CN108202736B - 坡道起步控制方法和控制装置 - Google Patents

坡道起步控制方法和控制装置 Download PDF

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CN108202736B
CN108202736B CN201611170295.2A CN201611170295A CN108202736B CN 108202736 B CN108202736 B CN 108202736B CN 201611170295 A CN201611170295 A CN 201611170295A CN 108202736 B CN108202736 B CN 108202736B
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vehicle
output
torque
output torque
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CN108202736A (zh
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靳超
郑维
肖丹丹
李雪莲
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Yutong Bus Co Ltd
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Zhengzhou Yutong Bus Co Ltd
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Abstract

本发明涉及坡道起步控制方法和控制装置，当油门踏板被踩下时，根据驱动电机转速与蠕行力矩的对应关系获得蠕行力矩，根据车速、油门踏板的开度与输出力矩的对应关系获得输出力矩；比较蠕行力矩和输出力矩的大小，当蠕行力矩大于输出力矩时，重新确定输出力矩，重新确定的输出力矩大于或者等于蠕行力矩，以该重新确定的输出力矩控制车辆起步；当蠕行力矩小于或者等于输出力矩时，车辆响应输出力矩，以输出力矩控制车辆起步。通过这种方式能够使整车输出力矩始终能够克服坡道阻力，避免溜坡风险。

Description

坡道起步控制方法和控制装置
技术领域
本发明涉及坡道起步控制方法和控制装置，属于车辆坡道起步技术领域。
背景技术
面对能源短缺和环境污染日益严重的现状，混合动力汽车是目前最有效的节能汽车方案。目前国内混合动力公交车应用较多的是采用单轴双电机的结构，如图1所示，发动机1通过离合器或扭转减震器2与ISG电机3连接，ISG电机3与主驱动电机5之间通过离合器4连接，由主驱动电机5直接连接后桥主减速器6驱动整车，储能装置7通过变流器8供电连接ISG电机3和主驱动电机5。该系统由发动机和储能装置配合提供整车前进的动力，优化了发动机的工作区间。目前，混合动力汽车的机电混合系统已经比较成熟，形式多种多样，但具体的控制系统存在问题仍然较多，尤其在拥堵路况下造成的驾驶员频繁踩踏油门踏板和制动踏板，造成驾驶疲劳，同时也降低了乘坐舒适性；另外在坡道上行驶的安全性也是关注的重点。
现有双电机系统的新能源汽车由于其具有低速纯电动模式行驶的功能，所以，发动机与主驱动电机由于离合器控制分离使得可以利用储能装置直接提供驱动行驶的动力，导致了蠕行功能方便实现，避免了驾驶员在拥堵路况下频繁踩踏油门踏板和制动踏板，防止驾驶疲劳。由图2可知，现有技术是在驾驶员松掉手刹挂D档未踩油门时，整车执行蠕行功能并响应蠕行力矩，车辆进行蠕行。直至三个条件(刹车信号输入、车速大于a km/h(a可取5～10km/h)和油门信号输入)中的至少一个出现时中止该蠕行功能，并改为驾驶员油门控制驾驶。其中，在整车控制策略编写时，蠕行力矩的计算方法通常是按照一定的经验表格查表计算，并且，蠕行力矩与主驱动电机的实时转速有这密切的关联，如图3所示。蠕行功能在坡道起步时同样有较高的安全性，车辆在坡道上由蠕行模式转变为坡道起步时，可以通过踩踏油门踏板实现，当驾驶员踩油门踏板时，蠕行模式中断。由于蠕行功能作用，整车行驶固然不会溜坡，然而驾驶员不易准确掌握由于踩踏油门踏板形成的输出力矩的大小，如果油门开度过小，整车的输出力矩小于蠕行模式的蠕行力矩，车辆就会有溜坡的风险。
发明内容
本发明的目的是提供一种坡道起步控制方法，用以解决油门踏板产生的输出力矩小于蠕行模式的蠕行力矩时车辆就会有溜坡风险的问题。本发明同时提供一种坡道起步控制装置。
为实现上述目的，本发明的方案包括一种坡道起步控制方法，包括以下步骤：
(1)当油门踏板被踩下时，获取车辆蠕行力矩，以及根据油门踏板被踩下而产生的输出力矩；
(2)比较所述蠕行力矩和输出力矩的大小，当所述蠕行力矩大于输出力矩时，重新确定输出力矩，重新确定的输出力矩为一个大于或者等于所述蠕行力矩的力矩值，以该重新确定的输出力矩控制车辆起步；当所述蠕行力矩小于或者等于输出力矩时，车辆响应输出力矩，以输出力矩控制车辆起步；
所述蠕行力矩根据驱动电机转速与蠕行力矩的对应关系获得，所述输出力矩根据车速、油门踏板的开度与输出力矩的对应关系获得。
所述重新确定的输出力矩为原先获取的蠕行力矩和输出力矩的和值。
当所述重新确定的输出力矩大于车辆最大输出力矩时，车辆以所述最大输出力矩控制车辆起步。
一种坡道起步控制装置，包括：
获取模块，用于当油门踏板被踩下时，获取车辆蠕行力矩，以及根据油门踏板被踩下而产生的输出力矩；
控制模块，用于比较所述蠕行力矩和输出力矩的大小，当所述蠕行力矩大于输出力矩时，重新确定输出力矩，重新确定的输出力矩为一个大于或者等于所述蠕行力矩的力矩值，以该重新确定的输出力矩控制车辆起步；当所述蠕行力矩小于或者等于输出力矩时，车辆响应输出力矩，以输出力矩控制车辆起步；
所述蠕行力矩根据驱动电机转速与蠕行力矩的对应关系获得，所述输出力矩根据车速、油门踏板的开度与输出力矩的对应关系获得。
所述重新确定的输出力矩为原先获取的蠕行力矩和输出力矩的和值。
当所述重新确定的输出力矩大于车辆最大输出力矩时，车辆以所述最大输出力矩控制车辆起步。
本发明提供的坡道起步控制方法中，在由蠕行模式转变为坡道起步模式时，驾驶员通过踩下油门踏板来中断蠕行模式，在油门踏板踩下时，获取车辆蠕行力矩，以及根据油门踏板被踩下而产生的输出力矩；然后，比较这两个力矩的大小，当蠕行力矩大于输出力矩时，说明输出力矩不足，车辆会溜坡，就需要重新确定输出力矩，重新确定的输出力矩为一个大于或者等于蠕行力矩的力矩值，车辆以新的输出力矩起步时就可以避免溜坡的风险；当蠕行力矩小于或者等于输出力矩时，说明输出力矩足以进行起步，那么，车辆直接响应输出力矩。通过这种方式能够使整车输出力矩始终能够克服坡道阻力，避免溜坡风险。
附图说明
图1是混合动力系统的结构示意图；
图2是现有的蠕行功能的控制策略示意图；
图3是现有的蠕行控制流程示意图；
图4是坡道起步的控制策略示意图。
具体实施方式
控制方法实施例
车辆在坡道上蠕行过程中，当驾驶员踩下油门踏板时，中断蠕行模式，切换到车辆坡道起步。在进行坡道起步时，整车ECU需要根据两个力矩，分别是蠕行力矩t1和车辆输出力矩t2来进行坡道起步控制，所以，本发明提供的坡道起步控制方法的第一步是要获得蠕行力矩t1和车辆输出力矩t2。
其中，整车ECU根据当前驱动电机转速通过查表得到蠕行力矩t1，并将该力矩记录并储存；其中，该表是驱动电机转速与蠕行力矩的对应关系表，此表数据是驱动电机转速与驱动电机力矩(即蠕行力矩)的对应关系，该表可根据经验并结合驱动电机外特性曲线而制定。
而且，驾驶员踩下油门踏板时，整车ECU会根据当前车速和油门开度两个输入量查表得到整车输出力矩t2，记录并储存；其中，该表为车速、油门踏板开度和整车输出力矩的对应关系表，存储着三者之间的对应关系，所以，该表是一个三维度表，通常通过发动机和双电机的外特性曲线以及两者的动力分配比例综合考虑而制定。
在获得蠕行力矩t1和车辆输出力矩t2之后，整车ECU就需要比较这两个力矩之间的大小。
如果整车输出力矩t2≥蠕行力矩t1，说明根据驾驶员踩下的油门踏板开度结合车速所获得的整车输出力矩足以克服坡道阻力，可以安全进行坡道起步，因此，整车直接响应输出力矩t2的力矩值，不对油门踏板开度做校核计算，整车正常行驶。
如果整车输出力矩t2＜蠕行力矩t1，说明根据驾驶员踩下的油门踏板开度结合车速所获得的整车输出力矩不能克服坡道阻力，若以该输出力矩控制车辆起步的话，车辆有溜坡的风险，那么，此时需要对整车需求力矩t2进行修正。具体为：重新定义变量整车输出力矩t0，t0＝t10+t20，其中，t10为根据驱动电机转速查表(蠕行模式对应关系表)得到的蠕行力矩，所以，t10就是上述蠕行力矩t1，因此，t10可以再次查表得到，也可以直接利用t1；t20为根据当前车速和油门开度两个输入量查表得到的整车输出力矩，所以，t20就是上述输出力矩t2，因此，t20可以再次查表得到，也可以直接利用t2。也就是说，重新确定的输出力矩是原输出力矩t2与蠕行力矩t1的叠加值，那么，新的输出力矩t0就必然大于蠕行力矩t1，则根据新的整车输出力矩t0足以克服坡道阻力，可以安全进行坡道起步。另外，由于输出力矩t2＜蠕行力矩t1，所以这种计算方式得到的输出力矩t0并没有大于蠕行力矩t1太多，所以，不会造成车辆的输出力矩过大，避免了车辆猛向前冲，进而避免了车辆因猛冲造成的安全风险。
另外，如果新的输出力矩t0大于整车动力系统最大输出力矩tmax，则车辆响应该最大输出力矩tmax，按照tmax控制车辆起步；如果t0≤tmax，则仍然按照t0控制车辆起步，如图4所示。
起步一段时间后，当车辆满足相应的条件时，比如：车速大于5～10km/h、或者驾驶员松掉油门踏板、或者驾驶员踩下制动踏板，说明车辆已脱离溜车风险，整车ECU所得到的新的需求扭矩t0已不需要校正，则令t0＝t20，本发明提供的坡道起步策略中止执行，驾驶员可正常行车。而且，除了本发明提供的坡道起步控制方法之外的其他控制过程，比如：坡道起步控制结束后驾驶员开始正常控制行车的控制过程，或不属于本发明的发明点、或属于常规技术，因此本实施例就不再具体描述。
上述实施例中，重新获取的输出力矩是原输出力矩t2与蠕行力矩t1的叠加值，这只是一个具体的实施方式，作为更加一般的实施方式，重新获取的输出力矩为一个大于或者等于蠕行力矩t1的力矩值(该力矩值根据实际控制要求进行设定)。随便取一个较大值这种实施方式，以取蠕行力矩作为重新获取的输出力矩为例，这样做有两个缺点，第一，由于根据油门开度和整车时速得到相应的输出力矩，根据整车时速得到相应的蠕行力矩，如果直接取蠕行力矩作为重新获取的输出力矩的话，不方便后续油门踏板开度继续增大的扭矩值计算。第二，通常蠕行模式下蠕行力矩与整车时速的关系曲线是一个较缓和的曲线，直接取蠕行力矩作为重新获取的输出力矩，车辆起步效果不好，甚至可能会造成二次溜车。所以，通过大量的试验证明，将原输出力矩t2与蠕行力矩t1的叠加值作为重新获取的输出力矩，对司机的安全性更有保障。
并且，进一步地，根据一般的控制常识，该重新获取的输出力矩在设定时不可能大于蠕行力矩t1太多，比如：重新获取的输出力矩是110％*t1～130％*t1，那么，控制时不会有猛冲的感觉，提升驾驶感受。
因此，基于重新获取的输出力矩为一个大于或者等于蠕行力矩t1的力矩值这种实施方式，以该输出力矩控制车辆的话，同样能够克服坡道阻力，较为安全地进行坡道起步，但是，产生的效果可能没有取叠加值这一实施方式显著。
控制装置实施例
本实施例提供一种坡道起步控制装置，该控制装置包括两个模块，分别是获取模块和控制模块，其中，获取模块用于当油门踏板被踩下时，获取车辆蠕行力矩，以及根据油门踏板被踩下而产生的输出力矩；控制模块用于比较蠕行力矩和输出力矩的大小，当蠕行力矩大于输出力矩时，重新确定输出力矩，重新确定的输出力矩为一个大于或者等于蠕行力矩的力矩值，以该重新确定的输出力矩控制车辆起步；当蠕行力矩小于或者等于输出力矩时，车辆响应输出力矩，以输出力矩控制车辆起步。
蠕行力矩根据驱动电机转速与蠕行力矩的对应关系获得，输出力矩根据车速、油门踏板的开度与输出力矩的对应关系获得。
通过分析可知，上述两个模块与坡道起步控制方法的步骤相对应，因此，该控制装置本质上还是控制方法，由于上述控制方法实施例中已对控制方法进行了详细地描述，这里就不再赘述。
以上给出了具体的实施方式，但本发明不局限于所描述的实施方式。本发明的基本思路在于上述基本方案，对本领域普通技术人员而言，根据本发明的教导，设计出各种变形的模型、公式、参数并不需要花费创造性劳动。在不脱离本发明的原理和精神的情况下对实施方式进行的变化、修改、替换和变型仍落入本发明的保护范围内。

Claims (4)

1.一种坡道起步控制方法，其特征在于，包括以下步骤：
(1)当油门踏板被踩下时，获取车辆蠕行力矩，以及根据油门踏板被踩下而产生的输出力矩；
(2)比较所述蠕行力矩和输出力矩的大小，当所述蠕行力矩大于输出力矩时，重新确定输出力矩，重新确定的输出力矩为一个大于或者等于所述蠕行力矩的力矩值，以该重新确定的输出力矩控制车辆起步；当所述蠕行力矩小于或者等于输出力矩时，车辆响应输出力矩，以输出力矩控制车辆起步；
所述蠕行力矩根据驱动电机转速与蠕行力矩的对应关系获得，所述输出力矩根据车速、油门踏板的开度与输出力矩的对应关系获得；
所述重新确定的输出力矩为原先获取的蠕行力矩和输出力矩的和值。
2.根据权利要求1所述的坡道起步控制方法，其特征在于，当所述重新确定的输出力矩大于车辆最大输出力矩时，车辆以所述最大输出力矩控制车辆起步。
3.一种坡道起步控制装置，其特征在于，包括：
获取模块，用于当油门踏板被踩下时，获取车辆蠕行力矩，以及根据油门踏板被踩下而产生的输出力矩；
控制模块，用于比较所述蠕行力矩和输出力矩的大小，当所述蠕行力矩大于输出力矩时，重新确定输出力矩，重新确定的输出力矩为一个大于或者等于所述蠕行力矩的力矩值，以该重新确定的输出力矩控制车辆起步；当所述蠕行力矩小于或者等于输出力矩时，车辆响应输出力矩，以输出力矩控制车辆起步；
所述蠕行力矩根据驱动电机转速与蠕行力矩的对应关系获得，所述输出力矩根据车速、油门踏板的开度与输出力矩的对应关系获得；
所述重新确定的输出力矩为原先获取的蠕行力矩和输出力矩的和值。
4.根据权利要求3所述的坡道起步控制装置，其特征在于，当所述重新确定的输出力矩大于车辆最大输出力矩时，车辆以所述最大输出力矩控制车辆起步。
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