging whether the electrically-driven vehicle is in a full-throttle indication state according to a full-throttle signal.
4. The method of claim 2, wherein after determining whether the electrically-driven vehicle is in a charging state, the method further comprises:
if the vehicle is in the charging state, the input of the driver is ignored, and the charging state is continuously maintained.
5. The method of claim 2, wherein after determining whether the electrically driven vehicle is in a full throttle indication state, the method further comprises:
and if the vehicle is not in the full-throttle indication state, controlling the electrically-driven vehicle to be in a normal control state.
6. A control device for an electrically driven vehicle, characterized by comprising:
the first judgment module is used for judging whether the electrically driven vehicle is in a braking state;
and the strategy control module is used for adopting a full-throttle priority control strategy to control the electrically driven vehicle if the electrically driven vehicle is not in a braking state.
7. The apparatus of claim 6, wherein the policy control module comprises:
the second judgment module is used for judging whether the electrically driven vehicle is in a full-throttle indication state;
the third judgment module is used for judging whether the electrically driven vehicle is in a charging state or not if the electrically driven vehicle is in a full-throttle indication state;
and the first control module is used for driving the wheels according to the input of the driver if the vehicle is not in the charging state.
8. The apparatus of claim 7, wherein the second determining module is specifically configured to:
when the electrically-driven vehicle is provided with a full-stepping switch, judging whether the electrically-driven vehicle is in a full-accelerator indication state according to a signal generated by the full-stepping switch; or,
and when the electrically-driven vehicle does not have a full-stepping switch, judging whether the electrically-driven vehicle is in a full-throttle indication state according to a full-throttle signal.
9. The apparatus of claim 7, wherein the policy control module further comprises:
and the second control module is used for ignoring the input of the driver and continuously maintaining the charging state if the vehicle is in the charging state.
10. The apparatus of claim 7, wherein the policy control module further comprises:
and the third control module is used for controlling the electrically-driven vehicle to be in a normal control state if the electrically-driven vehicle is not in the full-throttle indication state.
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| CN201510134681.5A CN104827930B (en) | 2015-03-25 | 2015-03-25 | Method and apparatus for controlling electric driving vehicle |
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| CN201510134681.5A CN104827930B (en) | 2015-03-25 | 2015-03-25 | Method and apparatus for controlling electric driving vehicle |
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Cited By (1)
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| CN113879134A (en) * | 2021-09-29 | 2022-01-04 | 宜宾凯翼汽车有限公司 | Electric vehicle brake priority processing method |
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Effective date of registration: 20180419 Address after: No. 188, Miyun District, Miyun District, Beijing, Beijing Patentee after: Beijing treasure Car Co.,Ltd. Address before: 102206 Changping District City, Shahe, Sha Yang Road, Beijing Patentee before: BEIQI FOTON MOTOR Co.,Ltd. |
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