CN110466361B - Vehicle control unit of pure electric vehicle driven by two-wheel hub motor and control method - Google Patents
Vehicle control unit of pure electric vehicle driven by two-wheel hub motor and control method Download PDFInfo
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- CN110466361B CN110466361B CN201910748260.XA CN201910748260A CN110466361B CN 110466361 B CN110466361 B CN 110466361B CN 201910748260 A CN201910748260 A CN 201910748260A CN 110466361 B CN110466361 B CN 110466361B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/28—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed without contact making and breaking, e.g. using a transductor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/32—Control or regulation of multiple-unit electrically-propelled vehicles
- B60L15/38—Control or regulation of multiple-unit electrically-propelled vehicles with automatic control
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2220/00—Electrical machine types; Structures or applications thereof
- B60L2220/40—Electrical machine applications
- B60L2220/44—Wheel Hub motors, i.e. integrated in the wheel hub
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/12—Speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/14—Acceleration
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/24—Steering angle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/423—Torque
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/48—Drive Train control parameters related to transmissions
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/54—Drive Train control parameters related to batteries
- B60L2240/547—Voltage
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/54—Drive Train control parameters related to batteries
- B60L2240/549—Current
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2250/00—Driver interactions
- B60L2250/26—Driver interactions by pedal actuation
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
Abstract
The invention discloses a pure electric vehicle controller driven by a two-wheel hub motor, wherein a signal acquisition module of the controller is used for acquiring an electronic gear shifter signal, a hub motor differential torque control switch signal, an accelerator pedal state signal, a brake pedal state signal and a brake pedal opening degree signal; the CAN communication module is used for sending wheel speed signals, steering wheel corner signals, vehicle speed signals, SOC values of the power battery, ABS trigger signals and working state signals of the battery management system to the MCU; the kinematic parameter module is used for sending a yaw angular velocity signal and a three-axis vehicle acceleration signal required by differential torque control to the MCU; the MCU identifies the driving intention of a driver, controls the differential torque yaw moment, drives the anti-skid control and controls the braking energy recovery. The invention can meet the control condition of the hub motor and embody the advantage of differential torque control.
Description
Technical Field
The invention relates to the field of hub motor vehicles, in particular to a vehicle control unit and a control method for a pure electric vehicle driven by a two-wheel hub motor.
Background
Two-wheeled in-wheel motor drive pure electric vehicles installs two in-wheel motors in the wheel, and two-wheeled independent control, for traditional centralized motor drive pure electric vehicles, in the in-wheel motor adopted distributed drive, all integrated drive, transmission and arresting gear in wheel hub, mechanical transmission parts such as clutch, derailleur, transmission shaft, differential mechanism, transfer case have been omitted, have faster response speed. Therefore, the dynamic performance of the whole vehicle can be improved by utilizing the characteristics of independent and controllable torque and quick response of the two-wheel hub motor.
In order to achieve the control target, the key technology is to design a vehicle control unit and a control method thereof, and the vehicle control unit can obtain more vehicle motion information than the traditional vehicle by utilizing the characteristics of independent control of high-voltage two wheels, accurate acquirement and easy acquisition of the torque, the rotating speed and the like of a hub motor, is used for estimating the vehicle state and the environmental parameters, and further completes the dynamic control of the whole vehicle. The vehicle controller is a carrier of a vehicle control strategy and control software, and not only needs to complete the functions of signal acquisition, control calculation, control output and communication provided by the system, but also needs to ensure the functional safety of the system, and also needs to consider cost constraint. At present, a vehicle control unit for a pure electric vehicle is not enough to adapt to control of a hub motor, and the differential torque control advantage is not enough.
Disclosure of Invention
The invention aims to provide a vehicle control unit of a two-wheel hub motor-driven pure electric vehicle and a control method thereof, which can meet the vehicle control conditions of the two-wheel hub motor-driven pure electric vehicle and embody the advantage of differential torque control.
In order to achieve the purpose, the vehicle control unit of the pure electric vehicle driven by the two-wheel hub motor is characterized in that: the system comprises a signal acquisition module, an MCU (micro Controller Unit), a CAN (Controller Area Network) communication module and a kinematic parameter module;
the signal acquisition module is used for acquiring an electronic gear shifter signal, a hub motor differential torque control switch signal, an accelerator pedal state signal, a brake pedal state signal and a brake pedal opening degree signal;
the CAN communication module is used for sending wheel speed signals, steering wheel corner signals, vehicle speed signals, a power battery SOC (State of Charge) value, an ABS (antilock brake system) trigger signal, a battery management system working State signal, a power battery current signal, a power battery voltage signal and the currently allowed maximum charging current of the power battery to the MCU;
the kinematic parameter module is used for sending a yaw angular velocity signal and a three-axis vehicle acceleration signal required by differential torque control to the MCU;
the MCU is used for identifying the driving intention of the driver according to the accelerator pedal state signal, the brake pedal state signal and the electronic gear shifter signal;
the MCU carries out differential torsion yaw moment control according to the differential torsion control switch signal of the in-wheel motor, the steering wheel corner signal, the yaw angle speed signal, the three-axial vehicle acceleration signal, the vehicle speed signal, the SOC value of the power battery, the current signal of the power battery and the voltage signal of the power battery
The MCU carries out drive anti-skid control according to wheel speed signals of wheels, vehicle speed signals, driving torque signals of a hub motor, an SOC value of a power battery, current signals of the power battery and voltage signals of the power battery;
the MCU realizes the function of recovering the braking energy according to the brake pedal state signal, the brake pedal opening degree signal, the vehicle speed signal, the ABS triggering signal, the working state signal of the battery management system, the SOC value of the power battery and the currently allowed maximum charging current of the power battery.
Compared with the prior art, the invention has the following advantages:
the vehicle control unit and the control method for the pure electric vehicle driven by the two-wheel-drive hub motor solve the problem that kinematics input parameters such as yaw angular velocity and longitudinal acceleration are needed for the coordination control of the two-wheel-hub motor, and distribute the driving torques of the left wheel and the right wheel to form differential torque yaw torque between the wheels of the vehicle by utilizing the controllable advantage of the single-wheel torque of the hub motor, so that the torque vector control is better carried out, and the kinematics performance of the whole vehicle is improved.
The invention can provide an electronic gear shifter signal, a hub motor differential torque control switch signal, an accelerator pedal state signal, a brake pedal state signal and a brake pedal opening degree signal as functional input signals for a driver driving intention recognition control function; when the automobile is turned, a steering wheel corner signal, a hub motor differential torque control switch signal, a yaw velocity signal, a three-axis vehicle acceleration signal, a vehicle speed signal and a hub motor torque signal can be provided for differential torque yaw torque control to be input as functions, the controllable advantage of single-wheel moment of the hub motor is utilized, the driving torque of left and right wheels is distributed to form differential torque yaw torque between automobile wheels, and the maneuverability of the automobile is improved.
Drawings
FIG. 1 is a functional block diagram of the present invention;
the system comprises a power supply control module, a signal acquisition module 2, a MCU3, a CAN communication module 4, a kinematic parameter module 5 and an internal voltage monitoring module 6.
Detailed Description
The invention is described in further detail below with reference to the following figures and specific examples:
the vehicle control unit of the pure electric vehicle driven by the two-wheel hub motor shown in fig. 1 comprises a power supply control module 1, a signal acquisition module 2, an MCU3, a CAN communication module 4, a kinematic parameter module 5 and an internal voltage monitoring module 6;
the power supply control module 1 is used for supplying power to an external sensor of the whole vehicle to meet the power supply requirements of various functions, and the whole vehicle controller can provide a 12V power supply, a 5V power supply and a 3.3V power supply according to different power supplies;
the internal voltage monitoring module 6 is used for detecting whether the voltage signal output by the power control module is effective or not, identifying whether the voltage signal on the circuit can be collected or not in the first step of the detection principle, and judging whether the value of the collected voltage signal is effective or not in the second step;
the signal acquisition module 2 is used for acquiring an electronic gear shifter signal, a hub motor differential torque control switch signal, an accelerator pedal state signal, a brake pedal state signal and a brake pedal opening degree signal;
the CAN communication module 4 is used for sending wheel speed signals of wheels, steering wheel corner signals, vehicle speed signals, a power battery SOC value, ABS trigger signals, battery management system working state signals (the signals represent the state quantity of the power battery working normally), power battery current signals, power battery voltage signals and the currently allowed maximum charging current of the power battery to the MCU 3;
the kinematic parameter module 5 is used for sending a yaw velocity signal and a three-axis vehicle acceleration signal required by the differential torque control to the MCU3, wherein the yaw velocity is used for calculating a yaw moment, and the vehicle acceleration is used for judging the vehicle stable state;
the MCU3 is used for identifying the driving intention of a driver according to an accelerator pedal state signal, a brake pedal state signal and an electronic gear shifter signal, wherein the driving intention identification is the operation identification of acceleration, deceleration and gear shifting of the driver, namely if the accelerator pedal state signal is detected, the driver has an acceleration demand, the value of the acceleration demand is judged according to the depth of the accelerator pedal, if the brake pedal state signal is detected, the driver has a deceleration demand, the value of the deceleration demand is judged according to the depth of the brake pedal, if the electronic gear shifter signal is detected, the driver has the requirements of forward movement, reverse movement and parking, and the specific requirement is judged according to the gear position of the electronic gear shifter;
the control mode of the MCU3 for carrying out differential torque yaw moment control according to the in-wheel motor differential torque control switch signal, the steering wheel angle signal, the yaw velocity signal, the three-axis vehicle acceleration signal, the vehicle speed signal, the power battery SOC value, the power battery current signal and the power battery voltage signal is as follows: in the control algorithm, a pure electric vehicle driven by a two-wheel hub motor is converted into a linear two-degree-of-freedom vehicle model, the stress relation of lateral and transverse motion of the vehicle during turning is researched, a driver rotates a steering wheel and starts a differential switch, an MCU3 obtains a differential torque control switch signal of the hub motor and a steering wheel corner signal as a precondition for triggering differential torque yaw moment control in the operation process, an ideal yaw rate of the vehicle is obtained by establishing a stress equation of a resultant force of the external force of the vehicle in the direction vertical to the vehicle speed and a moment around a mass center, an actual yaw rate signal of the vehicle is obtained by a kinematic parameter module 5, the differential torque yaw moment of the two-wheel hub motor is decided by taking the difference value of the ideal yaw rate and the actual yaw rate as an input parameter of a PID (proportion, integral and differential) control algorithm, and finally the differential torque yaw moment is decided according to an SOC value of a power battery, Calculating current signals of the power battery and voltage signals of the power battery to obtain the currently allowed maximum driving torque of the power battery, and comparing the total driving force obtained after the single wheel is added with the differential torque yaw moment with the currently allowed maximum driving torque of the power battery to obtain the optimal driving wheel torque; judging whether the vehicle is unstable or not according to the triaxial vehicle acceleration signal, judging whether the effect of the yaw moment control of the differential torque occurs or not by observing the lateral acceleration, namely the lateral acceleration value is large when the vehicle is unstable, the empirical value is larger than 0.4g, and controlling the increased lateral acceleration in a stable area by controlling to achieve the control effect;
the MCU3 controls the drive antiskid control according to the wheel speed signal, the vehicle speed signal, the hub motor driving torque signal, the power battery SOC value, the power battery current signal and the power battery voltage signal as follows: when the wheels slip, firstly, the slip rate of each wheel at the current moment is obtained according to the vehicle speed signal and the wheel speed signal of each wheel; then obtaining the maximum antiskid driving torque of each wheel according to the vehicle speed signal, the driving torque signal of the hub motor, the slip ratio of each wheel and the wheel speed of each wheel, finally obtaining the current maximum allowable driving torque of the power battery by calculation according to the SOC value of the power battery, the current signal of the power battery and the voltage signal of the power battery, and comparing the maximum antiskid driving torque with the current maximum allowable driving torque of the power battery to obtain the optimal driving wheel torque;
the specific control mode of the MCU3 for realizing the braking energy recovery function according to the brake pedal state signal, the brake pedal opening degree signal, the vehicle speed signal, the ABS trigger signal, the battery management system working state signal, the power battery SOC value and the currently allowed maximum charging current of the power battery is as follows: the driver steps on the brake pedal, judges whether the brake pedal works normally according to the brake pedal state signal, if not, does not consider the recovery of brake energy, if normal, converts the obtained brake pedal opening degree signal into a brake deceleration signal and a brake torque signal, and obtains the front and rear axle load of the vehicle by establishing a vehicle speed direction stress equation, distributing braking torque of the front axle and the rear axle according to a load proportion, wherein the larger the load is, the larger the braking torque is, finally, distributing the braking torque to hydraulic braking force and electric braking force of the hub motor according to the front braking force and the rear braking force, judging whether the power battery works normally according to a working state signal of a battery management system by a distribution principle, if not, not considering braking energy recovery, and if normal, considering an SOC value of the power battery and the currently allowed maximum charging current, so that the electric braking force of the hub motor is determined to be maximum, and the braking energy recovery efficiency is optimal; and if the vehicle speed is detected to be too low through the vehicle speed signal or the ABS triggering signal, the braking energy recovery function is exited.
In the technical scheme, in order to improve the system reliability, the MCU3 main chip adopts a dual-core lock-step microprocessor, and two cores adopt a mirror image orthogonal structure on the basis of the principle of hardware technology, and are isolated and separately packaged to prevent high-frequency crosstalk. The software of the MCU3 completes program result proofreading by respectively delaying front and back, and then comparing, if the program is wrong, interrupt or reset operation is generated, and dual-core lock step is completed. When the microprocessor runs, the microprocessor can automatically perform self-check of the CPU unit, the clock unit and the storage unit, and when a fault occurs, a response interrupt is generated to inform an application program to process.
Among the above-mentioned technical scheme, CAN communication module 4 includes: the system comprises three paths of CAN signals, namely an M-CAN, a P-CAN and an H-CAN (the H-CAN comprises a vehicle-mounted charger signal, an electric water pump signal, a battery management system signal and a DC/DC signal, the P-CAN comprises a vehicle body controller signal, an electric power steering signal, an instrument signal, an air conditioner signal, a corner sensor signal and an electronic gear shifter signal, the M-CAN comprises a left rear hub motor signal and a right rear hub motor signal), and the CAN communication modules 4 are respectively connected between the MCU3 and the battery management system, between the MCU3 and the hub motor controller and between the MCU3 and an automobile instrument and are used for carrying out automobile data transmission communication with the battery management system, the DC/DC, the vehicle-mounted charger, the air conditioner, the motor controller and the automobile instrument.
In the technical scheme, the signal acquisition module 2 is used for acquiring an ignition key state signal, the MCU3 judges the vehicle key state through the ignition key state signal, the state is divided into an OFF gear, an ACC gear and an ON gear, the OFF gear is used for preventing the vehicle from being started, the ACC gear is used for preventing the low-voltage system of the vehicle from being electrified, and the ON gear is used for preventing the vehicle from being started.
Among the above-mentioned technical scheme, signal acquisition module 2 is used for gathering the brake switch signal, and MCU3 judges whether the driver steps on brake pedal through the brake switch signal.
In the technical scheme, the MCU3 judges the gear state of the vehicle through signals of the electronic gear shifter, wherein the gear state comprises a forward gear, a backward gear, a neutral gear and a parking gear.
In the technical scheme, the MCU3 judges whether the vehicle starts differential torque control or not through the differential torque control switch signal of the hub motor.
In the technical scheme, the MCU3 identifies the magnitude of the driving torque signal through the accelerator pedal state signal.
In the technical scheme, the signal acquisition module 2 is used for acquiring a brake boosting sensor (the sensor is commonly used on a vehicle and used for identifying the depth of a brake pedal, the output value of the sensor is not voltage, the deeper the pedal depth is, the larger the output voltage value is) and a signal output by a brake system oil pressure sensor, the MCU3 identifies a brake torque value through the signals output by the brake boosting sensor and the oil pressure sensor, and the identified value is a brake demand torque value.
In the technical scheme, the MCU3 is used for sending an electric vacuum pump relay driving signal to the electric vacuum pump of the brake system to enable the electric vacuum pump of the brake system to work, and the MCU3 is used for outputting a difference torque function indicator lamp driving signal to display the opening of a difference torque function.
In the above technical scheme, the MCU3 is configured to send a hub motor enable driving signal to the hub motor (the hub motor is sent before normal operation).
A method for controlling a pure electric vehicle driven by a two-wheel hub motor comprises the following steps:
step 1: the signal acquisition module 2 acquires an electronic gear shifter signal, a hub motor differential torque control switch signal, an accelerator pedal state signal, a brake pedal state signal and a brake pedal opening degree signal;
the CAN communication module 4 sends wheel speed signals of wheels, steering wheel corner signals, vehicle speed signals, a power battery SOC value, ABS trigger signals, battery management system working state signals, power battery current signals, power battery voltage signals and currently allowed maximum charging current of a power battery to the MCU 3;
the kinematic parameter module 5 sends a yaw rate signal and a three-axis vehicle acceleration signal required by the differential torque control to the MCU 3;
step 2: the MCU3 identifies the driving intention of the driver according to the accelerator pedal state signal, the brake pedal state signal and the electronic gear shifter signal;
the MCU3 controls the differential torque yaw moment according to the differential torque control switch signal of the in-wheel motor, the steering wheel angle signal, the yaw velocity signal, the three-axial vehicle acceleration signal, the vehicle speed signal, the SOC value of the power battery, the current signal of the power battery and the voltage signal of the power battery
The MCU3 carries out drive anti-skid control according to wheel speed signals, vehicle speed signals, hub motor driving torque signals, a power battery SOC value, a power battery current signal and a power battery voltage signal of each wheel;
the MCU3 realizes the function of recovering the braking energy according to the brake pedal state signal, the brake pedal opening degree signal, the vehicle speed signal, the ABS trigger signal, the working state signal of the battery management system, the SOC value of the power battery and the currently allowed maximum charging current of the power battery.
Details not described in this specification are within the skill of the art that are well known to those skilled in the art.
Claims (8)
1. The utility model provides a two-wheeled in-wheel motor drive pure electric vehicles vehicle control unit which characterized in that: the device comprises a signal acquisition module (2), an MCU (3), a CAN communication module (4) and a kinematic parameter module (5); the signal acquisition module (2) is used for acquiring an electronic gear shifter signal, a hub motor differential torque control switch signal, an accelerator pedal state signal, a brake pedal state signal and a brake pedal opening degree signal; the CAN communication module (4) is used for sending wheel speed signals, steering wheel corner signals, vehicle speed signals, a power battery SOC value, ABS trigger signals, battery management system working state signals, power battery current signals, power battery voltage signals and the currently allowed maximum charging current of the power battery to the MCU (3); the kinematic parameter module (5) is used for sending a yaw velocity signal and a three-axis vehicle acceleration signal required by the differential torque control to the MCU (3);
the MCU (3) is used for identifying the driving intention of a driver according to the accelerator pedal state signal, the brake pedal state signal and the electronic gear shifter signal;
the MCU (3) performs differential torque yaw moment control according to a differential torque control switch signal of the hub motor, a steering wheel corner signal, a yaw velocity signal, a three-axial vehicle acceleration signal, a vehicle speed signal, a power battery SOC value, a power battery current signal and a power battery voltage signal;
the MCU (3) performs drive anti-skid control according to wheel speed signals of wheels, vehicle speed signals, driving torque signals of a hub motor, an SOC value of a power battery, current signals of the power battery and voltage signals of the power battery;
the MCU (3) realizes the function of recovering the braking energy according to the state signal of the brake pedal, the opening signal of the brake pedal, the vehicle speed signal, the ABS trigger signal, the working state signal of the battery management system, the SOC value of the power battery and the currently allowed maximum charging current of the power battery;
the MCU (3) carries out drive anti-skid control according to wheel speed signals, vehicle speed signals, hub motor driving torque signals, a power battery SOC value, a power battery current signal and a power battery voltage signal in the following control mode: when the wheels slip, firstly, the slip rate of each wheel at the current moment is obtained according to the vehicle speed signal and the wheel speed signal of each wheel; then obtaining the maximum antiskid driving torque of each wheel according to the vehicle speed signal, the driving torque signal of the hub motor, the slip ratio of each wheel and the wheel speed of each wheel, finally obtaining the current maximum allowable driving torque of the power battery by calculation according to the SOC value of the power battery, the current signal of the power battery and the voltage signal of the power battery, and comparing the maximum antiskid driving torque with the current maximum allowable driving torque of the power battery to obtain the optimal driving wheel torque;
the specific control mode of the MCU (3) for realizing the braking energy recovery function according to the brake pedal state signal, the brake pedal opening degree signal, the vehicle speed signal, the ABS trigger signal, the battery management system working state signal, the power battery SOC value and the currently allowed maximum charging current of the power battery is as follows: the driver steps on the brake pedal, judges whether the brake pedal works normally according to the brake pedal state signal, if not, does not consider the recovery of brake energy, if normal, converts the obtained brake pedal opening degree signal into a brake deceleration signal and a brake torque signal, and obtains the front and rear axle load of the vehicle by establishing a vehicle speed direction stress equation, distributing braking torque of the front axle and the rear axle according to a load proportion, wherein the larger the load is, the larger the braking torque is, finally, distributing the braking torque to hydraulic braking force and electric braking force of the hub motor according to the front braking force and the rear braking force, judging whether the power battery works normally according to a working state signal of a battery management system by a distribution principle, if not, not considering braking energy recovery, and if normal, considering an SOC value of the power battery and the currently allowed maximum charging current, so that the electric braking force of the hub motor is determined to be maximum, and the braking energy recovery efficiency is optimal; and if the vehicle speed is detected to be too low through the vehicle speed signal or the ABS triggering signal, the braking energy recovery function is exited.
2. The vehicle control unit of the two-wheel hub motor-driven pure electric vehicle of claim 1, characterized in that: the signal acquisition module (2) is used for acquiring an ignition key state signal, and the MCU (3) judges the vehicle key state according to the ignition key state signal;
the signal acquisition module (2) is used for acquiring a brake switch signal, and the MCU (3) judges whether a driver steps on a brake pedal or not through the brake switch signal;
the MCU (3) judges the gear state of the vehicle through the signal of the electronic gear shifter;
and the MCU (3) judges whether the vehicle starts differential torque control or not through the differential torque control switch signal of the hub motor.
3. The vehicle control unit of the two-wheel hub motor-driven pure electric vehicle of claim 1, characterized in that: the control mode of the MCU (3) for carrying out differential torque yaw moment control according to the differential torque control switch signal of the hub motor, the steering wheel angle signal, the yaw velocity signal, the three-axis vehicle acceleration signal, the vehicle speed signal, the SOC value of the power battery, the current signal of the power battery and the voltage signal of the power battery is as follows: in the control algorithm, a two-wheel hub motor-driven pure electric automobile is converted into a linear two-degree-of-freedom automobile model, the stress relation between lateral and transverse movement of the automobile during turning is researched, a driver rotates a steering wheel and starts a differential torque switch, a MCU3 obtains a hub motor differential torque control switch signal and a steering wheel corner signal as a precondition for triggering differential torque yaw moment control in the operation process, an ideal yaw rate of the automobile is obtained by taking the resultant force of the external force of the automobile in the direction perpendicular to the automobile speed and the moment around the mass center and establishing a stress equation, then an actual yaw rate signal of the automobile is obtained through a kinematic parameter module (5), the differential torque yaw moment of the two-wheel hub motor is decided by taking the difference value of the ideal yaw rate and the actual yaw rate as input parameters of a PID control algorithm, and finally the maximum driving moment allowed by the power battery is obtained through calculation according to the SOC value of the power battery, the current signal, comparing the total driving force of the single wheel with the differential torque yaw moment with the maximum driving moment allowed by the power battery to obtain the optimal driving wheel moment; whether the vehicle is unstable or not is judged according to the triaxial vehicle acceleration signal, whether the effect of the differential torque yaw moment control is generated or not can be judged by observing the lateral acceleration, and the control effect is achieved by controlling the increased lateral acceleration in a stable area.
4. The vehicle control unit of the two-wheel hub motor-driven pure electric vehicle of claim 1, characterized in that: the MCU (3) identifies the magnitude of the driving torque signal through the accelerator pedal state signal.
5. The vehicle control unit of the two-wheel hub motor-driven pure electric vehicle of claim 1, characterized in that: the signal acquisition module (2) is used for acquiring signals output by the brake power-assisted sensor and the brake system oil pressure sensor, the MCU3 identifies a brake torque value through the signals output by the brake power-assisted sensor and the oil pressure sensor, and the identified value is a brake demand torque value.
6. The vehicle control unit of the two-wheel hub motor-driven pure electric vehicle of claim 1, characterized in that: the MCU (3) is used for sending an electric vacuum pump relay driving signal to the electric vacuum pump of the braking system to enable the electric vacuum pump of the braking system to work, and the MCU (3) is used for outputting a difference torque function indicator lamp driving signal to display the opening of a difference torque function.
7. The vehicle control unit of the two-wheel hub motor-driven pure electric vehicle of claim 1, characterized in that: and the MCU (3) is used for sending a hub motor enabling driving signal to the hub motor.
8. The method for controlling the whole pure electric vehicle driven by the two-wheel hub motor of the controller of claim 1 is characterized by comprising the following steps of:
step 1: the signal acquisition module (2) acquires an electronic gear shifter signal, a hub motor differential torque control switch signal, an accelerator pedal state signal, a brake pedal state signal and a brake pedal opening degree signal;
the CAN communication module (4) sends wheel speed signals, steering wheel corner signals, vehicle speed signals, a power battery SOC value, ABS trigger signals, battery management system working state signals, power battery current signals, power battery voltage signals and the currently allowed maximum charging current of the power battery to the MCU (3);
the kinematic parameter module (5) sends a yaw rate signal and a three-axis vehicle acceleration signal required by differential torque control to the MCU (3);
step 2: the MCU (3) identifies the driving intention of the driver according to the accelerator pedal state signal, the brake pedal state signal and the electronic gear shifter signal;
the MCU (3) carries out differential torsion yaw moment control according to a differential torsion control switch signal of the hub motor, a steering wheel corner signal, a yaw velocity signal, a triaxial vehicle acceleration signal, a vehicle speed signal, a power battery SOC value, a power battery current signal and a power battery voltage signal, and the MCU (3) carries out drive anti-skid control according to a wheel speed signal, the vehicle speed signal, a hub motor drive torque signal, a power battery SOC value, a power battery current signal and a power battery voltage signal of each wheel;
and the MCU (3) realizes the function of recovering the braking energy according to the state signal of the brake pedal, the opening degree signal of the brake pedal, the vehicle speed signal, the ABS trigger signal, the working state signal of the battery management system, the SOC value of the power battery and the currently allowed maximum charging current of the power battery.
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| CN112026536B (en) * | 2020-09-07 | 2022-06-21 | 中国第一汽车股份有限公司 | Driving anti-skid control method of electric automobile and double-motor four-wheel-drive electric automobile |
| CN112606707B (en) * | 2020-12-23 | 2022-08-30 | 东风汽车集团有限公司 | Hydrogen fuel cell four-wheel hub motor driving plug-in controller and control method |
| CN112896167B (en) * | 2021-03-08 | 2022-09-27 | 东风汽车集团股份有限公司 | Anti-skid control method and control system for driving of two-wheel drive vehicle |
| CN113276685A (en) * | 2021-04-26 | 2021-08-20 | 安徽域驰智能科技有限公司 | Energy recovery control method based on steering wheel turning angle and steering rate |
| CN113665373B (en) * | 2021-09-17 | 2023-06-16 | 无锡新振发太阳能汽车科技有限公司 | Intelligent control system for solar automobile double-hub motor |
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| US20040263099A1 (en) * | 2002-07-31 | 2004-12-30 | Maslov Boris A | Electric propulsion system |
| JP5832868B2 (en) * | 2011-11-22 | 2015-12-16 | Ntn株式会社 | Electric car |
| CN103895524B (en) * | 2012-12-27 | 2017-10-31 | 比亚迪股份有限公司 | The drive system and its drive control method of a kind of electric motor coach |
| JP6182770B2 (en) * | 2013-08-30 | 2017-08-23 | 日立オートモティブシステムズ株式会社 | Electric vehicle control system |
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