CN111152665A - Pure electric vehicle AMT gear shifting process control method based on driving style recognition - Google Patents

Pure electric vehicle AMT gear shifting process control method based on driving style recognition Download PDF

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CN111152665A
CN111152665A CN202010016862.9A CN202010016862A CN111152665A CN 111152665 A CN111152665 A CN 111152665A CN 202010016862 A CN202010016862 A CN 202010016862A CN 111152665 A CN111152665 A CN 111152665A
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driving motor
torque
speed
driving
vehicle
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CN111152665B (en
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付尧
雷雨龙
耿小虎
李兴忠
褚天争
侯利国
陈魏
温官正
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Jilin University
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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
    • B60L15/2054—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 by controlling transmissions or clutches
    • 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
    • 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
    • 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
    • B60L2240/421—Speed
    • 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
    • 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
    • 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

Abstract

The invention discloses a pure electric vehicle AMT gear shifting process control method based on driving style recognition, which comprises the following steps of 1, collecting the opening degree of an automobile accelerator pedal, the automobile speed and the automobile acceleration of a current driver in a [0, T ] time period, 2, obtaining the average value of the opening degree of the automobile accelerator pedal, the maximum value of the opening degree of the automobile accelerator pedal, the average value of the automobile speed, the maximum value of the automobile speed, the average value of the automobile acceleration and the maximum value of the automobile acceleration in the [0, T ] time period, 3, if G is not less than 0 and not more than β, enabling the driving style of the driver to be comfortable, and if G is more than β and not more than 100, enabling the driving style of the driver to be sports, wherein β is a critical value for recognizing the comfortable style and the sports of the driver, G is the driving recognition degree of the driver, and 4, obtaining the torque reduction rate, the speed regulation rate and the torque recovery rate of a driving motor of the driving motor in the gear shifting process through the driving style of the driver.

Description

Pure electric vehicle AMT gear shifting process control method based on driving style recognition
Technical Field
The invention relates to the field of control over automatic transmissions of pure electric vehicles, in particular to a pure electric vehicle AMT gear shifting process control method based on driving style recognition.
Background
At present, a pure electric vehicle mostly adopts a transmission form of a driving motor and a single-stage reducer, and the transmission form has the advantages of simple structure, easy design and development, low cost and higher performance requirement on the driving motor. The driving motor needs to output larger instantaneous torque in a constant torque operation area and can output higher operation rotating speed in a constant power operation area so as to ensure that the automobile can obtain good acceleration performance without influencing the highest speed. Meanwhile, in order to prevent the maximum speed of the automobile from being reduced, the main speed reducer usually adopts a lower speed ratio, which can cause the driving motor to work in a state of large current and high torque, the efficiency of the driving motor is lower, the efficiency of a power battery can not be fully utilized, and the driving range of the automobile can be reduced.
In order to better exert the advantages of green, environment-friendly, zero emission and the like of the pure electric automobile, reduce the performance requirement of the pure electric automobile on the driving motor and increase the driving range of the automobile, a transmission scheme of a low-torque driving motor and a multi-gear automatic transmission can be adopted for the pure electric automobile. The mechanical automatic transmission has the advantages of compact structure, low manufacturing cost, higher transmission efficiency, small volume and light weight, and is very suitable for being applied to pure electric vehicles.
The pure electric vehicle adopting the driving motor + AMT transmission form has the advantages that the driving motor can be directly connected with the AMT, a transmission system is free of a clutch, and a gear shifting control strategy based on driving synchronization of the driving motor is adopted. The scheme of the power transmission system can reduce the performance requirement of the pure electric vehicle on the driving motor, meet the requirements of the power performance and the economy of the whole vehicle and increase the driving range of the pure electric vehicle. The pure electric vehicle gear shifting control system mainly relates to a whole vehicle control unit VCU, a battery management system BMS, a motor control unit MCU, an AMT control unit TCU and the like, and CAN bus communication among the control units. The AMT electric control unit can automatically switch gears according to the current automobile running condition, but the gear shifting operation is completed by the coordination and the coordination of the driving motor and the AMT. Therefore, the calibration of the control parameters of the TCU and the MCU is closely related to the performance of the whole vehicle. At present, the driving style of a driver is not considered in the gear shifting process control method of the driving motor-AMT direct-connected power transmission system, so that the individualized requirements of the drivers with different driving styles on the gear shifting process are difficult to meet, and the driving experience is directly influenced.
The driving style identification is commonly used in the fields of intelligent driving, energy consumption prediction, steering systems and the like of automobiles, different drivers have different driving styles, the identification of the driving styles of the drivers mainly obtains a judgment result by analyzing the logical relationship of driving operation data of the drivers, and finally the vehicle is adapted to the drivers. At present, the driving style recognition is rarely applied to a gear shifting process when being applied to an automobile, and the application of the driving style recognition in the field of gear shifting of a pure electric automobile is blank, so that research on the aspect is urgently needed.
Disclosure of Invention
The invention aims to design and develop an AMT gear shifting process control method of a pure electric vehicle based on driving style recognition, and realize that the gear shifting process of a two-gear AMT of the pure electric vehicle meets the individual requirements of drivers with different driving styles by adjusting the control parameters of a driving motor, thereby improving the intelligent level of the gear shifting process.
The technical scheme provided by the invention is as follows:
a pure electric vehicle AMT gear shifting process control method based on driving style recognition comprises the following steps:
step 1, acquiring the opening degree of an automobile accelerator pedal, the automobile speed and the automobile acceleration of a current driver in a monitoring time period;
step 2, obtaining an average value of the opening degree of an automobile accelerator pedal, a maximum value of the opening degree of the automobile accelerator pedal, an average value of the automobile speed, a maximum value of the automobile speed, an average value of the automobile acceleration and a maximum value of the automobile acceleration in the monitoring time period;
step 3, if G is more than or equal to 0 and less than or equal to β, the driving style of the driver is comfortable;
if G is more than β and less than or equal to 100 percent, the driving style of the driver is sports;
β is a critical value for recognizing comfortable driving style and sports type of a driver, and G is the recognition degree of the driving style of the driver;
the recognition degree of the driving style of the driver meets the following requirements:
Figure BDA0002359213630000021
in the formula, thetaaveTo average the opening of the accelerator pedal of the vehicle over a monitored period of time, thetamaxFor monitoring the maximum value of the opening of the accelerator pedal of the vehicle during the time period uaveIs the average value of the vehicle speed, u, over a monitoring periodmaxFor monitoring the maximum value of the vehicle speed in the time period, aaveFor monitoring the average value of the acceleration of the vehicle in the time period, amaxThe maximum value of the acceleration of the automobile in the monitoring time period is obtained;
step 4, if the driving style of the driver is comfortable, and obj1k≤G×obj1max≤obj1k+1If so, in the variation ranges of the torque reduction rate of the driving motor, the speed regulation rate of the driving motor and the torque recovery rate of the driving motor in the gear shifting process, the kth group of data is the optimal torque reduction rate of the driving motor, the speed regulation rate of the driving motor and the torque recovery rate of the driving motor;
of these, obj1kFor the k-th set of comfort objective function values, obj1maxComfort objective function maximum, obj1k+1The comfort objective function value of the (k + 1) th group;
if the driver's driving style is sporty, and obj2k≤(1-G)×obj2max≤obj2k-1The variation ranges of the torque reduction rate of the driving motor, the speed regulation rate of the driving motor and the torque recovery rate of the driving motor in the gear shifting processThe kth group of data is the optimal torque reduction rate of the driving motor, the speed regulation rate of the driving motor and the torque recovery rate of the driving motor;
of these, obj2kFor the k-th set of motility objective function values, obj2maxMaximum value of the motility objective function, obj2k-1The mobility objective function value of the k-1 group.
Preferably, in step 3, the threshold value for driver driving style comfort and sport recognition satisfies:
M≤2000kg：60％≤β≤75％；
2000kg＜M≤4000kg：45％≤β＜60％；
M＜4000kg：30％≤β＜45％；
in the formula, M is the mass of the whole vehicle.
Preferably, in step 2, the average value of the opening degree of the accelerator pedal of the vehicle satisfies:
Figure BDA0002359213630000031
in the formula (I), the compound is shown in the specification,
Figure BDA0002359213630000032
is [ t ]i，ti+1]The average value of the opening degree of the accelerator pedal in the interval, N is the number of sampling time division sections, i is the current sampling frequency, and i is 0,1, 2.. N;
wherein [ t ] isi，ti+1]The average value of the opening degree of the accelerator pedal in the interval meets the following conditions:
Figure BDA0002359213630000033
in the formula, thetai+1Is ti+1Opening degree of accelerator pedal, thetaiIs tiThe accelerator opening degree.
Preferably, in step 2, the average value of the vehicle speed satisfies:
Figure BDA0002359213630000041
in the formula (I), the compound is shown in the specification,
Figure BDA0002359213630000042
is [ t ]i，ti+1]Average value of automobile speed in the interval;
wherein [ t ] isi，ti+1]The average value of the automobile speed in the interval meets the following conditions:
Figure BDA0002359213630000043
in the formula ui+1Is ti+1Speed of the motor vehicle uiIs tiThe speed of the vehicle.
Preferably, the vehicle acceleration satisfies:
Figure BDA0002359213630000044
in the formula (I), the compound is shown in the specification,
Figure BDA0002359213630000045
is [ t ]i，ti+1]Average value of automobile acceleration in the interval;
wherein [ t ] isi，ti+1]The average value of the automobile acceleration in the interval meets the following conditions:
Figure BDA0002359213630000046
in the formula, ai+1Is ti+1Acceleration of the vehicle of time, aiIs tiAcceleration of the vehicle.
Preferably, in step 4, the comfort objective function value satisfies:
Figure BDA0002359213630000047
in the formula, jpFor reducing torque of drive motorAverage degree of impact, jhAverage jerk for torque recovery of the drive motor;
preferably, in step 4, the motility objective function value satisfies:
obj2＝kp+ks+kh；
in the formula, kpFor reducing the torque rate of the drive motor, ksSpeed regulation of the drive motor, khThe drive motor torque recovery rate.
Preferably, the average impact degree of torque reduction of the driving motor satisfies the following conditions:
Figure BDA0002359213630000048
in the formula, jpAverage impact, i, for torque reduction of drive motorsgFor transmission gear ratio, i0For final drive ratio, ηTFor the efficiency of the transmission system, delta is the conversion coefficient of the rotating mass of the whole vehicle, m is the mass of the whole vehicle, r is the radius of the wheel, kpThe rate of the torque down phase of the drive motor.
Preferably, the average degree of impact of the torque recovery of the drive motor satisfies:
Figure BDA0002359213630000051
in the formula, jhThe average jerk for torque recovery of the drive motor.
Preferably, the torque reduction rate, the speed regulation rate and the torque recovery rate of the driving motor meet the following requirements:
Figure BDA0002359213630000052
in the formula, T0For the current output torque of the drive motor, TpCritical target value for torque reduction of drive motor, tpFor reducing the torque time, omega, of the drive motor0For the current output speed of the drive motor, tsFor regulating the speed of the drive motor, ThFor restoring the torque of the drive motor to the target value, thTorque recovery time of driving motor ignextNext gear ratio of transmission, igcurrentAnd the current gear transmission ratio of the transmission.
The invention has the following beneficial effects:
the invention provides a pure electric vehicle AMT gear shifting process control method based on driving style recognition, which is characterized in that the driving style of a driver is recognized based on the operation information of the driver about a vehicle, the parameters of a driving motor in the pure electric vehicle AMT gear shifting process are controlled and optimized, and finally the driving style of the driver is matched with the control parameters of the driving motor in the gear shifting process, so that the pure electric vehicle is suitable for the driving styles of different drivers in the control process of automatically switching the AMT gears, and the intelligent level of gear shifting is improved.
Drawings
Fig. 1 is a flowchart of a driving style recognition method according to the present invention.
FIG. 2 is a flow chart of a method of the first order low pass filtering algorithm strategy of the present invention.
Fig. 3 is a schematic diagram of the driving motor-2-gear AMT direct-connected power transmission system of the present invention.
Fig. 4 is a schematic diagram of the AMT gear shifting process according to the present invention.
FIG. 5 is a schematic flow chart of the AMT gear-shifting control strategy according to the present invention.
FIG. 6 is a schematic diagram showing the variation of the torque and the rotation speed of the driving motor during the 1-gear upshift and the 2-gear upshift of the present invention.
FIG. 7 is a schematic diagram showing changes of torque and rotation speed of the driving motor during the 2-gear and 1-gear reduction process.
Fig. 8 is a schematic overall flow chart of the two-gear AMT gear shifting process control method according to the present invention.
Fig. 9 is a schematic diagram of a Pareto optimal solution set and a relationship between comfort and mobility objective function values according to another embodiment of the present invention.
Detailed Description
The present invention is described in further detail below in order to enable those skilled in the art to practice the invention with reference to the description.
The invention provides a pure electric vehicle two-gear AMT gear shifting process control method based on driver driving style recognition, and relates to an information acquisition module 101, an information processing module 102, a driving style recognition module 103 and a gear shifting process driving motor parameter control and optimization module.
As shown in fig. 1, which is a framework diagram of a driver driving style identification method, first, an information acquisition module 101 needs to acquire relevant information of a driving vehicle within a time period [0, T ] of a driver, including an opening degree of an accelerator pedal, a vehicle speed and a vehicle acceleration; then, the information processing module 102 needs to perform filtering processing and numerical calculation on the acquired information to obtain the relevant input quantity capable of performing the driving style calculation of the driver: an average value of an accelerator opening degree in [0, T ] time period, a maximum value of the accelerator opening degree in [0, T ] time period, an average value of vehicle speed in [0, T ] time period, a maximum value of vehicle speed in [0, T ] time period, an average value of vehicle acceleration in [0, T ] time period, and a maximum value of vehicle acceleration in [0, T ] time period; and finally, the driving style recognition module 103 analyzes the information processing result according to the driving style recognition method to obtain the driving style type of the driver.
The information acquisition module 101 mainly relates to acquisition of signals representing automobile running states required by various sensors, and acquires an accelerator pedal opening signal, a vehicle speed signal and a vehicle acceleration signal respectively through an accelerator pedal position sensor, a vehicle speed sensor and a vehicle acceleration sensor.
The information processing module 102 is configured to process signals collected by the sensor, and mainly includes first-order low-pass filtering and numerical calculation.
As shown in fig. 2, for the first-order low-pass filtering algorithm strategy, the accelerator pedal opening degree signal, the vehicle speed signal and the vehicle acceleration signal are respectively subjected to the first-order low-pass filtering processing, wherein XiFor this sampled value, Yi-1As a result of the last filtering, YiFor the filtering result, k is the first-order filter coefficient, and the first-order low-pass filtering algorithm is performed by using the filter coefficient in [0, T ]]Repeatedly comparing books in time periodAnd substituting the sub-sampling value and the last filtering result into different formulas to obtain a first-order low-pass filtering processing result of the opening degree signal of the speed pedal, the speed signal of the vehicle and the acceleration signal of the vehicle.
And then respectively carrying out numerical calculation on the accelerator pedal opening signal, the vehicle speed signal and the vehicle acceleration signal first-order low-pass filtering processing result to obtain an accelerator pedal opening signal average value, a vehicle speed signal average value and a vehicle acceleration signal average value, and meanwhile, obtaining an accelerator pedal opening signal maximum value, a vehicle speed signal maximum value and a vehicle acceleration signal maximum value through maximum value searching.
At sampling time period ti，ti+1]Within the interval, the product formula of Newton-Cowster is used to obtain [ t [ [ t ]i，ti+1]The accelerator pedal opening in the interval is:
Figure BDA0002359213630000071
in the formula (I), the compound is shown in the specification,
Figure BDA0002359213630000072
is [ t ]i，ti+1]Mean value of accelerator pedal opening in interval, thetai+1Is ti+1Opening degree of accelerator pedal, thetaiIs tiThe accelerator opening degree.
The vehicle speed is:
Figure BDA0002359213630000073
in the formula (I), the compound is shown in the specification,
Figure BDA0002359213630000074
is [ t ]i，ti+1]Average value of vehicle speeds in the interval ui+1Is ti+1Speed of the motor vehicle uiIs tiThe speed of the vehicle.
The average vehicle acceleration is:
Figure BDA0002359213630000075
in the formula (I), the compound is shown in the specification,
Figure BDA0002359213630000076
is [ t ]i，ti+1]Average value of vehicle acceleration in the interval, ai+1Is ti+1Acceleration of the vehicle of time, aiIs tiAcceleration of the vehicle.
Then the average value of the opening degree of the accelerator pedal in the whole driver test time period [0, T ] is:
Figure BDA0002359213630000081
in the formula, thetaaveIs [0, T]The average value of the opening degree of an automobile accelerator pedal in a time period, N is the number of sampling time division sections, i is the current sampling frequency, and i is 0,1, 2.. N;
the average vehicle speed is:
Figure BDA0002359213630000082
in the formula uaveIs [0, T]Average value of vehicle speed in time period;
the average vehicle acceleration is:
Figure BDA0002359213630000083
in the formula, aaveIs [0, T]Average value of the acceleration of the car in the time period.
The driving style recognition module 103 is configured to receive the average value and the maximum value of the opening degree of the accelerator pedal, the average value and the maximum value of the vehicle speed, and the average value and the maximum value of the vehicle acceleration obtained through the information processing module 102, and classify the driving style of the driver by using a reasonable method based on the above information.
Driver driving style recognition:
Figure BDA0002359213630000084
in the formula: thetaaveIs [0, T]Average accelerator pedal opening in units%, θ, of the vehicle over a period of timemaxIs [0, T]Maximum accelerator pedal opening of the vehicle in unit% in time period uaveIs [0, T]Average speed of automobile in km/h u unit in time periodmaxIs [0, T]Maximum speed of the automobile in km/h, a unit in time periodaveIs [0, T]Average acceleration of the vehicle in m/s over a period of time2，amaxIs [0, T]Maximum acceleration of the vehicle in m/s units in a time period2。
From the above formula, it can be seen that the recognition degree G of the driving style of the driver belongs to [0, 100% ], a critical value β of comfortable type and comfortable type recognition of the driving style of the driver is defined, if G is more than or equal to 0 and less than or equal to β, the driving style of the driver is comfortable, and if G is more than β and less than or equal to 100%, the driving style of the driver is sports.
Because different types of automobiles have different functional purposes, loading capacity, overall size and the like, and the maximum speed and the maximum acceleration are different, the critical value β of different types of automobiles is different, the maximum speed and the maximum acceleration of a common car are larger, the value β needs to be defined to be larger, the maximum speed and the maximum acceleration of a truck are smaller, and the value β needs to be defined to be smaller, which is shown in table 1.
TABLE 1 Critical value for driver driving style comfort and sport recognition
Total mass of the whole vehicle 2 ton and less 2 ton or more to 4 ton Over 4 tons
β value 60％≤β≤75％ 45％≤β＜60％ 30％≤β＜45％
The parameter control and optimization module of the driving motor in the gear shifting process takes control parameters of the driving motor in the processes of torque reduction, speed regulation and torque recovery as design variables, takes driver motion feeling and comfort feeling in the process of 2-gear AMT gear shifting of the pure electric vehicle as objective functions, and adopts a Pareto optimal solution-based method for optimizing the control parameters of the driving motor in the process of AMT gear shifting to establish an optimal solution set of the control parameters of the driving motor in the processes of torque reduction, speed regulation and torque recovery and corresponding target function values of the driver motion feeling and comfort feeling.
Fig. 3 is a schematic diagram of a pure electric vehicle drive motor-2-gear AMT direct-connected power transmission system, the pure electric vehicle power transmission system of the invention comprises a power battery pack 150, a bidirectional DC-DC inverter 151, a drive motor 160, a 2-gear AMT170, a transmission shaft 171, an axle 190, wheels 180, and the like, and the control system comprises a battery management system 120(BMS), a drive motor controller 130(MCU), an automatic transmission controller 140(TCU), a vehicle control unit 110(VCU), and the like. The driving motor 160 is directly connected with the 2-gear AMT170, and no clutch is arranged in the middle, so that when the pure electric vehicle needs to shift gears, the driving motor 160 and the 2-gear AMT170 need to be coordinated and controlled to complete gear shifting together.
Fig. 4 shows a pure electric vehicle gear shifting process, which includes six stages of gear shifting request and arbitration, torque reduction of the driving motor 160, gear disengagement of the 2-gear AMT170, speed regulation of the driving motor 160, gear engagement of the 2-gear AMT170, and torque restoration of the driving motor 160. After the gear shifting is requested to pass, the torque of the driving motor 160 needs to be reduced firstly, so that the 2-gear AMT170 can be smoothly shifted, then the driving motor 160 is adjusted to the target rotating speed, the 2-gear AMT170 can be smoothly shifted, and finally the torque of the driving motor 160 is recovered according to the power demand of the driver on the automobile.
Fig. 5 is a flowchart of a gear shift control strategy of the pure electric vehicle, and during the running of the vehicle, the automatic transmission controller 140 calculates an appropriate gear according to the position of an accelerator pedal, the position of an operating handle, the rotation speed of the driving motor 160, the vehicle speed, a brake signal, and the like. When the automatic transmission controller 140 detects that the current vehicle operating state meets the shift condition, a shift request is sent to the vehicle controller 110, the vehicle controller 110 makes a judgment and arbitration decision on the shift request, and then sends a shift command to the automatic transmission controller 140. The automatic transmission controller 140 sends a torque reduction instruction to the driving motor controller 130, the driving motor 160 performs a torque reduction operation, when the output torque of the driving motor 160 is close to zero, the 2-gear AMT170 performs a gear shifting operation, and then the driving motor 160 starts to regulate the speed. When the difference in rotational speed between the engaging sleeve and the engaging ring gear satisfies the shift condition, the 2-gear AMT170 performs a shift action. After the gear engagement is finished, the driving motor controller 130 controls the driving motor 160 to complete torque recovery according to the current vehicle operating state. During the whole gear shifting process, the driving motor 160 needs to coordinate with the 2-gear AMT170 to complete the gear shifting.
Fig. 6 and 7 are schematic diagrams illustrating torque and rotation speed changes of the driving motor 160 during the shifting process of the pure electric vehicle, fig. 6 illustrates torque and rotation speed changes of the driving motor 160 during the 1-gear up and 2-gear shifting process, wherein T represents torque of the driving motor, n represents rotation speed of the driving motor, ① represents a gear shifting request process, ② represents torque reduction of the driving motor, ③ represents AMT gear off, ④ represents speed regulation of the driving motor, ② 0 represents AMT gear on, ② 1 represents torque recovery of the driving motor, fig. 7 illustrates torque and rotation speed changes of the driving motor 160 during the 2-gear down and 1-gear shifting process, T represents torque of the driving motor, n represents rotation speed of the driving motor, ① represents a gear shifting request process, ② represents torque reduction of the driving motor, ③ represents AMT gear off, ④ represents the driving motor, ⑤ represents AMT gear on, ⑥ represents torque recovery of the driving motor, torque reduction rate changes of the torque reduction stage of the driving motor 160 are related to initial torque reduction time, and speed regulation stage torque reduction rate changes are related to target torque reduction rate changes of the driving motor.
The invention discloses a control parameter optimization method for torque reduction, speed regulation and torque recovery stages of a driving motor 160 in the pure electric vehicle gear shifting process. The multi-objective optimization problem of control parameters of the driving motor 160 in the stages of torque reduction, speed regulation and torque recovery in the gear shifting process of the pure electric automobile has two optimization objectives of motility and comfort.
As described above, the design variables are:
X＝[kp，ks，kh]；
in the formula: x is a design variable, kpFor the rate of torque reduction of the drive motor, in Nm/ms, ksSpeed in rpm/ms, k for driving the motorhThe rate at which the drive motor torque recovers is in Nm/ms.
Wherein k isp、ks、khThe expression of (a) is:
Figure BDA0002359213630000111
in the formula: t is0For the current output torque of the drive motor, TpCritical target value for torque reduction of drive motor, tpFor reducing the torque time, omega, of the drive motor0For the current output speed of the drive motor, tsFor regulating the speed of the drive motor, ThFor restoring the torque of the drive motor to the target value, thFor drive motor torque recovery time, ignextFor the next gear ratio of the transmission, igcurrentThe current gear transmission ratio of the transmission.
The current output torque of the driving motor, the torque reduction time of the driving motor, the current output rotating speed of the driving motor, the speed regulation time of the driving motor, the torque recovery target value of the driving motor, the torque recovery time of the driving motor, the next gear transmission ratio of the transmission and the current gear transmission ratio of the transmission are all changed, and therefore the speed change range of the torque reduction, speed regulation and torque recovery stages of the driving motor can be obtained.
Before the gear is picked up in the electric automobile AMT system, driving motor 160 need drop and turn round the operation to guarantee to pick smooth completion of gear process, the circumstances such as the difficulty of beating the tooth or picking the gear can not appear, falls to turn round the average impact degree of in-process and be:
Figure BDA0002359213630000112
in the formula, jpAverage impact, i, for torque reduction of drive motorsgFor transmission gear ratio, i0For final drive ratio, ηTFor the efficiency of the transmission system, delta is the conversion coefficient of the rotating mass of the whole vehicle, m is the mass of the whole vehicle, r is the radius of the wheel, kpThe rate of the torque down phase of the drive motor.
After the pure electric vehicle AMT system finishes engaging a gear, the automatic transmission controller 140 needs to send a torque recovery request to the vehicle controller 110 according to the current driving state and power demand of the vehicle, and control the driving motor 160 to perform torque recovery. Because the driving motor 160 is directly connected with the inverter 151, there is no clutch in the middle, after the gear is put into gear, the power transmission system is instantly reconnected, and the torque output by the driving motor 160 is directly transmitted to the driving wheels 180 through the inverter 151, the transmission shaft 171 and the axle 190. The average jerk during the drive torque recovery process is:
Figure BDA0002359213630000121
in the formula, jhThe average jerk for torque recovery of the drive motor.
Generally, the gear shifting impact is large, and the gear shifting jerk is strong, so that the comfort of the gear shifting process is poor; the impact degree of shifting is little, and then the process of shifting can be more smooth-going, and the travelling comfort of the process of shifting is also better, and travelling comfort objective function obj1 is:
Figure BDA0002359213630000122
in the formula: s is driver comfort.
The speed of the driving motor 160 in the torque reduction, speed regulation and torque recovery stages in the AMT gear shifting process of the pure electric vehicle is higher, the response speed of the motor is high, the dynamic speed and acceleration change of the vehicle can immediately follow the requirements of a driver, and a good motion feeling experience can be provided for the driver; on the contrary, the sporty feel experience when the driver shifts gears is poor, so the sporty objective function obj2 is:
Figure BDA0002359213630000123
in the formula: and Y is the motion feeling of the driver.
The objective function is then:
obj＝[obj1，obj2]；
the control parameters of the drive motor in the two-gear AMT gear shifting process of the pure electric vehicle are matched with the driving style of a driver, and X corresponding to G is found*：
If G is more than or equal to 0 and less than or equal to β, the optimal control parameter X is obtained by looking up the target value of the driver comfort function in the table 2*：
Figure BDA0002359213630000124
If β<G is less than or equal to 100 percent, the optimal control parameter X is obtained by looking up a table 2 of the target value of the driver motion sense function*：
Figure BDA0002359213630000125
Fig. 8 is an overall framework diagram of a pure electric vehicle two-gear AMT gear shift process control method based on driving style recognition, and the gear shift process control method is mainly divided into three parts: the first is the recognition of the driving style of the driver, including information acquisition, processing and the recognition of the driving style; secondly, controlling and optimizing parameters of a torque reduction stage, a speed regulation stage and a torque recovery stage of a driving motor in the 2-gear AMT gear shifting process of the pure electric vehicle; thirdly, the control parameters of the driving motor of the gear shifting process are matched with the driving style of the driver. According to the invention, the gear shifting of the pure electric vehicle is completed by coordinately controlling the driving motor and the AMT.
In another embodiment, after the vehicle parameters, the driving motor parameters, the AMT parameters and the main reducer parameters of the pure electric vehicle are determined, the speed of the driving motor in the torque reduction, speed regulation and torque recovery stages in the gear shifting process of the pure electric vehicle greatly affects the comfort and the mobility of the gear shifting of the pure electric vehicle, so the design variable X is the torque reduction speed, the speed regulation speed and the torque recovery speed of the driving motor in the gear shifting process, that is, the design variable X is the torque reduction speed, the speed regulation speed and the torque recovery speed of
X＝[kp,ks,kh]；
The initial value of X is set as X0 ═ 3.25, 4.25, 3.00, and in order to adapt to the driving style of different drivers, the speed of the torque reduction, speed regulation and torque recovery stages of the driving motor in the gear shifting process is distributed according to an approximate decreasing or increasing sequence. And simultaneously, the following constraints are carried out on the speed change ranges of the torque reduction, speed regulation and torque recovery stages of the driving motor:
Figure BDA0002359213630000131
and (3) calculating an objective function value at the Pareto optimal solution according to the motility and comfort objective function formula, removing solutions which do not accord with the Pareto definition in the Pareto optimal solution, and obtaining a Pareto optimal solution set of the original optimization problem as shown in table 2, wherein the corresponding Pareto boundary is shown in fig. 9. Note that the rows in table 2 correspond to the dots in fig. 8 one to one.
Table 2 Pareto optimal solution sets and corresponding motility, comfort objective function values
Figure BDA0002359213630000132
Figure BDA0002359213630000141
In the testing time period, a driver acquires and processes information about the operation data of the pure electric vehicle, and finally obtains the opening degree of the pure electric accelerator pedal, the vehicle speed, the maximum value and the average value of the vehicle acceleration as follows:
θave＝70.36，θmax＝100
uave＝62.43，umax＝89.68；
aave＝2.12，amax＝4.37
the driver driving style recognition degree:
Figure BDA0002359213630000151
the vehicle type of this embodiment is a light box type logistics transportation vehicle, and the overall vehicle parameters are shown in table 3. as can be seen from the data in table 3, the vehicle of this example has a large overall size, a low maximum vehicle speed, and a certain cargo capacity<G is less than or equal to 100 percent, the driving style of the driver is a moving type, and the optimal control parameter X is obtained by looking up a table 2 of a target value of a motion sense function of the driver*。
TABLE 3 example basic parameters of a blade electric vehicle
Figure BDA0002359213630000152
Figure BDA0002359213630000161
Finding suitable X corresponding to G*：
Figure BDA0002359213630000162
Therefore, for the driver operating the pure electric vehicle of the example, the control parameter X in the torque reduction, speed regulation and torque recovery stages of the driving motor in the gear shifting process of the pure electric vehicle is [4.25, 5.00 and 3.75], namely the torque reduction rate of the driving motor is 4.25Nm/ms, the speed regulation rate of the driving motor is 5.00rpm/ms, and the torque recovery rate of the driving motor is 3.75Nm/ms, which is more suitable for the driving style of the driver.
The invention provides a pure electric vehicle AMT gear shifting process control method based on driving style recognition, which is characterized in that the driving style of a driver is recognized based on the operation information of the driver about a vehicle, the parameters of a driving motor in the pure electric vehicle AMT gear shifting process are controlled and optimized, and finally the driving style of the driver is matched with the control parameters of the driving motor in the gear shifting process, so that the pure electric vehicle is suitable for the driving styles of different drivers in the control process of automatically switching the AMT gears, and the intelligent level of gear shifting is improved.
While embodiments of the invention have been described above, it is not limited to the applications set forth in the description and the embodiments, which are fully applicable to various fields of endeavor for which the invention may be embodied with additional modifications as would be readily apparent to those skilled in the art, and the invention is therefore not limited to the details given herein and to the embodiments shown and described without departing from the generic concept as defined by the claims and their equivalents.

Claims (10)

1. A pure electric vehicle AMT gear shifting process control method based on driving style recognition is characterized by comprising the following steps:
step 1, acquiring the opening degree of an automobile accelerator pedal, the automobile speed and the automobile acceleration of a current driver in a monitoring time period;
step 2, obtaining an average value of the opening degree of an automobile accelerator pedal, a maximum value of the opening degree of the automobile accelerator pedal, an average value of the automobile speed, a maximum value of the automobile speed, an average value of the automobile acceleration and a maximum value of the automobile acceleration in the monitoring time period;
step 3, if G is more than or equal to 0 and less than or equal to β, the driving style of the driver is comfortable;
if G is more than β and less than or equal to 100 percent, the driving style of the driver is sports;
β is a critical value for recognizing comfortable driving style and sports type of a driver, and G is the recognition degree of the driving style of the driver;
the recognition degree of the driving style of the driver meets the following requirements:
Figure FDA0002359213620000011
in the formula, thetaaveTo average the opening of the accelerator pedal of the vehicle over a monitored period of time, thetamaxFor monitoring the maximum value of the opening of the accelerator pedal of the vehicle during the time period uaveIs the average value of the vehicle speed, u, over a monitoring periodmaxFor monitoring the maximum value of the vehicle speed in the time period, aaveFor monitoring the average value of the acceleration of the vehicle in the time period, amaxThe maximum value of the acceleration of the automobile in the monitoring time period is obtained;
step 4, if the driving style of the driver is comfortable, and obj1k≤G×obj1max≤obj1k+1If so, in the variation ranges of the torque reduction rate of the driving motor, the speed regulation rate of the driving motor and the torque recovery rate of the driving motor in the gear shifting process, the kth group of data is the optimal torque reduction rate of the driving motor, the speed regulation rate of the driving motor and the torque recovery rate of the driving motor;
of these, obj1kFor the k-th set of comfort objective function values, obj1maxComfort objective function maximum, obj1k+1The comfort objective function value of the (k + 1) th group;
if the driver's driving style is sporty, and obj2k≤(1-G)×obj2max≤obj2k-1If so, in the variation ranges of the torque reduction rate of the driving motor, the speed regulation rate of the driving motor and the torque recovery rate of the driving motor in the gear shifting process, the kth group of data is the optimal torque reduction rate of the driving motor, the speed regulation rate of the driving motor and the torque recovery rate of the driving motor;
of these, obj2kFor the k-th set of motility objective function values, obj2maxMaximum value of the motility objective function, obj2k-1The mobility objective function value of the k-1 group.
2. The AMT gear-shifting process control method for the pure electric vehicle based on the driving style identification as claimed in claim 1, wherein in step 3, the threshold value of driver driving style comfort and sport identification satisfies:
M≤2000kg：60％≤β≤75％；
2000kg＜M≤4000kg：45％≤β＜60％；
M＜4000kg：30％≤β＜45％；
in the formula, M is the mass of the whole vehicle.
3. The AMT gear-shifting process control method for the pure electric vehicle based on the driving style identification as claimed in claim 1, wherein in step 2, the average value of the opening degree of the automobile accelerator pedal satisfies the following conditions:
Figure FDA0002359213620000021
in the formula (I), the compound is shown in the specification,
Figure FDA0002359213620000022
is [ t ]i，ti+1]The average value of the opening degree of the accelerator pedal in the interval, N is the number of sampling time division sections, i is the current sampling frequency, and i is 0,1, 2.. N;
wherein [ t ] isi，ti+1]The average value of the opening degree of the accelerator pedal in the interval meets the following conditions:
Figure FDA0002359213620000023
in the formula, thetai+1Is ti+1Opening degree of accelerator pedal, thetaiIs tiThe accelerator opening degree.
4. The AMT gear-shifting process control method for the pure electric vehicle based on the driving style identification as claimed in claim 1, wherein in step 2, the average value of the vehicle speed satisfies the following conditions:
Figure FDA0002359213620000024
in the formula (I), the compound is shown in the specification,
Figure FDA0002359213620000025
is [ t ]i，ti+1]Average value of automobile speed in the interval;
wherein [ t ] isi，ti+1]The average value of the automobile speed in the interval meets the following conditions:
Figure FDA0002359213620000026
in the formula ui+1Is ti+1Speed of the motor vehicle uiIs tiThe speed of the vehicle.
5. The pure electric vehicle AMT gear-shifting process control method based on driving style identification according to claim 1, wherein the vehicle acceleration satisfies the following conditions:
Figure FDA0002359213620000031
in the formula (I), the compound is shown in the specification,
Figure FDA0002359213620000032
is [ t ]i，ti+1]Average value of automobile acceleration in the interval;
wherein [ t ] isi，ti+1]The average value of the automobile acceleration in the interval meets the following conditions:
Figure FDA0002359213620000033
in the formula, ai+1Is ti+1Acceleration of the vehicle of time, aiIs tiAcceleration of the vehicle.
6. The pure electric vehicle AMT gear-shifting process control method based on driving style identification according to claim 5, wherein in step 4, the comfort objective function value satisfies:
Figure FDA0002359213620000034
in the formula, jpAverage impact of torque reduction for driving motor, jhThe average jerk for torque recovery of the drive motor.
7. The pure electric vehicle AMT gear shifting process control method based on driving style identification according to claim 6, characterized in that in step 4, the sportiness objective function value satisfies:
obj2＝kp+ks+kh；
in the formula, kpFor reducing the torque rate of the drive motor, ksSpeed regulation of the drive motor, khThe drive motor torque recovery rate.
8. The AMT gear-shifting process control method for the pure electric vehicle based on the driving style identification of claim 6, wherein the average impact degree of torque reduction of the driving motor meets the following requirements:
Figure FDA0002359213620000035
in the formula, jpAverage impact, i, for torque reduction of drive motorsgFor transmission gear ratio, i0For final drive ratio, ηTFor the efficiency of the transmission system, delta is the conversion coefficient of the rotating mass of the whole vehicle, m is the mass of the whole vehicle, r is the radius of the wheel, kpThe rate of the torque down phase of the drive motor.
9. The AMT gear-shifting process control method for the pure electric vehicle based on the driving style identification of claim 6, wherein the average impact degree of the torque recovery of the driving motor meets the following requirements:
Figure FDA0002359213620000041
in the formula, jhThe average jerk for torque recovery of the drive motor.
10. The pure electric vehicle AMT gear shifting process control method based on driving style identification of claim 7, wherein the driving motor torque reduction rate, the driving motor speed regulation rate and the driving motor torque recovery rate satisfy:
Figure FDA0002359213620000042
in the formula, T0For the current output torque of the drive motor, TpCritical target value for torque reduction of drive motor, tpFor reducing the torque time, omega, of the drive motor0For the current output speed of the drive motor, tsFor regulating the speed of the drive motor, ThFor restoring the torque of the drive motor to the target value, thTorque recovery time of driving motor ignextNext gear ratio of transmission, igcurrentThe current gear transmission ratio of the transmission;
and obtaining the speed change range of the torque reduction, speed regulation and torque recovery stages of the driving motor according to the current output torque of the driving motor, the torque reduction time of the driving motor, the current output rotating speed of the driving motor, the speed regulation time of the driving motor, the torque recovery target value of the driving motor, the torque recovery time of the driving motor, the next gear transmission ratio of the transmission and the current gear transmission ratio of the transmission.
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