CN108791304B - Acceleration control method and system of double-drive vehicle and related device - Google Patents
Acceleration control method and system of double-drive vehicle and related device Download PDFInfo
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- CN108791304B CN108791304B CN201810594941.0A CN201810594941A CN108791304B CN 108791304 B CN108791304 B CN 108791304B CN 201810594941 A CN201810594941 A CN 201810594941A CN 108791304 B CN108791304 B CN 108791304B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
Abstract
The application discloses an acceleration control method of a double-drive vehicle, which comprises the steps of determining a standard curvature ratio and receiving wheel set acceleration information uploaded by a driver; calculating a first acceleration curvature according to the first actual acceleration, and calculating a standard acceleration curvature interval according to the first actual acceleration curvature and a standard curvature ratio; calculating a second acceleration curvature according to the second actual acceleration, and judging whether the second actual speed is within a standard acceleration curvature interval; if not, an adjusting instruction is issued to the driver to adjust the first actual acceleration of the next period or the second actual acceleration of the next period. The method can reduce the deviation of the tracking rate of the wheels at two sides of the double-drive vehicle and reduce the degree of the vehicle deviating from the preset path. The application also discloses an acceleration control system of the double-drive vehicle, a computer readable storage medium and a controller of the double-drive vehicle, which have the beneficial effects.
Description
Technical Field
The invention relates to the field of vehicle control, in particular to an acceleration control method and system of a double-drive vehicle, a computer readable storage medium and a controller of the double-drive vehicle.
Background
The double-drive vehicle is a vehicle powered by front wheels or rear wheels, and has better flexibility. The essence of the double-drive vehicle lies in that a double-drive chassis is adopted, the double-drive chassis is a motion structure consisting of a left wheel, a right wheel and a left wheel driver, and due to the existence of two drivers and other mechanical structures, the problem that the speed tracking of one driver cannot follow the other driver, so that the vehicle drifts or the driver reports errors cannot be avoided.
Due to the problems, the speed tracking rates of the left wheel and the right wheel of the double-drive vehicle are different in the process of variable acceleration movement, and the double-drive vehicle cannot travel according to a preset route. For such a situation, the prior art can only restore the normal running route of the vehicle through manual control, and a technical scheme for fundamentally solving the problem of vehicle yaw or driver error report caused by the mechanical structure of the vehicle does not exist.
Therefore, how to reduce the deviation of the tracking rate of the wheels on both sides of the dual-drive vehicle, and the degree of deviation of the vehicle from the preset path is a technical problem which needs to be solved by those skilled in the art at present.
Disclosure of Invention
The application aims to provide an acceleration control method and system of a double-drive vehicle, a computer readable storage medium and a controller of the double-drive vehicle, which can solve the problem of reducing the deviation of the acceleration curvature of wheels at two sides of the double-drive vehicle and reduce the degree of deviation of the vehicle from a preset path.
In order to solve the technical problem, the present application provides an acceleration control method of a dual drive vehicle, including:
determining a standard curvature ratio and receiving wheel set acceleration information uploaded by a driver; the wheel set acceleration information comprises a first actual acceleration of a first wheel set in a current period and a second actual acceleration of a second wheel set in the current period;
calculating a first acceleration curvature according to the first actual acceleration, and calculating a standard acceleration curvature interval according to the first actual acceleration curvature and the standard curvature ratio;
calculating a second acceleration curvature according to the second actual acceleration, and judging whether the second actual speed is within the standard acceleration curvature interval;
if not, issuing an adjusting instruction to a driver to adjust the first actual acceleration of the next period or the second actual acceleration of the next period, so that the ratio of the adjusted acceleration curvature of the first wheel set to the adjusted acceleration curvature of the second wheel set is smaller than the standard curvature ratio.
Optionally, before receiving the wheel set acceleration information uploaded by the driver, the method further includes:
acquiring a first actual speed of the first wheel set in the current period and a first historical actual speed of the first wheel set in the previous period, and calculating the first actual acceleration according to the first actual speed and the first historical actual speed;
acquiring a second actual speed of the second wheel set in the current period and a second historical actual speed of the second wheel set in the previous period, and calculating a second actual acceleration according to the second actual speed and the second historical actual speed;
and generating the wheel set acceleration information according to the first actual acceleration and the second actual acceleration.
Optionally, calculating a first acceleration curvature according to the first actual acceleration includes:
acquiring a first historical acceleration of the first wheel set in the previous period, and calculating a first actual acceleration curvature according to the first historical acceleration and the first actual acceleration;
correspondingly, calculating a second acceleration curvature from the second actual acceleration comprises:
and acquiring a second historical acceleration of the second wheel set in the previous period, and calculating a second actual acceleration curvature according to the second historical acceleration and the second actual acceleration.
Optionally, issuing an adjustment instruction to a driver to adjust a first actual acceleration of a next period or a second actual acceleration of the next period, so that a ratio of the adjusted acceleration curvature of the first wheel set to the adjusted acceleration curvature of the second wheel set is smaller than the standard curvature ratio includes:
judging whether the first actual acceleration curvature is larger than the second actual acceleration curvature;
if so, issuing the adjusting instruction to the driver, and adjusting the first actual acceleration curvature of the next period so as to enable the adjusted first actual acceleration curvature to be equal to a second actual acceleration curvature at the current moment;
and if not, issuing the adjusting instruction to the driver, and adjusting the second actual acceleration curvature of the next period so as to enable the adjusted second actual acceleration curvature to be equal to the first actual acceleration curvature at the current moment.
The present application also provides an acceleration control system of a dual drive vehicle, the system comprising:
the information acquisition module is used for determining a standard curvature ratio and receiving wheel set acceleration information uploaded by the driver; the wheel set acceleration information comprises a first actual acceleration of a first wheel set in a current period and a second actual acceleration of a second wheel set in the current period;
the standard interval calculation module is used for calculating a first acceleration curvature according to the first actual acceleration and calculating a standard acceleration curvature interval according to the first actual acceleration curvature and the standard curvature ratio;
the synchronous evaluation module is used for calculating a second acceleration curvature according to the second actual acceleration and judging whether the second actual speed is in the standard acceleration curvature interval or not;
and the adjusting module is used for issuing an adjusting instruction to a driver to adjust the first actual acceleration of the next period or the second actual acceleration of the next period when the second actual speed is not within the standard acceleration curvature interval, so that the ratio of the adjusted acceleration curvature of the first wheel set to the adjusted acceleration curvature of the second wheel set is smaller than the standard curvature ratio.
Optionally, the method further includes:
a first acceleration obtaining module, configured to obtain a first actual speed of the first wheel set in the current period and a first historical actual speed of the first wheel set in a previous period, and calculate a first actual acceleration according to the first actual speed and the first historical actual speed;
a second acceleration obtaining module, configured to obtain a second actual speed of the second wheel set in the current period and a second historical actual speed of the second wheel set in a previous period, and calculate a second actual acceleration according to the second actual speed and the second historical actual speed;
and the information generating module is used for generating the wheel set acceleration information according to the first actual acceleration and the second actual acceleration.
Optionally, the standard interval calculating module includes:
a first curvature calculation unit, configured to obtain a first historical acceleration of the first wheel set in the previous cycle, and calculate a first actual acceleration curvature according to the first historical acceleration and the first actual acceleration;
an interval calculation unit for calculating a standard acceleration curvature interval according to the first actual acceleration curvature and the standard curvature ratio
Correspondingly, the synchronous evaluation module comprises:
the second curvature calculation unit is used for acquiring a second historical acceleration of the second wheel set in the previous period and calculating a second actual acceleration curvature according to the second historical acceleration and the second actual acceleration;
and the judging unit is used for judging whether the second actual speed is within the standard acceleration curvature interval.
Optionally, the adjusting module includes:
an adjustment determination unit configured to determine whether the first actual acceleration curvature is larger than the second actual acceleration curvature;
the first adjusting unit is used for issuing the adjusting instruction to the driver and adjusting the first actual acceleration curvature of the next period when the first actual acceleration curvature is larger than the second actual acceleration curvature so as to enable the adjusted first actual acceleration curvature to be equal to the second actual acceleration curvature at the current moment;
and if not, adjusting the second actual acceleration curvature of the next period when the first actual acceleration curvature is smaller than the second actual acceleration curvature, so that the adjusted second actual acceleration curvature is equal to the first actual acceleration curvature at the current moment.
The present application also provides a computer readable storage medium having stored thereon a computer program that, when executed, performs the steps performed by the acceleration control method of the above-described dual drive vehicle.
The application also provides a controller of the dual-drive vehicle, which comprises a memory and a processor, wherein the memory stores a computer program, and the processor realizes the steps executed by the acceleration control method of the dual-drive vehicle when calling the computer program in the memory.
The invention provides an acceleration control method of a double-drive vehicle, which comprises the steps of determining a standard curvature ratio and receiving wheel set acceleration information uploaded by a driver; the wheel set acceleration information comprises a first actual acceleration of a first wheel set in a current period and a second actual acceleration of a second wheel set in the current period; calculating a first acceleration curvature according to the first actual acceleration, and calculating a standard acceleration curvature interval according to the first actual acceleration curvature and the standard curvature ratio; calculating a second acceleration curvature according to the second actual acceleration, and judging whether the second actual speed is within the standard acceleration curvature interval; if not, issuing an adjusting instruction to a driver to adjust the first actual acceleration of the next period or the second actual acceleration of the next period, so that the ratio of the adjusted acceleration curvature of the first wheel set to the adjusted acceleration curvature of the second wheel set is smaller than the standard curvature ratio.
Because of the many other configurations of the dual drive chassis, the speed tracking rates of the first and second wheel sets may be biased. When the speed tracking rates of the wheels on the two sides are equal, the actual running path of the vehicle conforms to the preset path, otherwise, the vehicle can yaw. The reason why the speed tracking rates of the wheels at the two sides are different is that the difference of the executable acceleration of the wheels at the two sides is too large, so that the speed change rates of the wheels at the two sides can be adjusted by changing the maximum acceleration of the wheels at the two sides, and further the speed tracking rates of the wheel sets at the two sides of the vehicle body and the posture change rate of the vehicle body are unified, and finally the actual driving route of the vehicle meets the preset requirement. Based on this, the present invention first determines a standard curvature ratio, a criterion for evaluating the degree to which the acceleration curvatures of the first and second wheel sets differ. Further, the method comprises the steps of obtaining a first actual acceleration of the first wheel set in the current period, obtaining a first acceleration curvature, and calculating a standard range standard, namely a standard acceleration curvature interval, of the acceleration curvature of the second wheel set according to the first acceleration curvature and a standard curvature ratio. Furthermore, the method calculates a second acceleration curvature according to a second actual acceleration of the current period of the second wheel set, and determines whether the second acceleration curvature is within a standard acceleration curvature interval, if so, the acceleration curvatures of the first wheel set and the second wheel set are good, and if not, the jerk curvature difference between the first wheel set and the second wheel set is large, which may cause vehicle yaw or driver error. The speed change is reflected by the acceleration curvature change, if the acceleration curvature of the current side is too large compared with the opposite acceleration curvature, the speed of the side wheel is increased faster than that of the opposite side wheel, and the side is caused to be deviated, so that the acceleration curvature of the side needs to be reduced, namely the acceleration of the side in the lower period is reduced, and the other side is ensured to track well. Therefore, the invention enables the ratio of the acceleration curvatures of the first wheel set and the second wheel set to be recovered to an allowable range by changing the actual acceleration of the next period of the first wheel set or the second wheel set, thereby reducing the deviation of the tracking rates of the wheels at two sides of the double-drive vehicle and reducing the degree of the vehicle deviating from the preset path. The application also provides an acceleration control system of the double-drive vehicle, a computer readable storage medium and a controller of the double-drive vehicle, which have the beneficial effects and are not repeated herein.
Drawings
In order to more clearly illustrate the embodiments of the present application, the drawings needed for 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 application, and that other drawings can be obtained by those skilled in the art without inventive effort.
FIG. 1 is a flow chart of an acceleration control method for a dual-drive vehicle according to an embodiment of the present disclosure;
FIG. 2 is a flow chart of another acceleration control method for a dual-drive vehicle according to an embodiment of the present disclosure;
FIG. 3 is a graph of acceleration versus time for normal tracking;
FIG. 4 is a graph of acceleration versus time when abnormal tracking occurs;
fig. 5 is a schematic structural diagram of an acceleration control system of a dual-drive vehicle according to an embodiment of the present disclosure.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some embodiments of the present application, but not all 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 application.
Referring to fig. 1, fig. 1 is a flowchart of an acceleration control method for a dual-drive vehicle according to an embodiment of the present disclosure.
The specific steps may include:
s101: determining a standard curvature ratio and receiving wheel set acceleration information uploaded by a driver; the wheel set acceleration information comprises a first actual acceleration of a first wheel set in a current period and a second actual acceleration of a second wheel set in the current period;
the standard curvature ratio determined in the step refers to a standard for evaluating the acceleration change conditions of the first wheel set and the second wheel set. When the acceleration curvature ratio of the first wheel set and the second wheel set is larger than the standard curvature ratio, the acceleration change degree of the wheel set on one side is considered to be obviously smaller than that of the wheel set on the other side, and at the moment, the vehicle can be seriously drifted, and normal vehicle driving is influenced. It should be added that the standard curvature ratio is a value set by a person skilled in the art by comprehensively considering the vehicle performance and the environment in which the vehicle runs, and can be flexibly set according to the specific implementation environment of the scheme.
It is worth noting that the implementation subject of the embodiment is a controller, that is, an improvement is made at a controller level, and the embodiment can be applied to control any kind of driver with feedback to change the acceleration of the first wheel set and the second wheel set at the next moment, so as to achieve the purposes of achieving a similar speed tracking rate of the first wheel set and the second wheel set and reducing the probability of vehicle yaw.
S102: calculating a first acceleration curvature according to the first actual acceleration, and calculating a standard acceleration curvature interval according to the first actual acceleration curvature and the standard curvature ratio;
since the present embodiment is directed to the control manner of the dual-drive vehicle during the variable acceleration movement, the acceleration of the first wheel set and the acceleration of the second wheel set are constantly changing during the variable acceleration movement. The first actual acceleration of the first wheel set in the current period is obtained in this step, and the actual acceleration of the first wheel set may be obtained in various ways, for example, the average acceleration in the current period is calculated by obtaining the speed change conditions at different times in the current period, and then the average acceleration in the current period is calculated by obtaining the average speed in the current period and the average speed in the previous period, for example, other methods for calculating the actual acceleration also exist, which are not described herein any more, and those skilled in the art may set the actual acceleration flexibly according to the actual conditions. Whatever method is used to obtain the actual acceleration for the current cycle, the purpose of this step is to understand the variable acceleration behavior of the first and second wheel sets during the current cycle.
It should be noted that, in practice, the driver obtains the rotation speed of the first wheel set, and since the first wheel set has a fixed diameter, it can be understood that the driver obtains the speed of the first wheel set. The above description also applies to the second wheel set, and is not repeated here. In this embodiment, the process of detecting the speed conditions of the first wheel set and the second wheel set is divided into a plurality of cycles, and the duration of the cycles can be flexibly set according to implementation conditions.
Furthermore, the standard acceleration curvature interval can be determined on the basis of obtaining the first actual acceleration curvature, namely when the second actual acceleration curvature is in the standard acceleration curvature interval, the ratio of the second acceleration curvature to the first acceleration curvature is smaller than the standard acceleration curvature interval, and at the moment, the difference of the acceleration change curvatures of the double-drive vehicle is in an error allowable range, so that an obvious driving yaw phenomenon cannot occur.
S103: calculating a second acceleration curvature according to the second actual acceleration, and judging whether the second actual speed is within the standard acceleration curvature interval; if yes, ending the process; if not, entering S104;
in an ideal state without any transmission error and environmental error, the speed tracking rates of the wheels on both sides at any time are completely consistent, that is, the first acceleration curvature and the second acceleration curvature are equal, and in this case, the dual-drive vehicle can travel according to a well-defined route. However, since in actual operation the ideal situation is not basically met, the speed tracking rates of the first wheel set and the second wheel set are deviated to a greater or lesser extent, and certainly, the deviation of the acceleration curvature is within the error tolerance range, which does not cause serious yaw of the vehicle, and this is allowed. However, when the acceleration curvature of the first wheel set and the second wheel set is too different (e.g. greater than the standard tracking rate difference in this step), the vehicle will be severely yawed, which affects the normal driving of the vehicle.
In the step, a second acceleration curvature of the second wheel set at the current moment is evaluated on the basis of S103, and if the second acceleration curvature is within a standard acceleration curvature interval, the acceleration change conditions of the first wheel set and the second wheel set at the current moment are basically consistent; otherwise, it indicates that the execution effect of the driver to execute the control command is obviously worse than that of the other side due to the mechanical transmission failure or environmental factors of a certain side wheel group, and the adjustment operation in S104 needs to be performed.
S104: and issuing an adjusting instruction to a driver to adjust the first actual acceleration of the next period or the second actual acceleration of the next period, so that the ratio of the adjusted acceleration curvature of the first wheel set to the adjusted acceleration curvature of the second wheel set is smaller than the standard curvature ratio.
The step is based on the premise that it is determined in S103 that the second acceleration curvature is not within the standard acceleration curvature interval, and the actual acceleration of the first wheel set and the actual acceleration of the second wheel set need to be changed. In this step, the operation of adjusting the first actual acceleration or the second actual acceleration is performed on the controller layer, and it can be understood that when the second actual speed is not within the standard acceleration curvature interval, because there is a case that the wheel set on one side cannot follow the speed of the wheel set on the other side due to a mechanical transmission problem, it is impossible to reduce the difference of the acceleration curvatures by changing the actual acceleration of the wheel set with smaller actual acceleration curvature, so the actual acceleration of the wheel set with larger actual acceleration curvature should be changed. That is, the "adjusting the first actual acceleration of the next cycle or the second actual acceleration of the next cycle" in S104 actually means changing the acceleration of the wheel group having the larger curvature of the actual acceleration among the first wheel group and the second wheel group.
It is understood that the specific value of the actual acceleration of the first wheel set or the actual acceleration of the second wheel set is not limited herein, as long as the adjusted curvature ratio is smaller than the standard curvature ratio. As a preferred embodiment, the adjusted acceleration curvature ratio may be smaller than a preset value, the preset value is set according to practical application of the present solution and is smaller than the standard curvature ratio, and the preset value is set here in the sense that when the acceleration curvature ratio is smaller than the preset value, even if there is a certain deviation in the acceleration of the first wheel set and the second wheel set, no significant influence will be exerted on the normal running of the dual drive vehicle, and no driver error will be caused.
Because of the many other configurations of the dual drive chassis, the speed tracking rates of the first and second wheel sets may be biased. When the speed tracking rates of the wheels on the two sides are equal, the actual running path of the vehicle conforms to the preset path, otherwise, the vehicle can yaw. The reason why the speed tracking rates of the wheels on the two sides are inconsistent is that the difference of the acceleration of the wheels on the two sides is overlarge, so that the speed tracking rates can be changed by changing the acceleration of the wheels on the two sides to adjust the speeds of the wheels on the two sides, and finally the actual driving route of the vehicle meets the preset requirement. Based on this, the present embodiment first determines a standard curvature ratio, which is a standard for evaluating the degree of difference in the acceleration curvatures of the first wheel set and the second wheel set. Further, the method comprises the steps of obtaining a first actual acceleration of the first wheel set in the current period, obtaining a first acceleration curvature, and calculating a standard range standard, namely a standard acceleration curvature interval, of the acceleration curvature of the second wheel set according to the first acceleration curvature and a standard curvature ratio. Further, in this embodiment, a second acceleration curvature is calculated according to a second actual acceleration of the current period of the second wheel set, and it is determined whether the second acceleration curvature is within a standard acceleration curvature interval, if so, it indicates that the acceleration curvatures of the first wheel set and the second wheel set are good, and if not, it indicates that the difference between the jerk curvatures of the first wheel set and the second wheel set is large, which may cause vehicle yaw or driver error. Furthermore, in the embodiment, the actual acceleration of the next period of the first wheel set or the second wheel set is changed to restore the ratio of the acceleration curvatures of the first wheel set and the second wheel set to the allowable range, so that the deviation of the acceleration curvatures of the wheels on the two sides of the dual-drive vehicle is reduced, and the degree of the vehicle deviating from the preset path is reduced.
Referring to fig. 2, fig. 2 is a flowchart illustrating an acceleration control method for a dual-drive vehicle according to an embodiment of the present disclosure;
the specific steps may include:
s201: acquiring a first actual speed of the first wheel set in the current period and a first historical actual speed of the first wheel set in the previous period, and calculating the first actual acceleration according to the first actual speed and the first historical actual speed;
s202: acquiring a second actual speed of the second wheel set in the current period and a second historical actual speed of the second wheel set in the previous period, and calculating a second actual acceleration according to the second actual speed and the second historical actual speed;
s203: and generating the wheel set acceleration information according to the first actual acceleration and the second actual acceleration.
S204: determining a standard curvature ratio and receiving wheel set acceleration information uploaded by a driver; the wheel set acceleration information comprises a first actual acceleration of a first wheel set in a current period and a second actual acceleration of a second wheel set in the current period;
s205: acquiring a first historical acceleration of the first wheel set in the previous period, and calculating a first actual acceleration curvature according to the first historical acceleration and the first actual acceleration;
s206: calculating a standard acceleration curvature interval according to the first actual acceleration curvature and the standard curvature ratio;
s207: and acquiring a second historical acceleration of the second wheel set in the previous period, and calculating a second actual acceleration curvature according to the second historical acceleration and the second actual acceleration.
S208: judging whether the second actual speed is within the standard acceleration curvature interval or not; if yes, entering S201; if not, the process goes to S209;
s209: judging whether the first actual acceleration curvature is larger than the second actual acceleration curvature; if yes, entering S210; if not, the process goes to S211;
s210: issuing the adjusting instruction to the driver, and adjusting the first actual acceleration curvature of the next period so as to enable the adjusted first actual acceleration curvature to be equal to a second actual acceleration curvature at the current moment;
s211: and issuing the adjusting instruction to the driver, and adjusting the second actual acceleration curvature of the next period so as to enable the adjusted second actual acceleration curvature to be equal to the first actual acceleration curvature at the current moment.
Referring to fig. 3 and 4, fig. 3 is a graph showing the relationship between acceleration and time during normal tracking, and fig. 4 is a graph showing the relationship between acceleration and time during abnormal tracking; the operation flow of the above embodiment is described by a specific example with reference to fig. 3 and fig. 4 as follows:
for example: the first wheel set has three consecutive periods of speed 70000counts/ms, 107000counts/ms, and 149000 counts/ms. One period is 10ms, so the acceleration of the last period is 3700counts/ms2The acceleration of the current period is 4200counts/ms2, and the acceleration curvature is 50counts/ms 3. The second wheel set has three consecutive periods with speeds of 125000counts/ms, 165000counts/ms, and 218000 counts/ms. One period is 10ms, so the acceleration of the last period is 4000 countss/ms2The acceleration of the present cycle is
5300counts/ms2Acceleration curvature of 130counts/ms3. The acceleration curvature ratio is 2.6, so the first wheel set is judged not to track, and the next period of the second wheel set is changed to send the acceleration
5300+50*10＝5800counts/ms2. As shown in fig. 4, the curvature of acceleration varies significantly over time 50 to 100 on the horizontal axis, and the total track is in place after the acceleration is adjusted. The first wheel set cannot track the first wheel set, and then the second wheel set issues acceleration change in the next period, so that the problem of overall tracking is avoided. Namely: the problem of vehicle yaw or driver error caused by the mechanical structure of the vehicle itself is solved by changing the average acceleration of the first or second wheel set.
Referring to fig. 5, fig. 5 is a schematic structural diagram of an acceleration control system of a dual-drive vehicle according to an embodiment of the present disclosure;
the system may include:
the information acquisition module 100 is configured to determine a standard curvature ratio and receive wheel set acceleration information uploaded by a driver; the wheel set acceleration information comprises a first actual acceleration of a first wheel set in a current period and a second actual acceleration of a second wheel set in the current period;
a standard interval calculation module 200, configured to calculate a first acceleration curvature according to the first actual acceleration, and calculate a standard acceleration curvature interval according to the first actual acceleration curvature and the standard curvature ratio;
the synchronous evaluation module 300 is configured to calculate a second acceleration curvature according to the second actual acceleration, and determine whether the second actual speed is within the standard acceleration curvature interval;
the adjusting module 400 is configured to issue an adjusting instruction to a driver to adjust a first actual acceleration of a next period or a second actual acceleration of the next period when the second actual speed is not within the standard acceleration curvature interval, so that a ratio of the adjusted acceleration curvature of the first wheel set to the adjusted acceleration curvature of the second wheel set is smaller than the standard curvature ratio.
Further, the method also comprises the following steps:
a first acceleration obtaining module, configured to obtain a first actual speed of the first wheel set in the current period and a first historical actual speed of the first wheel set in a previous period, and calculate a first actual acceleration according to the first actual speed and the first historical actual speed;
a second acceleration obtaining module, configured to obtain a second actual speed of the second wheel set in the current period and a second historical actual speed of the second wheel set in a previous period, and calculate a second actual acceleration according to the second actual speed and the second historical actual speed;
and the information generating module is used for generating the wheel set acceleration information according to the first actual acceleration and the second actual acceleration.
Further, the standard interval calculation module 200 includes:
a first curvature calculation unit, configured to obtain a first historical acceleration of the first wheel set in the previous cycle, and calculate a first actual acceleration curvature according to the first historical acceleration and the first actual acceleration;
an interval calculation unit for calculating a standard acceleration curvature interval according to the first actual acceleration curvature and the standard curvature ratio
Accordingly, the synchronization evaluation module 300 includes:
the second curvature calculation unit is used for acquiring a second historical acceleration of the second wheel set in the previous period and calculating a second actual acceleration curvature according to the second historical acceleration and the second actual acceleration;
and the judging unit is used for judging whether the second actual speed is within the standard acceleration curvature interval.
Further, the adjusting module 400 includes:
an adjustment determination unit configured to determine whether the first actual acceleration curvature is larger than the second actual acceleration curvature;
the first adjusting unit is used for issuing the adjusting instruction to the driver and adjusting the first actual acceleration curvature of the next period when the first actual acceleration curvature is larger than the second actual acceleration curvature so as to enable the adjusted first actual acceleration curvature to be equal to the second actual acceleration curvature at the current moment;
and if not, adjusting the second actual acceleration curvature of the next period when the first actual acceleration curvature is smaller than the second actual acceleration curvature, so that the adjusted second actual acceleration curvature is equal to the first actual acceleration curvature at the current moment.
Since the embodiment of the system part corresponds to the embodiment of the method part, the embodiment of the system part is described with reference to the embodiment of the method part, and is not repeated here.
The present application also provides a computer readable storage medium having stored thereon a computer program which, when executed, may implement the steps provided by the above-described embodiments. The storage medium may include: various media capable of storing program codes, such as a usb disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk, or an optical disk.
The present application further provides a controller for a dual drive vehicle, which may include a memory and a processor, where the memory stores a computer program, and when the processor calls the computer program in the memory, the steps provided in the foregoing embodiments may be implemented. Of course, the controller of the dual-drive vehicle may also comprise various network interfaces, power supplies and other components.
The embodiments are described in a progressive manner in the specification, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other. For the system disclosed by the embodiment, the description is relatively simple because the system corresponds to the method disclosed by the embodiment, and the relevant points can be referred to the method part for description. It should be noted that, for those skilled in the art, it is possible to make several improvements and modifications to the present application without departing from the principle of the present application, and such improvements and modifications also fall within the scope of the claims of the present application.
It is further noted that, in the present specification, relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
Claims (8)
1. An acceleration control method of a double-drive vehicle is applied to a controller and is characterized by comprising the following steps:
determining a standard curvature ratio and receiving wheel set acceleration information uploaded by a driver; the wheel set acceleration information comprises a first actual acceleration of a first wheel set in a current period and a second actual acceleration of a second wheel set in the current period;
calculating a first acceleration curvature according to the first actual acceleration, and calculating a standard acceleration curvature interval according to the first actual acceleration curvature and the standard curvature ratio;
calculating a second acceleration curvature according to the second actual acceleration, and judging whether the second acceleration curvature is within the standard acceleration curvature interval;
if not, issuing an adjusting instruction to a driver to adjust the first actual acceleration of the next period or the second actual acceleration of the next period so that the ratio of the adjusted acceleration curvature of the first wheel set to the acceleration curvature of the second wheel set is smaller than the standard curvature ratio;
wherein issuing an adjustment instruction to a driver to adjust a first actual acceleration of a next period or a second actual acceleration of the next period, so that the ratio of the adjusted acceleration curvature of the first wheel set to the adjusted acceleration curvature of the second wheel set to be smaller than the standard curvature ratio includes:
judging whether the first actual acceleration curvature is larger than the second actual acceleration curvature;
if so, issuing the adjusting instruction to the driver, and adjusting the first actual acceleration curvature of the next period so as to enable the adjusted first actual acceleration curvature to be equal to a second actual acceleration curvature at the current moment;
and if not, issuing the adjusting instruction to the driver, and adjusting the second actual acceleration curvature of the next period so as to enable the adjusted second actual acceleration curvature to be equal to the first actual acceleration curvature at the current moment.
2. The acceleration control method of claim 1, further comprising, prior to receiving wheel set acceleration information uploaded by a driver:
acquiring a first actual speed of the first wheel set in the current period and a first historical actual speed of the first wheel set in the previous period, and calculating the first actual acceleration according to the first actual speed and the first historical actual speed;
acquiring a second actual speed of the second wheel set in the current period and a second historical actual speed of the second wheel set in the previous period, and calculating a second actual acceleration according to the second actual speed and the second historical actual speed;
and generating the wheel set acceleration information according to the first actual acceleration and the second actual acceleration.
3. The acceleration control method of claim 2, wherein calculating a first acceleration curvature from the first actual acceleration comprises:
acquiring a first historical acceleration of the first wheel set in the previous period, and calculating a first actual acceleration curvature according to the first historical acceleration and the first actual acceleration;
correspondingly, calculating a second acceleration curvature from the second actual acceleration comprises:
and acquiring a second historical acceleration of the second wheel set in the previous period, and calculating a second actual acceleration curvature according to the second historical acceleration and the second actual acceleration.
4. An acceleration control system of a double-drive vehicle, which is applied to a controller, is characterized by comprising:
the information acquisition module is used for determining a standard curvature ratio and receiving wheel set acceleration information uploaded by the driver; the wheel set acceleration information comprises a first actual acceleration of a first wheel set in a current period and a second actual acceleration of a second wheel set in the current period;
the standard interval calculation module is used for calculating a first acceleration curvature according to the first actual acceleration and calculating a standard acceleration curvature interval according to the first actual acceleration curvature and the standard curvature ratio;
the synchronous evaluation module is used for calculating a second acceleration curvature according to the second actual acceleration and judging whether the second acceleration curvature is in the standard acceleration curvature interval or not;
the adjusting module is used for issuing an adjusting instruction to a driver to adjust a first actual acceleration of a next period or a second actual acceleration of the next period when the second acceleration curvature is not within the standard acceleration curvature interval, so that the ratio of the adjusted acceleration curvature of the first wheel set to the acceleration curvature of the second wheel set is smaller than the standard curvature ratio;
wherein the adjustment module comprises:
an adjustment determination unit configured to determine whether the first actual acceleration curvature is larger than the second actual acceleration curvature;
the first adjusting unit is used for issuing the adjusting instruction to the driver and adjusting the first actual acceleration curvature of the next period when the first actual acceleration curvature is larger than the second actual acceleration curvature so as to enable the adjusted first actual acceleration curvature to be equal to the second actual acceleration curvature at the current moment;
and if not, adjusting the second actual acceleration curvature of the next period when the first actual acceleration curvature is smaller than the second actual acceleration curvature, so that the adjusted second actual acceleration curvature is equal to the first actual acceleration curvature at the current moment.
5. The acceleration control system of claim 4, further comprising:
a first acceleration obtaining module, configured to obtain a first actual speed of the first wheel set in the current period and a first historical actual speed of the first wheel set in a previous period, and calculate a first actual acceleration according to the first actual speed and the first historical actual speed;
a second acceleration obtaining module, configured to obtain a second actual speed of the second wheel set in the current period and a second historical actual speed of the second wheel set in a previous period, and calculate a second actual acceleration according to the second actual speed and the second historical actual speed;
and the information generating module is used for generating the wheel set acceleration information according to the first actual acceleration and the second actual acceleration.
6. The acceleration control system of claim 5, wherein the standard interval calculation module comprises:
a first curvature calculation unit, configured to obtain a first historical acceleration of the first wheel set in the previous cycle, and calculate a first actual acceleration curvature according to the first historical acceleration and the first actual acceleration;
the interval calculation unit is used for calculating a standard acceleration curvature interval according to the first actual acceleration curvature and the standard curvature ratio;
correspondingly, the synchronous evaluation module comprises:
the second curvature calculation unit is used for acquiring a second historical acceleration of the second wheel set in the previous period and calculating a second actual acceleration curvature according to the second historical acceleration and the second actual acceleration;
and the judging unit is used for judging whether the second actual speed is within the standard acceleration curvature interval.
7. A controller for a dual drive vehicle, comprising:
a memory for storing a computer program;
a processor for performing the steps of the acceleration control method of a dual drive vehicle according to any of claims 1 to 3 when executing the computer program.
8. A computer-readable storage medium, characterized in that a computer program is stored thereon, which, when being executed by a processor, carries out the steps of the acceleration control method of a dual drive vehicle according to any one of claims 1 to 3.
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| US8315751B2 (en) * | 2008-02-29 | 2012-11-20 | GM Global Technology Operations LLC | Methods, program products, and systems for controlling braking in a hybrid vehicle |
| CN103204180B (en) * | 2012-01-15 | 2017-03-29 | 晟通科技集团有限公司 | Double wheel hub motor driven systems adaptive equalization rotating direction control method |
| CN103019239A (en) * | 2012-11-27 | 2013-04-03 | 江苏大学 | Trajectory tracking sliding mode control system and control method for spraying mobile robot |
| CN103879307B (en) * | 2014-03-13 | 2015-09-16 | 浙江大学 | A kind of trailing wheel individual drive control system for electronlmobil and method |
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| US9764744B2 (en) * | 2015-02-25 | 2017-09-19 | Magna Electronics Inc. | Vehicle yaw rate estimation system |
| DE102015009284A1 (en) * | 2015-07-09 | 2016-03-24 | Daimler Ag | Method for operating a vehicle |
| CN106184199B (en) * | 2016-07-07 | 2018-05-18 | 辽宁工业大学 | The integrated control method of distributed AC servo system electric vehicle stability |
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