CN111186309A - Electric automobile slope-sliding prevention control system and method, computer equipment and storage medium - Google Patents

Electric automobile slope-sliding prevention control system and method, computer equipment and storage medium Download PDF

Info

Publication number
CN111186309A
CN111186309A CN202010002664.7A CN202010002664A CN111186309A CN 111186309 A CN111186309 A CN 111186309A CN 202010002664 A CN202010002664 A CN 202010002664A CN 111186309 A CN111186309 A CN 111186309A
Authority
CN
China
Prior art keywords
slope
threshold value
electric automobile
brake
preset
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
CN202010002664.7A
Other languages
Chinese (zh)
Other versions
CN111186309B (en
Inventor
江清华
段捷
林钦鸿
张昕睿
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hycan Automobile Technology Co Ltd
Original Assignee
GAC NIO New Energy Automobile Technology Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by GAC NIO New Energy Automobile Technology Co Ltd filed Critical GAC NIO New Energy Automobile Technology Co Ltd
Priority to CN202010002664.7A priority Critical patent/CN111186309B/en
Publication of CN111186309A publication Critical patent/CN111186309A/en
Application granted granted Critical
Publication of CN111186309B publication Critical patent/CN111186309B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • 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
    • B60L15/2009—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 for braking
    • B60L15/2018—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 for braking for braking on a slope
    • 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
    • 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

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The application relates to an electric automobile slope slipping prevention control system, method, computer equipment and storage medium. The system comprises: a motor controller and a vehicle control unit; the motor controller is used for judging whether the electric automobile is in a slope slipping state or not according to the driving state of the electric automobile; when the electric automobile is in a slope slipping state, the non-creeping torque is loaded to perform slope slipping prevention control on the electric automobile; when the electric automobile meets the preset crawling condition, unloading the non-crawling torque, and sending a motor exit anti-slope-slipping control instruction to the whole automobile controller; the vehicle control unit is used for determining the creep torque of the vehicle control unit according to the driving state when receiving a command that the motor exits the anti-slope-slipping control; and performing anti-slope-slipping control on the electric automobile according to the creeping torque. By adopting the system, the motor can be prevented from being locked or overshot, and the slope slipping prevention control can be carried out according to the intention of a driver.

Description

Electric automobile slope-sliding prevention control system and method, computer equipment and storage medium
Technical Field
The application relates to the technical field of automobiles, in particular to an electric automobile slope slipping prevention control system, method, computer equipment and storage medium.
Background
The anti-slope-slipping control of the electric automobile is used for enabling the vehicle to be stabilized on a slope, and has important significance for ensuring driving safety, and the traditional anti-slope-slipping control technology can be realized through a motor controller.
However, when the slope is large, the motor controller-based slope slipping prevention control technology easily causes the motor locked-rotor current to be too large, the temperature of the motor system to be too high, or faults such as overshoot occur, and certain potential safety hazards exist. Further, when the driver performs an operation such as a low-speed shift on a slope, the motor controller loads the vehicle with an anti-creep force by the motor in response to the anti-creep control, the anti-creep force preventing the vehicle from performing the operation such as the low-speed shift, against the driver's driving intention.
Therefore, the traditional anti-creep control technology is easy to cause motor stalling or overshoot, and has the defects of violating the intention of a driver.
Disclosure of Invention
In view of the above, it is desirable to provide an electric vehicle anti-creep control system, method, computer device, and storage medium capable of preventing a motor from stalling or overshooting and performing anti-creep control according to the intention of a driver, in view of the above-described technical problems.
An electric automobile prevents swift current slope control system includes: a motor controller and a vehicle control unit;
the motor controller is used for judging whether the electric automobile is in a slope slipping state or not according to the running state of the electric automobile; when the electric automobile is in the slope slipping state, loading non-creeping torque to perform slope slipping prevention control on the electric automobile; when the electric automobile meets a preset crawling condition, unloading the non-crawling torque, and sending a motor exit anti-slope-slipping control instruction to the vehicle control unit;
the vehicle controller is used for determining the creep torque of the vehicle controller according to the driving state when the motor quitting the anti-slope-slipping control instruction is received; and performing the anti-slope-slipping control on the electric automobile according to the creeping torque.
In one embodiment, the vehicle control unit is further configured to determine that the electric vehicle is in a non-slope-slipping state and generate a non-slope-slipping identifier when the driving speed of the electric vehicle is within a preset low speed range and the gear of the electric vehicle is switched between a forward gear and a reverse gear; sending the non-slope-sliding identifier to the motor controller;
and the motor controller is also used for judging whether the electric automobile is in the slope slipping state or not according to the driving state of the electric automobile when the non-slope slipping mark is not received.
In one embodiment, the driving state comprises a driving gear, a driving direction, a driving speed, a motor speed, a brake opening degree and an accelerator opening degree of the electric automobile; the motor controller is also used for
When the driving gear is a forward gear, the driving direction is reverse, the driving speed exceeds a preset vehicle speed threshold value or the motor rotating speed exceeds a preset rotating speed threshold value, the braking opening is lower than a preset braking threshold value, and the accelerator opening meets a preset opening condition, determining that the electric vehicle is in the slope slipping state;
and when the driving gear is a reverse gear, the driving direction is reverse, the driving speed exceeds a preset vehicle speed threshold value or the motor rotating speed exceeds a preset rotating speed threshold value, the braking opening is lower than a preset braking threshold value, and the accelerator opening meets a preset opening condition, the electric vehicle is judged to be in the slope slipping state.
In one embodiment, the motor controller is further used for
When the driving gear is a neutral gear, the driving speed exceeds a preset vehicle speed threshold value or the motor rotating speed exceeds a preset rotating speed threshold value, the electric automobile is judged to be in a non-slope slipping state;
when gear fault information is received, the running speed exceeds a preset vehicle speed threshold value or the motor rotating speed exceeds a preset rotating speed threshold value, and the accelerator opening degree accords with a preset opening degree condition, it is judged that the electric vehicle is in the non-slope slipping state;
when the driving gear is a forward gear, the driving direction is a reverse direction, the driving speed exceeds a preset vehicle speed threshold value or the motor rotating speed exceeds a preset rotating speed threshold value, and the braking opening exceeds a preset braking threshold value, determining that the electric vehicle is in the non-slope-slipping state;
and when the driving gear is a reverse gear, the driving direction is a reverse direction, the driving speed exceeds a preset vehicle speed threshold value or the motor rotating speed exceeds a preset rotating speed threshold value, and the braking opening exceeds a preset braking threshold value, judging that the electric automobile is in the non-slope slipping state.
In one embodiment, the motor controller is further configured to obtain a change rate of a motor speed of the electric vehicle when the electric vehicle is in the slope slipping state, and determine the non-creep torque according to the change rate of the motor speed.
In one embodiment, the vehicle control unit is further configured to determine the creeping torque according to the running speed and the acceleration when receiving a command for the motor to exit the anti-creep slope control, and perform the anti-creep slope control according to the creeping torque;
when the electric automobile meets a preset stable crawling condition, the crawling torque is stably transited to a stable crawling torque, and the electric automobile is controlled to run according to the stable crawling torque;
and when the accelerator opening exceeds a preset accelerator threshold or the brake opening exceeds a preset brake threshold, quitting the anti-slope-slipping control.
In one embodiment, the motor controller is further configured to unload the non-creep torque if the brake opening exceeds a first brake threshold, or the brake opening change rate exceeds a first brake change rate threshold, or the accelerator opening exceeds a first accelerator threshold, or the accelerator change rate exceeds a first accelerator change rate threshold, when the anti-creep control is performed and the driving direction is not consistent with the driving gear; if the brake opening degree is reduced from exceeding the first brake threshold value to being lower than a second brake threshold value, or the brake opening degree change rate is reduced from exceeding the first brake change rate threshold value to being lower than a second brake change rate threshold value, whether the electric automobile is in the slope slipping state or not is judged again; when the electric automobile is in the slope slipping state, performing the slope slipping prevention control;
when the slope slipping prevention control is carried out and the running direction is consistent with the running gear, if the brake opening exceeds a third brake threshold value, or the brake opening change rate exceeds a third brake change rate threshold value, or the accelerator opening exceeds a third accelerator threshold value, or the accelerator change rate exceeds a third accelerator change rate threshold value, unloading the non-creep torque; if the brake opening degree is reduced from exceeding the third brake threshold value to being lower than a fourth brake threshold value, or the brake opening degree change rate is reduced from exceeding the third brake change rate threshold value to being lower than a fourth brake change rate threshold value, whether the electric automobile is in the slope slipping state is judged again; if not, sending a motor slope-sliding prevention control instruction to the vehicle control unit; and the vehicle control unit is also used for controlling the running of the electric vehicle according to a running gear requested by a driver when the motor quits the anti-slope-slipping control instruction is received.
An electric automobile anti-slide control method comprises the following steps:
the motor controller judges whether the electric automobile is in a slope slipping state or not according to the running state of the electric automobile; when the electric automobile is in the slope slipping state, loading non-creeping torque to perform slope slipping prevention control on the electric automobile; when the electric automobile meets a preset crawling condition, unloading the non-crawling torque, and sending a motor exit anti-slope-slipping control instruction to the vehicle control unit;
when the vehicle controller receives a command that the motor exits from the slope slipping prevention control, determining the creep torque of the vehicle controller according to the driving state; and performing the anti-slope-slipping control on the electric automobile according to the creeping torque.
A computer device comprising a memory and a processor, the memory storing a computer program, wherein the processor when executing the computer program implements the steps of:
the motor controller judges whether the electric automobile is in a slope slipping state or not according to the running state of the electric automobile; when the electric automobile is in the slope slipping state, loading non-creeping torque to perform slope slipping prevention control on the electric automobile; when the electric automobile meets a preset crawling condition, unloading the non-crawling torque, and sending a motor exit anti-slope-slipping control instruction to the vehicle control unit;
when the vehicle controller receives a command that the motor exits from the slope slipping prevention control, determining the creep torque of the vehicle controller according to the driving state; and performing the anti-slope-slipping control on the electric automobile according to the creeping torque.
A computer-readable storage medium, on which a computer program is stored which, when executed by a processor, carries out the steps of:
the motor controller judges whether the electric automobile is in a slope slipping state or not according to the running state of the electric automobile; when the electric automobile is in the slope slipping state, loading non-creeping torque to perform slope slipping prevention control on the electric automobile; when the electric automobile meets a preset crawling condition, unloading the non-crawling torque, and sending a motor exit anti-slope-slipping control instruction to the vehicle control unit;
when the vehicle controller receives a command that the motor exits from the slope slipping prevention control, determining the creep torque of the vehicle controller according to the driving state; and performing the anti-slope-slipping control on the electric automobile according to the creeping torque.
The system, the method, the computer equipment and the storage medium for controlling the electric automobile to slide away from the slope perform slope-sliding prevention control through mutual cooperation of the motor controller and the vehicle control unit. The motor controller judges whether the electric automobile is in a slope slipping state or not according to the driving state of the electric automobile, can identify the intention of a driver according to the driving state and further judges whether slope slipping prevention control is needed or not according to the intention of the driver; when the electric automobile is in a slope slipping state, indicating that slope slipping prevention control is required, and performing slope slipping prevention control on the electric automobile by loading non-creeping torque; when the electric automobile meets a preset crawling condition, unloading non-crawling torque, sending a command that the motor exits from the slope slipping prevention control to the vehicle controller, and indicating the vehicle controller to perform slope slipping prevention control to avoid motor stalling or overshoot caused by PI/PID (Proportional Integral/Proportional Integral differential) regulation of the torque by the motor controller; when the vehicle control unit receives a command for the motor to exit from the slope slipping prevention control, determining creep torque of the vehicle control unit according to a driving state, performing slope slipping prevention control on the electric vehicle according to the creep torque, recognizing the intention of a driver according to the driving state, and performing slope slipping prevention control according to the intention of the driver.
Drawings
FIG. 1 is a block diagram of an embodiment of an anti-creep control system for an electric vehicle;
FIG. 2 is a schematic flow chart of an anti-creep control method for an electric vehicle according to an embodiment;
FIG. 3 is another schematic flow chart of an electric vehicle anti-creep control method according to an embodiment;
FIG. 4 is an internal block diagram of a computer device of an embodiment.
Detailed Description
In order to make the objects, technical solutions and advantages of the present application more apparent, the present application is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application.
In one embodiment, as shown in fig. 1, an anti-creep control system 100 for an electric vehicle is provided, which includes a motor controller 102 and a vehicle controller 104. The motor controller 102 may be, but is not limited to, various electronic control units capable of controlling the torque and the rotational speed of the motor, and the vehicle controller 104 may be, but is not limited to, various electronic control units capable of implementing vehicle control.
The motor controller 102 is used for judging whether the electric automobile is in a slope slipping state according to the driving state of the electric automobile; when the electric automobile is in a slope slipping state, the non-creeping torque is loaded to perform slope slipping prevention control on the electric automobile; and when the electric automobile meets the preset crawling condition, unloading the non-crawling torque, and sending a motor exit anti-slope-slipping control instruction to the vehicle control unit 104.
The driving state comprises a driving gear, a driving direction, a driving speed, a motor rotating speed, a brake opening and an accelerator opening when the electric automobile is driven; the slope slipping state is whether the electric automobile slips down the slope when the electric automobile is on the slope; the non-creeping torque is the motor torque of the electric automobile; the motor exit anti-slope-sliding control instruction is an instruction for indicating the motor controller 102 to exit anti-slope-sliding control and the vehicle control unit 104 to take over the anti-slope-sliding control.
The predetermined creep condition is a condition that the motor controller 102 exits the anti-creep control, and may be that the driving direction of the electric vehicle is consistent with the driving gear and the motor speed exceeds a predetermined threshold, for example, the driving direction of the electric vehicle is forward, the driving gear is a forward gear, and the motor speed ω is greater than or equal to 200rpmin (revolutions per minute).
In a specific implementation, a VCU (Vehicle Control Unit) 104 obtains information of a gear, a Vehicle speed, a Motor, a brake, an accelerator and the like through a gear device, a Motor device, a brake pedal, an accelerator pedal and the like of the electric Vehicle, and obtains a driving state of the electric Vehicle by processing the information, wherein the driving state includes a driving gear, a driving direction, a driving speed, a Motor rotation speed, a brake opening degree and an accelerator opening degree, and the VCU104 sends the driving state to an MCU (Motor Control Unit) 102, so that the MCU 102 performs slope slip prevention Control on the electric Vehicle according to the driving state. The VCU104 may further preliminarily recognize the driver's intention according to information such as a gear, a vehicle speed, a motor, a brake, an accelerator, and the like, determine that the current state is a non-slope-slipping state when recognizing that the driver's intention does not require the anti-slope-slipping control, and control the electric vehicle to respond according to a requested driving gear of the driver, at this time, the VCU104 may generate a non-slope-slipping flag, and transmit the non-slope-slipping flag to the MCU 102.
The MCU 102 receives the driving state sent by the VCU104, and if it receives the non-slope-slipping flag, it may directly determine that the current state is the non-slope-slipping state, and does not perform the slope-slipping prevention control; otherwise, if the non-slope-slipping mark is not received, judging whether the electric automobile is in a slope slipping state or not according to the driving state. If the electric automobile is judged to be in a slope slipping state, performing slope slipping prevention control by loading or compensating motor torque, and sending a command that the motor enters the slope slipping prevention control to the VCU 104; and if the electric automobile is judged to be in the non-slope-slipping state, the slope slipping prevention control is not carried out.
In the process of the MCU 102 anti-slide control, in order to avoid motor stalling or overshoot, the MCU 102 may stop the anti-slide control when a preset creep condition is satisfied, and send a motor exit anti-slide control instruction to the VCU104 to transfer the anti-slide control to the VCU 104.
Further, in the anti-creep control process of MCU 102, if the brake opening degree of the electric vehicle is large or the brake opening degree change rate is large, it can be recognized that the driver intends to stop by pressing the brake pedal, at which time MCU 102 stops the anti-creep control and unloads the motor torque. Then, if the brake opening is gradually decreased to be lower than the preset brake threshold or the brake opening change rate is lower than the preset brake change rate threshold, it may be recognized that the driver intends to release the brake pedal after stepping on the brake pedal, and at this time, the MCU 102 determines whether the electric vehicle is in the downhill state again according to the driving state.
In practice, VCU104 may recognize the driver's intention to shift based on information such as gear, vehicle speed, motor, brake and throttle, and determine that the electric vehicle is in a non-downhill state, for example,
when the brake opening exceeds a preset brake threshold (the driver presses the brake), the vehicle speed v does not exceed a preset vehicle speed threshold (for example, v is less than or equal to 5km/h), the original gear is a forward gear, and the requested driving gear is a reverse gear, the VCU104 recognizes that the driver intends to switch from the forward gear to the reverse gear, determines that the electric vehicle is in a non-slip state, and controls the vehicle to respond to the requested driving gear and reverse gear.
When the brake opening exceeds a preset brake threshold (the driver presses the brake), the vehicle speed v does not exceed a preset vehicle speed threshold (for example, v is less than or equal to 5km/h), the original gear is the reverse gear, and the requested driving gear is the forward gear, the VCU104 recognizes that the driver intends to switch from the reverse gear to the forward gear, determines that the electric vehicle is in a non-slip state, and controls the vehicle to respond to the requested driving gear forward gear.
The original gear is the original gear of the gear device, and the requested driving gear is the requested gear of the driver.
MCU 102 may determine whether the electric vehicle is in a downhill state according to the driving state when not receiving the non-downhill flag transmitted by VCU104, for example,
when the actual driving gear is a forward gear and a reverse vehicle speed v exceeding a preset threshold exists0(e.g. v)0Not less than 0.5km/h) or reverse motor speed omega exceeding a preset threshold value0(e.g.,. omega.)0≧ 10rpmin), and when the brake opening degree α is lower than a preset brake threshold value (e.g., α ≦ 60%), and the accelerator opening degree β satisfies a preset opening degree condition (e.g., β ≦ 0), it is determined that the electric vehicle is in a downhill state.
When the actual driving gear is the reverse gear and the forward speed v exceeding the preset threshold exists1(e.g. v)1Not less than 0.5km/h) or reverse motor speed omega exceeding a preset threshold value0(e.g.,. omega.)0≧ 10rpmin), and when the brake opening degree α is lower than a preset brake threshold value (e.g., α ≦ 60%), and the accelerator opening degree β satisfies a preset opening degree condition (e.g., β ≦ 0), it is determined that the electric vehicle is in a downhill state.
When the actual running gear is neutral and the running speed v exceeds a preset threshold (for example, v is more than or equal to 0.5km/h) or the reverse motor rotating speed omega exceeding the preset threshold exists0(e.g.,. omega.)0Not less than 10rpmin), the electric automobile is judged to be in a non-slope-slipping state.
When the gear fault information is received and the running speed v exceeds a preset threshold (for example, v is more than or equal to 0.5km/h) or the reverse motor rotating speed omega exceeding the preset threshold exists0(e.g.,. omega.)0not less than 10rpmin) and the accelerator opening β meets a preset opening degree condition (for example, beta is 0), the electric automobile is judged to be in a non-slope slipping state.
When the actual running gear is a forward gearAnd the existence of the reversing vehicle speed v exceeding the preset threshold value0(e.g. v)0Not less than 0.5km/h) or reverse motor speed omega exceeding a preset threshold value0(e.g.,. omega.)0≧ 10rpmin), and the brake opening α exceeds a preset brake threshold value (e.g., α ≧ 60%), it is recognized that the driver intends to stop by depressing the brake pedal, and it is determined that the electric vehicle is in a non-downhill state.
When the actual driving gear is the reverse gear and the forward speed v exceeding the preset threshold exists0(e.g. v)0Not less than 0.5km/h) or reverse motor speed omega exceeding a preset threshold value0(e.g.,. omega.)0≧ 10rpmin), and the brake opening α exceeds a preset brake threshold value (e.g., α ≧ 60%), it is recognized that the driver intends to stop by depressing the brake pedal, and it is determined that the electric vehicle is in a non-downhill state.
Where the actual drive gear is the actual gear acquired by VCU104, and not the physical gear on the gear unit.
When MCU 102 determines that the electric vehicle is in a state of slipping down a slope, anti-slipping control is performed by loading or compensating motor torque. MCU 102 can determine the motor torque step that needs to be loaded according to the motor speed change rate, and the torque step is directly proportional to the speed change rate, and the larger the speed change rate is, the larger the torque step is, the smaller the speed change rate is, and the smaller the torque step is. The rotation speed change rate can be calculated by averaging the rotation speeds of a plurality of continuous periods (capable of being calibrated) after the motor is filtered, and the specific calculation formula is
Figure BDA0002354076940000081
Figure BDA0002354076940000082
Figure BDA0002354076940000083
Wherein, ω is0Is the average rotating speed (m can be 3) of the motor of the current continuous m periods, omegatIs the average motor speed (n can be 3) of n continuous cycles in the next time interval, and omegaiIs the motor speed, Δ, per cycleωIs the rate of change of speed, Δ, over a periodtIs (m + n) × T, where T is the period. For any calculated rotating speed change rate, in order to obtain a torque step length corresponding to the rotating speed change rate, a plurality of rotating speed change rates can be selected in advance as sampling points, the torque step length at the sampling points is obtained through real vehicle calibration, and when one rotating speed change rate is obtained through calculation, lagrange interpolation can be carried out according to the sampling points, and the torque step length corresponding to the sampling points is calculated. For example, N rotation speed change rates may be selected to form a set of rotation speed change rate sampling points R ═ { Δ ═ Δ { (Δ })ω1，Δω2，……，ΔωNobtaining torque step lengths corresponding to the N rotating speed change rates through real vehicle calibration to form a torque step length set S ═ r1，Г2，……，ГNFor any rate of change of speed ΔωIf, if
Figure BDA0002354076940000091
the corresponding torque step Г may be calculated by the lagrange interpolation method from R and S.
In the process of anti-slope-slipping control, when a preset creep condition is met, the MCU 102 unloads the non-creep torque, sends a command that the motor quits the anti-slope-slipping control, and informs the VCU104 to take over the anti-slope-slipping control. For example, when the actual driving gear of the electric vehicle is forward, the driving direction is forward, and the motor rotation speed ω is equal to or greater than 200rpmin, or when the actual driving gear of the electric vehicle is reverse, the driving direction is reverse, and the motor rotation speed ω is equal to or greater than 200rpmin, the MCU 102 unloads the motor torque, exits the anti-creep control, and notifies the VCU104 to take over the anti-creep control.
During the anti-creep control, if the driver intends to stop the vehicle by pressing the brake pedal, MCU 102 needs to unload the non-creep torque, and then if the driver releases the brake pedal, MCU 102 needs to re-determine whether the vehicle is in a creep state.
Specifically, when the driving direction of the electric vehicle does not coincide with the driving range (e.g., true)when the actual driving gear is a forward gear and the driving direction is a reverse gear), if the brake opening α exceeds a first brake threshold value (for example, alpha is more than or equal to 60 percent) or the brake opening degree change rate delta alpha exceeds a first brake change rate threshold value (for example, delta alpha is more than or equal to lambda)1) or the throttle opening theta exceeds a first throttle threshold value (e.g., theta ≧ 3%) or the throttle rate of change delta theta exceeds a first throttle rate of change threshold value (e.g., delta theta ≧ kappa), the non-creep torque is unloaded to 0, after which, if the driver releases the brake pedal again, the brake opening decreases from exceeding the first brake threshold value to below a second brake threshold value (e.g., α ≦ 20%) or the brake opening rate of change decreases from exceeding the first brake rate of change threshold value to below a second brake rate of change threshold value (e.g., delta α ≦ gamma)1，γ1<0) If the vehicle is not in the slope slipping state, the MCU 102 executes the slope slipping prevention control.
further, when the driving direction of the electric vehicle is consistent with the driving gear (for example, the actual driving gear is the forward gear, and the driving direction is the forward), if the brake opening α exceeds a third brake threshold (for example, α ≧ 30%), or the brake opening change rate Δ α exceeds a third brake change rate threshold (for example, Δ α ≧ λ)2) or the throttle opening theta exceeds a third throttle threshold value (e.g., theta ≧ 3%) or the throttle rate of change delta theta exceeds a third throttle rate of change threshold value (e.g., delta theta ≧ kappa), the non-creep torque is unloaded to 0, after which, if the driver releases the brake pedal again, the brake opening decreases from exceeding the third brake threshold value to below a fourth brake threshold value (e.g., α ≦ 20%) or the brake opening rate of change decreases from exceeding the third brake rate of change threshold value to below a fourth brake rate of change threshold value (e.g., delta α ≦ gamma)2，γ2<0，|γ1|>|γ2And if not, quitting the anti-slope-slipping control and controlling the electric automobile to respond according to the driving gear requested by the driver through the VCU 104.
The vehicle control unit 104 is used for determining the creep torque of the vehicle control unit according to the driving state when receiving a command that the motor exits the anti-slope-slipping control; and performing anti-slope-slipping control on the electric automobile according to the creeping torque.
The creep torque is the torque of the electric automobile in a creep state.
in a specific implementation, the VCU104 can calculate creep torque according to the driving speed and acceleration of the electric vehicle, for example, the VCU104 tests the creep torque Г 1, Г 2, … …, Г 18 under different driving speeds and accelerations in advance, and establishes a creep torque lookup table as shown in table 1, and when the creep torque needs to be calculated,
Figure BDA0002354076940000101
TABLE 1
Creep torque can be found by looking up in table 1 based on current travel speed and acceleration. When a motor slope-sliding prevention control instruction is received, the VCU104 may perform slope-sliding prevention control by using the non-creep torque at the moment when the MCU 102 exits the slope-sliding prevention control, and after a plurality of cycles (for example, 3 cycles), the non-creep torque is smoothly transited to the creep torque by using a filtering method until the vehicle speed stably reaches the stable creep vehicle speed of the vehicle on a flat and good road surface, at this time, the VCU104 starts to smoothly transit the creep torque to the stable creep torque and controls the vehicle to run by using the stable creep torque, and the stable creep torque may also be obtained by using a lookup table method. The filtering method used in the process of the non-creep torque transition to the creep torque and the creep torque transition to the stable creep torque can adopt first-order filtering, and the specific calculation formula is
Γi＝μΓi-1+υΓi+1，
wherein ri、Гi-1and ri+1The torque of the current cycle, the torque of the previous cycle and the torque of the next cycle are respectively, mu is a torque coefficient of the previous cycle, upsilon is a torque coefficient of the next cycle, and mu + upsilon is 1.
in the process of the VCU104 performing the anti-creep control, if the driver steps on the accelerator and the accelerator opening β exceeds a preset accelerator threshold (for example, β ≧ 2%), or steps on the brake and the brake opening exceeds a preset brake threshold (for example, α ≧ 60%), the VCU104 exits the anti-creep control, and controls the electric vehicle to respond according to the driving gear requested by the driver.
According to the electric automobile slope slipping prevention control system, slope slipping prevention control is performed through mutual cooperation of the motor controller and the vehicle control unit. The motor controller judges whether the electric automobile is in a slope slipping state or not according to the driving state of the electric automobile, can identify the intention of a driver according to the driving state and further judges whether slope slipping prevention control is needed or not according to the intention of the driver; when the electric automobile is in a slope slipping state, indicating that slope slipping prevention control is required, and performing slope slipping prevention control on the electric automobile by loading non-creeping torque; when the electric automobile meets the preset creep condition, the non-creep torque is unloaded, a motor quitting anti-creep control instruction is sent to the vehicle controller, the vehicle controller can be instructed to perform anti-creep control, and the motor stalling or overshooting caused by PI/PID (proportion integration differentiation) regulation of the torque by the motor controller is avoided; when the vehicle control unit receives a command that the motor quits the anti-slope-slipping control, determining creep torque of the vehicle control unit according to the driving state, performing anti-slope-slipping control on the electric vehicle according to the creep torque, recognizing the intention of a driver according to the driving state, and performing anti-slope-slipping control according to the intention of the driver.
In one embodiment, the vehicle control unit is further configured to determine that the electric vehicle is in a non-slope-slipping state and generate a non-slope-slipping identifier when the driving speed of the electric vehicle is within a preset low speed range and the gear of the electric vehicle is switched between a forward gear and a reverse gear; sending a non-slope-sliding identifier to a motor controller; the motor controller is further used for judging whether the electric automobile is in a slope slipping state or not according to the driving state of the electric automobile when the non-slope slipping mark is not received.
In the specific implementation, the VCU obtains information such as a gear, a vehicle speed, a motor, a brake and an accelerator through a gear device, a motor device, a brake pedal and an accelerator of the electric vehicle, processes the information to obtain a driving state of the electric vehicle, wherein the driving state comprises a driving gear, a driving direction, a driving speed, a motor rotating speed, a brake opening and an accelerator opening, and the VCU sends the driving state to the MCU for the MCU to perform slope-sliding prevention control on the electric vehicle according to the driving state. The VCU can also preliminarily recognize the intention of the driver according to information such as gear, speed, motor, brake and accelerator, when recognizing that the intention of the driver is not needed to perform slope-sliding prevention control, the VCU judges that the current state is a non-slope-sliding state, controls the electric automobile to respond according to the required driving gear of the driver, and can generate a non-slope-sliding identifier and send the non-slope-sliding identifier to the MCU.
The MCU receives the driving state sent by the VCU, and if the driving state also receives the non-slope-sliding identifier, the MCU can directly judge that the current state is the non-slope-sliding state and does not perform slope-sliding prevention control; otherwise, if the non-slope-slipping mark is not received, judging whether the electric automobile is in a slope slipping state or not according to the driving state. If the electric automobile is judged to be in a slope slipping state, performing slope slipping prevention control by loading or compensating motor torque, and sending a slope slipping prevention control instruction of the motor to the VCU; and if the electric automobile is judged to be in the non-slope-slipping state, the slope slipping prevention control is not carried out.
In practical application, the VCU may identify a shift intention of the driver according to information such as a gear, a vehicle speed, a motor, a brake, an accelerator and the like, and determine that the electric vehicle is in a non-downhill state, for example, when a brake opening exceeds a preset brake threshold (the driver presses the brake), a vehicle speed v does not exceed a preset vehicle speed threshold (for example, v ≦ 5km/h), an original gear is a forward gear, and a requested driving gear is a reverse gear, the VCU identifies that the driver intends to switch from the forward gear to the reverse gear, determines that the electric vehicle is in the non-downhill state, and controls the vehicle to respond to the requested driving gear and reverse gear; when the brake opening exceeds a preset brake threshold value (a driver presses a brake), the vehicle speed v does not exceed a preset vehicle speed threshold value (for example, v is less than or equal to 5km/h), the original gear is a reverse gear, and the requested driving gear is a forward gear, the VCU identifies that the driver intends to switch from the reverse gear to the forward gear, judges that the electric vehicle is in a non-slip state, and controls the vehicle to respond to the requested driving gear and move forward.
According to the technical scheme of the embodiment, when the driving speed of the electric automobile is in a preset low-speed range and the gear of the electric automobile is switched between a forward gear and a reverse gear, the whole automobile controller judges that the electric automobile is in a non-slope slipping state, the intention of a driver can be recognized as gear shifting, and therefore slope slipping prevention control is not performed; the vehicle control unit generates a non-slope slipping identifier and sends the non-slope slipping identifier to the motor controller, so that the complexity of slope slipping judgment of the motor controller can be reduced, and the response speed of the motor controller is improved; when the motor controller does not receive the non-slope-slipping mark, whether the electric automobile is in the slope slipping state or not is judged according to the driving state of the electric automobile, the response speed of the slope slipping prevention control can be increased, the slope slipping distance is reduced, and the slope slipping prevention control can be guaranteed according to the intention of a driver.
In one embodiment, the driving state includes a driving gear, a driving direction, a driving speed, a motor speed, a brake opening degree and an accelerator opening degree of the electric vehicle; the motor controller is further used for judging that the electric automobile is in a slope slipping state when the running gear is a forward gear, the running direction is reverse, the running speed exceeds a preset vehicle speed threshold value or the motor rotating speed exceeds a preset rotating speed threshold value, the braking opening is lower than a preset braking threshold value, and the accelerator opening meets a preset opening condition; and when the driving gear is a reverse gear, the driving direction is reverse, the driving speed exceeds a preset vehicle speed threshold value or the motor rotating speed exceeds a preset rotating speed threshold value, the braking opening is lower than a preset braking threshold value, and the accelerator opening meets a preset opening condition, judging that the electric automobile is in a slope slipping state.
The driving gear is an actual driving gear acquired by the VCU, and is not a physical gear on the gear device; the braking opening degree is the opening degree of a brake pedal; the accelerator opening is the opening of an accelerator pedal.
In specific implementation, the MCU may determine the slope-sliding state of the electric vehicle according to the driving state when not receiving the non-slope-sliding identifier sent by the VCU. For example, when the actual driving gear is a forward gear and there is a reverse vehicle speed v exceeding a preset threshold0(e.g. v)0Not less than 0.5km/h) or reverse motor speed omega exceeding a preset threshold value0(e.g.,. omega.)0Not less than 10rpmin) and brake opening degreewhen alpha is lower than a preset braking threshold value (for example, alpha is less than or equal to 60 percent) and the accelerator opening β meets a preset opening condition (for example, β is 0), the electric automobile is judged to be in a slope slipping state, and when the actual driving gear is a reverse gear and a forward speed v exceeding the preset threshold value exists1(e.g. v)1Not less than 0.5km/h) or reverse motor speed omega exceeding a preset threshold value0(e.g.,. omega.)0≧ 10rpmin), and when the brake opening degree α is lower than a preset brake threshold value (e.g., α ≦ 60%), and the accelerator opening degree β satisfies a preset opening degree condition (e.g., β ≦ 0), it is determined that the electric vehicle is in a downhill state.
According to the technical scheme, the motor controller can recognize that the driver intends to stabilize the vehicle on the slope according to the driving state of the electric automobile, and the motor controller is used for slope sliding prevention control, so that driving safety can be ensured.
In one embodiment, the motor controller is further configured to determine that the electric vehicle is in a non-downhill state when the driving gear is neutral and the driving speed exceeds a preset vehicle speed threshold or the motor speed exceeds a preset speed threshold; when the gear fault information is received, the running speed exceeds a preset vehicle speed threshold value or the motor rotating speed exceeds a preset rotating speed threshold value, and the accelerator opening degree accords with a preset opening degree condition, the electric automobile is judged to be in a non-slope slipping state; when the driving gear is a forward gear, the driving direction is reverse, the driving speed exceeds a preset vehicle speed threshold value or the motor rotating speed exceeds a preset rotating speed threshold value, and the braking opening exceeds a preset braking threshold value, judging that the electric vehicle is in a non-slope slipping state; and when the driving gear is a reverse gear, the driving direction is reverse, the driving speed exceeds a preset vehicle speed threshold value or the motor rotating speed exceeds a preset rotating speed threshold value, and the braking opening exceeds a preset braking threshold value, judging that the electric automobile is in a non-slope slipping state.
In specific implementation, the MCU may determine the non-slope-slipping state of the electric vehicle according to the driving state when the non-slope-slipping identifier sent by the VCU is not received. For example, when the actual running gear is neutral and the running speed v exceeds a preset threshold (for example, v ≧ 0.5km/h) or there is a reverse motor rotation speed ω exceeding a preset threshold0(e.g.,. omega.)0Not less than 10rpmin), judging that the electric automobile is in a non-slope-slipping state; when the gear fault information is received and the running speed v exceeds a preset threshold (for example, v is more than or equal to 0.5km/h) or the reverse motor rotating speed omega exceeding the preset threshold exists0(e.g.,. omega.)0not less than 10rpmin) and the accelerator opening β meets a preset opening degree condition (for example, beta is 0), the electric automobile is judged to be in a non-slope state, and when the actual driving gear is a forward gear and a reverse speed v exceeding a preset threshold value exists0(e.g. v)0Not less than 0.5km/h) or reverse motor speed omega exceeding a preset threshold value0(e.g.,. omega.)0≧ 10rpmin), and the brake opening degree α exceeds a preset brake threshold value (e.g., α ≧ 60%), recognizing that the driver intends to stop by depressing the brake pedal, determining that the electric vehicle is in a non-downhill state, and when the actual driving gear is the reverse gear and there is a forward vehicle speed v that exceeds the preset threshold value0(e.g. v)0Not less than 0.5km/h) or reverse motor speed omega exceeding a preset threshold value0(e.g.,. omega.)0≧ 10rpmin), and the brake opening α exceeds a preset brake threshold value (e.g., α ≧ 60%), it is recognized that the driver intends to stop by depressing the brake pedal, and it is determined that the electric vehicle is in a non-downhill state.
According to the technical scheme of the embodiment, the motor controller can recognize that the driver intends to be in neutral or stop by stepping on a brake pedal or the vehicle has gear failure according to the driving state of the electric vehicle, and the motor controller does not perform anti-slope-slipping control and can ensure that the vehicle travels according to the intention of the driver.
In one embodiment, the motor controller is further configured to obtain a motor speed change rate of the electric vehicle when the electric vehicle is in a slope slipping state, and determine the non-creep torque according to the motor speed change rate.
Wherein, the change rate of the motor rotating speed is the ratio of the change value of the motor rotating speed to the corresponding change time difference.
In the concrete implementation, when the MCU judges that the electric automobile is in a slope slipping state, the slope slipping prevention control is carried out by loading or compensating the motor torque. The MCU can determine the motor torque step length needing to be loaded according to the motor rotating speed change rate, the torque step length is in direct proportion to the rotating speed change rate, the larger the rotating speed change rate is, the larger the torque step length is, the smaller the rotating speed change rate is, and the smaller the torque step length is. The rotation speed change rate can be calculated by averaging the rotation speeds of a plurality of continuous periods (capable of being calibrated) after the motor is filtered, and the specific calculation formula is
Figure BDA0002354076940000151
Figure BDA0002354076940000152
Figure BDA0002354076940000153
Wherein, ω is0Is the average rotating speed (m can be 3) of the motor of the current continuous m periods, omegatIs the average motor speed (n can be 3) of n continuous cycles in the next time interval, and omegaiIs the motor speed, Δ, per cycleωIs the rate of change of speed, Δ, over a periodtIs (m + n) × T, where T is the period. For any calculated rotating speed change rate, in order to obtain a torque step length corresponding to the rotating speed change rate, a plurality of rotating speed change rates can be selected in advance as sampling points, the torque step length at the sampling points is obtained through real vehicle calibration, and when one rotating speed change rate is obtained through calculation, lagrange interpolation can be carried out according to the sampling points, and the torque step length corresponding to the sampling points is calculated.
For example, N rotation speed change rates may be selected to form a set of rotation speed change rate sampling points R ═ { Δ ═ Δ { (Δ })ω1，Δω2，……，ΔωNobtaining torque step lengths corresponding to the N rotating speed change rates through real vehicle calibration to form a torque step length set S ═ r1，Г2，……，ГNFor any rate of change of speed ΔωIf, if
Figure BDA0002354076940000154
Can be determined from R and S by Lagrangethe daily interpolation method calculates the corresponding torque step Г.
According to the technical scheme, when the electric automobile is in a slope slipping state, the motor controller obtains the change rate of the motor rotating speed of the electric automobile, the non-creeping torque is determined according to the change rate of the motor rotating speed, and when the electric automobile is in the slope slipping state, slope slipping prevention control can be performed through the motor controller, so that the automobile is stabilized on a slope, and driving safety is guaranteed.
In one embodiment, the vehicle control unit is further configured to determine a creep torque according to a driving speed and an acceleration when receiving a command for the motor to exit the anti-creep control, and perform the anti-creep control according to the creep torque; when the electric automobile meets a preset stable crawling condition, stably transitioning the crawling torque to the stable crawling torque, and controlling the electric automobile to run according to the stable crawling torque; and when the accelerator opening exceeds a preset accelerator threshold or the brake opening exceeds a preset brake threshold, quitting the anti-slope-slipping control.
The stable creep torque is creep torque when the electric automobile meets the stable creep condition after the VCU takes over the slope slipping prevention control; the stable creeping condition is that the vehicle speed stably reaches the stable creeping vehicle speed of the vehicle on a flat and good road surface.
in a specific implementation, the VCU may calculate creep torque according to the driving speed and acceleration of the electric vehicle, for example, the VCU may previously test creep torque Г 1, Г 2, … …, and Г 18 under different driving speeds and accelerations, and establish a creep torque lookup table as shown in table 1, and when it is required to calculate creep torque, may perform a creep torque lookup in table 1 according to the current driving speed and acceleration, when the motor exits the creep torque control command, the VCU may perform a creep prevention control by first using the non-creep torque at the moment when the MCU exits the creep prevention control, and after a number of cycles (for example, 3 cycles), the non-creep torque may be smoothly transitioned to the creep torque by a filtering method until the vehicle speed stably reaches a stable creep torque of the vehicle on a flat and good road surface, at which point the VCU starts to smoothly transition the creep torque to the stable creep torque, and may use the filtering torque to calculate the stable creep torque by a method of the lookup table
Γi＝μΓi-1+υΓi+1，
wherein ri、Гi-1and ri+1during the anti-creep control process of the VCU, if a driver presses the accelerator and the accelerator opening α exceeds a preset accelerator threshold (for example, α is larger than or equal to 2%) or presses the brake and the brake opening α exceeds a preset brake threshold (for example, alpha is larger than or equal to 60%), the VCU exits the anti-creep control, and controls the electric automobile to respond according to the driving gear requested by the driver.
According to the technical scheme of the embodiment, the vehicle control unit performs anti-slope-sliding control when receiving the motor exit anti-slope-sliding control instruction, so that the motor controller can be prevented from being locked or overshot, and driving safety is ensured; when the electric automobile meets the preset stable crawling condition, the crawling torque is stably transited to the stable crawling torque, and the electric automobile is controlled to run according to the stable crawling torque, so that the electric automobile can run at a stable speed; when the accelerator opening exceeds a preset accelerator threshold or the brake opening exceeds a preset brake threshold, the intention of the driver can be identified as acceleration or braking, the anti-slide control is quitted, and the vehicle can be ensured to run according to the intention of the driver.
In one embodiment, the motor controller is further configured to unload the non-creep torque if the brake opening exceeds a first brake threshold, or the brake opening change rate exceeds a first brake change rate threshold, or the accelerator opening exceeds a first accelerator threshold, or the accelerator change rate exceeds a first accelerator change rate threshold, when the anti-creep control is performed and the driving direction does not coincide with the driving gear; if the brake opening degree is reduced to be lower than a second brake threshold value from exceeding a first brake threshold value, or the brake opening degree change rate is reduced to be lower than a second brake change rate threshold value from exceeding a first brake change rate threshold value, whether the electric automobile is in a slope slipping state is judged again; when the electric automobile is in a slope slipping state, performing slope slipping prevention control; when slope slipping prevention control is carried out and the driving direction is consistent with the driving gear, if the brake opening exceeds a third brake threshold value, or the brake opening change rate exceeds a third brake change rate threshold value, or the accelerator opening exceeds a third accelerator threshold value, or the accelerator change rate exceeds a third accelerator change rate threshold value, unloading the non-creep torque; if the brake opening degree is reduced to be lower than a fourth brake threshold value from exceeding a third brake threshold value, or the brake opening degree change rate is reduced to be lower than a fourth brake change rate threshold value from exceeding a third brake change rate threshold value, whether the electric automobile is in a slope slipping state is judged again; if not, sending a motor exit anti-slope-sliding control instruction to the vehicle control unit; and the vehicle control unit is also used for controlling the running of the electric vehicle according to the running gear requested by the driver when receiving the command that the motor exits the anti-slope-slipping control.
wherein the brake opening change rate is a ratio between a change value of the brake pedal opening and a corresponding change time, for example, the brake opening change rate Δ α ═ α (α ═ α)1-α2)/(t1-t2) in which α is1Is t1instantaneous brake opening degree, alpha2Is t2The instantaneous brake opening; the accelerator change rate is a ratio between a change value of the accelerator pedal opening and a corresponding change time, and for example, the accelerator change rate Δ θ is (θ ═ θ)1-θ2)/(t1-t2) Wherein theta1Is t1Throttle opening at time θ2Is t2The throttle opening at that moment; the requested travel range is a travel range requested by the driver.
In the concrete implementation, in the MCU anti-slope-slipping control process, if the brake opening degree of the electric automobile is large or the brake opening degree change rate is large, the intention of a driver can be identified to stop the automobile by stepping on a brake pedal, at the moment, the MCU stops the anti-slope-slipping control, and unloads the motor torque. And then, if the brake opening is gradually reduced to be lower than a preset brake threshold or the brake opening change rate is lower than a preset brake change rate threshold, the intention of the driver can be recognized that the brake pedal is released after the driver steps on the brake pedal, and at the moment, the MCU judges whether the electric automobile is in a slope slipping state again according to the driving state.
in practical applications, when the driving direction of the electric vehicle is not consistent with the driving gear (for example, the actual driving gear is a forward gear, and the driving direction is a reverse gear), if the brake opening α exceeds a first brake threshold (for example, α ≧ 60%), or the brake opening change rate Δ α exceeds a first brake change rate threshold (for example, Δ α ≧ λ ≧1) or the throttle opening theta exceeds a first throttle threshold value (e.g., theta ≧ 3%) or the throttle rate of change delta theta exceeds a first throttle rate of change threshold value (e.g., delta theta ≧ kappa), the non-creep torque is unloaded to 0, after which, if the driver releases the brake pedal again, the brake opening decreases from exceeding the first brake threshold value to below a second brake threshold value (e.g., α ≦ 20%) or the brake opening rate of change decreases from exceeding the first brake rate of change threshold value to below a second brake rate of change threshold value (e.g., delta α ≦ gamma)1，γ1<0) If the MCU is not in the slope slipping state, the anti-slope slipping control is quitted.
further, when the driving direction of the electric vehicle is consistent with the driving gear (for example, the actual driving gear is the forward gear, and the driving direction is the forward), if the brake opening α exceeds a third brake threshold (for example, α ≧ 30%), or the brake opening change rate Δ α exceeds a third brake change rate threshold (for example, Δ α ≧ λ)2) or the throttle opening theta exceeds a third throttle threshold value (e.g., theta ≧ 3%) or the throttle rate of change delta theta exceeds a third throttle rate of change threshold value (e.g., delta theta ≧ kappa), the non-creep torque is unloaded to 0, after which, if the driver releases the brake pedal again, the brake opening decreases from exceeding the third brake threshold value to below a fourth brake threshold value (e.g., α ≦ 20%) or the brake opening rate of change decreases from exceeding the third brake rate of change threshold value to below a fourth brake rate of change threshold value (e.g., delta α ≦ gamma)2，γ2<0，|γ1|>|γ2|), the MCU judges whether the vehicle is in a slope slipping state again, if so, the MCU executes slope slipping prevention control, otherwise, the MCU executes slope slipping prevention controlAnd if the vehicle is not in the slope slipping state, the vehicle exits the slope slipping prevention control, and the VCU controls the electric vehicle to respond according to the driving gear requested by the driver.
According to the technical scheme of the embodiment, when the anti-slope-slipping control is carried out, the motor controller recognizes the intention of a driver to stop by stepping on a brake pedal according to the driving state, and the non-creeping torque is unloaded at the moment, so that the vehicle can be ensured to run according to the intention of the driver; the motor controller also recognizes the intention of the driver according to the driving state that the brake pedal is released after being pressed, and then judges whether the electric automobile is in a slope slipping state again, so that the vehicle can be subjected to slope slipping prevention control in the slope slipping state to ensure driving safety, and the vehicle can be ensured to run according to the intention of the driver without the slope slipping prevention control when the driver does not wish to perform the slope slipping prevention control.
In one embodiment, an electric vehicle landslide prevention control method is provided and comprises the following steps:
step S210, judging whether the electric automobile is in a slope slipping state or not by the motor controller according to the driving state of the electric automobile; when the electric automobile is in a slope slipping state, the non-creeping torque is loaded to perform slope slipping prevention control on the electric automobile; when the electric automobile meets the preset crawling condition, unloading the non-crawling torque, and sending a motor exit anti-slope-slipping control instruction to the whole automobile controller;
step S220, when the vehicle controller receives a command that the motor exits the anti-slope-slipping control, determining the creep torque of the vehicle controller according to the driving state; and performing anti-slope-slipping control on the electric automobile according to the creeping torque.
In specific implementation, the MCU receives a driving state sent by the VCU, and if a non-slope-sliding identifier is received, the MCU can directly judge that the current state is the non-slope-sliding state and does not perform slope-sliding prevention control; otherwise, if the non-slope-slipping mark is not received, judging whether the electric automobile is in a slope slipping state or not according to the driving state. If the electric automobile is judged to be in a slope slipping state, performing slope slipping prevention control by loading or compensating motor torque, and sending a slope slipping prevention control instruction of the motor to the VCU; and if the electric automobile is judged to be in the non-slope-slipping state, the slope slipping prevention control is not carried out.
And when the MCU judges that the electric automobile is in a slope slipping state, the slope slipping prevention control is carried out by loading or compensating the motor torque. The MCU can determine the motor torque step length needing to be loaded according to the motor rotating speed change rate, the torque step length is in direct proportion to the rotating speed change rate, the larger the rotating speed change rate is, the larger the torque step length is, the smaller the rotating speed change rate is, and the smaller the torque step length is. The rotation speed change rate can be calculated by averaging the rotation speeds of a plurality of continuous periods (which can be calibrated) after the motor is filtered, and the specific calculation formula can be
Figure BDA0002354076940000191
Figure BDA0002354076940000192
Figure BDA0002354076940000193
Wherein, ω is0Is the average rotating speed (m can be 3) of the motor of the current continuous m periods, omegatIs the average motor speed (n can be 3) of n continuous cycles in the next time interval, and omegaiIs the motor speed, Δ, per cycleωIs the rate of change of speed, Δ, over a periodtIs (m + n) × T, where T is the period. For any calculated rotating speed change rate, in order to obtain a torque step length corresponding to the rotating speed change rate, a plurality of rotating speed change rates can be selected in advance as sampling points, the torque step length at the sampling points is obtained through real vehicle calibration, and when one rotating speed change rate is obtained through calculation, lagrange interpolation can be carried out according to the sampling points, and the torque step length corresponding to the sampling points is calculated. For example, N rotation speed change rates may be selected to form a set of rotation speed change rate sampling points R ═ { Δ ═ Δ { (Δ })ω1，Δω2，……，ΔωNobtaining torque step lengths corresponding to the N rotating speed change rates through real vehicle calibration to form a torque step length set S ═ r1，Г2，……，ГNFor arbitraryRate of change of speed ΔωIf, if
Figure BDA0002354076940000201
the corresponding torque step Г may be calculated by the lagrange interpolation method from R and S.
In the process of slope slipping prevention control, when a preset creeping condition is met, the MCU unloads a non-creeping torque, sends a command that the motor quits the slope slipping prevention control, and informs the VCU to take over the slope slipping prevention control. For example, when the actual driving gear of the electric vehicle is a forward gear, the driving direction is forward, and the motor speed ω is greater than or equal to 200rpmin, or when the actual driving gear of the electric vehicle is a reverse gear, the driving direction is reverse, and the motor speed ω is greater than or equal to 200rpmin, the MCU unloads the motor torque, exits the anti-creep control, and notifies the VCU to take over the anti-creep control.
For specific limitations of the method for controlling the electric vehicle to prevent the electric vehicle from sliding down the slope, reference may be made to the above limitations of the system for controlling the electric vehicle to prevent the electric vehicle from sliding down the slope, and details thereof are not repeated herein.
The method for controlling the slope slipping prevention of the electric automobile can be used for executing the system for controlling the slope slipping prevention of the electric automobile provided by any embodiment, and has corresponding functions and beneficial effects.
According to the anti-slope-sliding control method for the electric automobile, the motor controller and the vehicle control unit cooperate with each other to perform anti-slope-sliding control. The motor controller judges whether the electric automobile is in a slope slipping state or not according to the driving state of the electric automobile, can identify the intention of a driver according to the driving state and further judges whether slope slipping prevention control is needed or not according to the intention of the driver; when the electric automobile is in a slope slipping state, indicating that slope slipping prevention control is required, and performing slope slipping prevention control on the electric automobile by loading non-creeping torque; when the electric automobile meets the preset creep condition, the non-creep torque is unloaded, a motor quitting anti-creep control instruction is sent to the vehicle controller, the vehicle controller can be instructed to perform anti-creep control, and the motor stalling or overshooting caused by PI/PID (proportion integration differentiation) regulation of the torque by the motor controller is avoided; when the vehicle control unit receives a command that the motor quits the anti-slope-slipping control, determining creep torque of the vehicle control unit according to the driving state, performing anti-slope-slipping control on the electric vehicle according to the creep torque, recognizing the intention of a driver according to the driving state, and performing anti-slope-slipping control according to the intention of the driver.
To facilitate a thorough understanding of the embodiments of the present application by those skilled in the art, the following description will be made with reference to the specific example of fig. 3.
The VCU obtains information such as a gear, a vehicle speed, a motor, a brake and an accelerator through a gear device, a motor device, a brake pedal and an accelerator pedal of the electric vehicle, and calculates and obtains running state information such as a running gear, a running direction, a running speed, a motor rotating speed, a brake opening degree and an accelerator opening degree of the electric vehicle through processing the information. The VCU can also preliminarily recognize the intention of the driver according to information such as gear, speed, motor, brake and accelerator, judge that the current state is the non-slope-slipping state when recognizing that the intention of the driver is not to perform slope-slipping prevention control, control the electric automobile to respond to the request driving gear of the driver, and simultaneously generate a non-slope-slipping mark and send the non-slope-slipping mark to the MCU. And if the VCU does not judge that the current state is the non-slope-sliding state, the driving state information is sent to the MCU, and whether the current state is the slope-sliding state is further judged through the MCU.
The MCU receives the driving state information sent by the VCU, and if the MCU also receives a non-slope-sliding identifier, the MCU can directly judge that the current state is the non-slope-sliding state and does not perform slope-sliding prevention control; otherwise, if the non-slope-sliding mark is not received, judging whether the electric automobile is in a slope-sliding state or not according to the driving state information. If the electric automobile is judged to be in a slope slipping state, MCU slope slipping prevention control is carried out through loading or compensating motor torque, and a motor entering slope slipping prevention control instruction is sent to the VCU; and if the electric automobile is judged to be in the non-slope slipping state, the anti-slope slipping control is not responded.
during the MCU anti-creep slope control process, in order to avoid motor stalling or overshoot, the MCU anti-creep slope control can be exited when a preset creep condition (for example, the driving direction is consistent with the gear and the motor rotation speed omega is larger than or equal to 200rpmin) is met, the anti-creep slope control can be handed over to the VCU by sending a motor exit anti-creep slope control command to the VCU, the VCU can calculate creep torque according to the driving speed and the acceleration of the electric vehicle, for example, the VCU tests creep torque Г 1, Г 2, … … and Г 18 under different driving speeds and accelerations in advance, establishes a creep torque lookup table as shown in the VCU1, and when the creep torque needs to be calculated, the VCU can perform the VCU anti-creep slope control with the creep torque at the moment of the MCU anti-creep torque control according to the current driving speed and acceleration, obtain a creep torque by looking up in the table 1, when the motor exit anti-creep torque control command is received, the VCU can perform the VCU anti-creep slope control with the creep torque lookup table at the creep torque immediately after exiting the MCU anti-creep torque slope control is calculated, continuously for a plurality of cycles (for example, 3 creep torque cycles), and obtain a stable creep torque lookup range from the VCU to a stable driving torque lookup range of the VCU until the VCU reaches a stable creep torque, and the VCU reaches a stable braking torque lookup range of the VCU, and the VCU reaches a stable braking torque lookup table, and the VCU can obtain a stable braking torque lookup table when the VCU reaches a stable braking torque lookup table, and the VCU reaches a stable braking torque lookup table for example, and the VCU reaches a.
specifically, when the driving direction of the electric vehicle is not consistent with the driving gear (for example, the actual driving gear is a forward gear, and the driving direction is a reverse gear), if the brake opening α exceeds a first brake threshold value (for example, alpha is more than or equal to 60%), or the brake opening degree change rate delta alpha exceeds a first brake change rate threshold value (for example, delta alpha is more than or equal to lambda is larger than a first brake change rate threshold value (for example, delta alpha is more than or equal to lambda is larger than a first1) or the throttle opening theta exceeds a first throttle threshold value (e.g. theta ≧ 3%) or the throttle rate of change delta theta exceeds a first throttle rate of change threshold value (e.g. delta theta ≧ kappa), the creep-free torque is unloaded to 0, after which, if the driver releases the brake pedal again, the brake opening decreases from exceeding the first brake threshold value to below a second brake threshold value (e.g. α ≦ 20%) or the rate of change of brake opening increases from exceeding the second brake threshold valueA brake rate of change threshold is reduced below a second brake rate of change threshold (e.g., Δ α ≦ γ)1，γ1<0) when the driving direction of the electric automobile is consistent with the driving gear (for example, the actual driving gear is a forward gear, and the driving direction is forward), if the brake opening α exceeds a third brake threshold value (for example, alpha is more than or equal to 30 percent), or the brake opening degree change rate delta alpha exceeds a third brake change rate threshold value (for example, delta alpha is more than or equal to lambda), the method comprises the steps of judging whether the electric automobile is in the slope slipping state again, executing the MCU slope slipping prevention control if the electric automobile is in the slope slipping state, and otherwise, quitting the slope slipping prevention control if the electric automobile is not in the slope slipping state2) or the throttle opening theta exceeds a third throttle threshold value (e.g., theta ≧ 3%) or the throttle rate of change delta theta exceeds a third throttle rate of change threshold value (e.g., delta theta ≧ kappa), the non-creep torque is unloaded to 0, after which, if the driver releases the brake pedal again, the brake opening decreases from exceeding the third brake threshold value to below a fourth brake threshold value (e.g., α ≦ 20%) or the brake opening rate of change decreases from exceeding the third brake rate of change threshold value to below a fourth brake rate of change threshold value (e.g., delta α ≦ gamma)2，γ2<0，|γ1|>|γ2And II), judging whether the electric vehicle is in a slope slipping state again by the MCU, executing the MCU slope slipping control if the electric vehicle is in the slope slipping state, and otherwise, quitting the MCU slope slipping control and controlling the electric vehicle to respond according to the driving gear requested by the driver by the VCU if the electric vehicle is not in the slope slipping state.
It should be understood that although the various steps in the flow charts of fig. 2-3 are shown in order as indicated by the arrows, the steps are not necessarily performed in order as indicated by the arrows. The steps are not performed in the exact order shown and described, and may be performed in other orders, unless explicitly stated otherwise. Moreover, at least some of the steps in fig. 2-3 may include multiple steps or multiple stages, which are not necessarily performed at the same time, but may be performed at different times, which are not necessarily performed in sequence, but may be performed in turn or alternately with other steps or at least some of the other steps.
In one embodiment, a computer device is provided, which may be a server, the internal structure of which may be as shown in fig. 4. The computer device includes a processor, a memory, and a network interface connected by a system bus. Wherein the processor of the computer device is configured to provide computing and control capabilities. The memory of the computer device comprises a nonvolatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program, and a database. The internal memory provides an environment for the operation of an operating system and computer programs in the non-volatile storage medium. The database of the computer equipment is used for storing the anti-slope-sliding control data of the electric automobile. The network interface of the computer device is used for communicating with an external terminal through a network connection. The computer program is executed by a processor to realize the anti-slope-slipping control method of the electric automobile.
Those skilled in the art will appreciate that the architecture shown in fig. 4 is merely a block diagram of some of the structures associated with the disclosed aspects and is not intended to limit the computing devices to which the disclosed aspects apply, as particular computing devices may include more or less components than those shown, or may combine certain components, or have a different arrangement of components.
In one embodiment, a computer device is provided, comprising a memory and a processor, the memory having a computer program stored therein, the processor implementing the following steps when executing the computer program:
the motor controller judges whether the electric automobile is in a slope slipping state or not according to the driving state of the electric automobile; when the electric automobile is in a slope slipping state, the non-creeping torque is loaded to perform slope slipping prevention control on the electric automobile; when the electric automobile meets the preset crawling condition, unloading the non-crawling torque, and sending a motor exit anti-slope-slipping control instruction to the whole automobile controller;
when the vehicle controller receives a command that the motor exits the anti-slope-slipping control, determining the creep torque of the vehicle controller according to the driving state; and performing anti-slope-slipping control on the electric automobile according to the creeping torque.
In one embodiment, the processor, when executing the computer program, further performs the steps of: when the driving speed of the electric automobile is in a preset low-speed range and the gear of the electric automobile is switched between a forward gear and a reverse gear, judging that the electric automobile is in a non-slope-slipping state and generating a non-slope-slipping identifier; and sending the non-slope-sliding identifier to the motor controller.
In one embodiment, the processor, when executing the computer program, further performs the steps of: and when the non-slope-sliding mark is not received, judging whether the electric automobile is in a slope sliding state or not according to the driving state of the electric automobile.
In one embodiment, the processor, when executing the computer program, further performs the steps of: when the driving gear is a forward gear, the driving direction is reverse, the driving speed exceeds a preset vehicle speed threshold value or the motor rotating speed exceeds a preset rotating speed threshold value, the braking opening is lower than a preset braking threshold value, and the accelerator opening meets a preset opening condition, the electric automobile is judged to be in a slope slipping state; and when the driving gear is a reverse gear, the driving direction is reverse, the driving speed exceeds a preset vehicle speed threshold value or the motor rotating speed exceeds a preset rotating speed threshold value, the braking opening is lower than a preset braking threshold value, and the accelerator opening meets a preset opening condition, judging that the electric automobile is in a slope slipping state.
In one embodiment, the processor, when executing the computer program, further performs the steps of: when the driving gear is neutral and the driving speed exceeds a preset vehicle speed threshold or the motor rotating speed exceeds a preset rotating speed threshold, judging that the electric automobile is in a non-slope slipping state; when the gear fault information is received, the running speed exceeds a preset vehicle speed threshold value or the motor rotating speed exceeds a preset rotating speed threshold value, and the accelerator opening degree accords with a preset opening degree condition, the electric automobile is judged to be in a non-slope slipping state; when the driving gear is a forward gear, the driving direction is reverse, the driving speed exceeds a preset vehicle speed threshold value or the motor rotating speed exceeds a preset rotating speed threshold value, and the braking opening exceeds a preset braking threshold value, judging that the electric vehicle is in a non-slope slipping state; and when the driving gear is a reverse gear, the driving direction is reverse, the driving speed exceeds a preset vehicle speed threshold value or the motor rotating speed exceeds a preset rotating speed threshold value, and the braking opening exceeds a preset braking threshold value, judging that the electric automobile is in a non-slope slipping state.
In one embodiment, the processor, when executing the computer program, further performs the steps of: when the electric automobile is in a slope slipping state, the change rate of the motor rotating speed of the electric automobile is obtained, and the non-creeping torque is determined according to the change rate of the motor rotating speed.
In one embodiment, the processor, when executing the computer program, further performs the steps of: when a motor exit anti-slope-sliding control instruction is received, determining creep torque according to the driving speed and the acceleration, and performing anti-slope-sliding control according to the creep torque; when the electric automobile meets a preset stable crawling condition, stably transitioning the crawling torque to the stable crawling torque, and controlling the electric automobile to run according to the stable crawling torque; and when the accelerator opening exceeds a preset accelerator threshold or the brake opening exceeds a preset brake threshold, quitting the anti-slope-slipping control.
In one embodiment, the processor, when executing the computer program, further performs the steps of: when slope slipping prevention control is carried out and the driving direction is inconsistent with the driving gear, if the brake opening exceeds a first brake threshold value, or the brake opening change rate exceeds a first brake change rate threshold value, or the accelerator opening exceeds a first accelerator threshold value, or the accelerator change rate exceeds a first accelerator change rate threshold value, unloading the non-creep torque; if the brake opening degree is reduced to be lower than a second brake threshold value from exceeding a first brake threshold value, or the brake opening degree change rate is reduced to be lower than a second brake change rate threshold value from exceeding a first brake change rate threshold value, whether the electric automobile is in a slope slipping state is judged again; when the electric automobile is in a slope slipping state, performing slope slipping prevention control; when slope slipping prevention control is carried out and the driving direction is consistent with the driving gear, if the brake opening exceeds a third brake threshold value, or the brake opening change rate exceeds a third brake change rate threshold value, or the accelerator opening exceeds a third accelerator threshold value, or the accelerator change rate exceeds a third accelerator change rate threshold value, unloading the non-creep torque; if the brake opening degree is reduced to be lower than a fourth brake threshold value from exceeding a third brake threshold value, or the brake opening degree change rate is reduced to be lower than a fourth brake change rate threshold value from exceeding a third brake change rate threshold value, whether the electric automobile is in a slope slipping state is judged again; if not, sending a motor exit anti-slope-sliding control instruction to the vehicle control unit; and the vehicle control unit is also used for controlling the running of the electric vehicle according to the running gear requested by the driver when receiving the command that the motor exits the anti-slope-slipping control.
In one embodiment, a computer-readable storage medium is provided, having a computer program stored thereon, which when executed by a processor, performs the steps of:
the motor controller judges whether the electric automobile is in a slope slipping state or not according to the driving state of the electric automobile; when the electric automobile is in a slope slipping state, the non-creeping torque is loaded to perform slope slipping prevention control on the electric automobile; when the electric automobile meets the preset crawling condition, unloading the non-crawling torque, and sending a motor exit anti-slope-slipping control instruction to the whole automobile controller;
when the vehicle controller receives a command that the motor exits the anti-slope-slipping control, determining the creep torque of the vehicle controller according to the driving state; and performing anti-slope-slipping control on the electric automobile according to the creeping torque.
In one embodiment, the computer program when executed by the processor further performs the steps of: when the driving speed of the electric automobile is in a preset low-speed range and the gear of the electric automobile is switched between a forward gear and a reverse gear, judging that the electric automobile is in a non-slope-slipping state and generating a non-slope-slipping identifier; and sending the non-slope-sliding identifier to the motor controller.
In one embodiment, the computer program when executed by the processor further performs the steps of: and when the non-slope-sliding mark is not received, judging whether the electric automobile is in a slope sliding state or not according to the driving state of the electric automobile.
In one embodiment, the computer program when executed by the processor further performs the steps of: when the driving gear is a forward gear, the driving direction is reverse, the driving speed exceeds a preset vehicle speed threshold value or the motor rotating speed exceeds a preset rotating speed threshold value, the braking opening is lower than a preset braking threshold value, and the accelerator opening meets a preset opening condition, the electric automobile is judged to be in a slope slipping state; and when the driving gear is a reverse gear, the driving direction is reverse, the driving speed exceeds a preset vehicle speed threshold value or the motor rotating speed exceeds a preset rotating speed threshold value, the braking opening is lower than a preset braking threshold value, and the accelerator opening meets a preset opening condition, judging that the electric automobile is in a slope slipping state.
In one embodiment, the computer program when executed by the processor further performs the steps of: when the driving gear is neutral and the driving speed exceeds a preset vehicle speed threshold or the motor rotating speed exceeds a preset rotating speed threshold, judging that the electric automobile is in a non-slope slipping state; when the gear fault information is received, the running speed exceeds a preset vehicle speed threshold value or the motor rotating speed exceeds a preset rotating speed threshold value, and the accelerator opening degree accords with a preset opening degree condition, the electric automobile is judged to be in a non-slope slipping state; when the driving gear is a forward gear, the driving direction is reverse, the driving speed exceeds a preset vehicle speed threshold value or the motor rotating speed exceeds a preset rotating speed threshold value, and the braking opening exceeds a preset braking threshold value, judging that the electric vehicle is in a non-slope slipping state; and when the driving gear is a reverse gear, the driving direction is reverse, the driving speed exceeds a preset vehicle speed threshold value or the motor rotating speed exceeds a preset rotating speed threshold value, and the braking opening exceeds a preset braking threshold value, judging that the electric automobile is in a non-slope slipping state.
In one embodiment, the computer program when executed by the processor further performs the steps of: when the electric automobile is in a slope slipping state, the change rate of the motor rotating speed of the electric automobile is obtained, and the non-creeping torque is determined according to the change rate of the motor rotating speed.
In one embodiment, the computer program when executed by the processor further performs the steps of: when a motor exit anti-slope-sliding control instruction is received, determining creep torque according to the driving speed and the acceleration, and performing anti-slope-sliding control according to the creep torque; when the electric automobile meets a preset stable crawling condition, stably transitioning the crawling torque to the stable crawling torque, and controlling the electric automobile to run according to the stable crawling torque; and when the accelerator opening exceeds a preset accelerator threshold or the brake opening exceeds a preset brake threshold, quitting the anti-slope-slipping control.
In one embodiment, the computer program when executed by the processor further performs the steps of: when slope slipping prevention control is carried out and the driving direction is inconsistent with the driving gear, if the brake opening exceeds a first brake threshold value, or the brake opening change rate exceeds a first brake change rate threshold value, or the accelerator opening exceeds a first accelerator threshold value, or the accelerator change rate exceeds a first accelerator change rate threshold value, unloading the non-creep torque; if the brake opening degree is reduced to be lower than a second brake threshold value from exceeding a first brake threshold value, or the brake opening degree change rate is reduced to be lower than a second brake change rate threshold value from exceeding a first brake change rate threshold value, whether the electric automobile is in a slope slipping state is judged again; when the electric automobile is in a slope slipping state, performing slope slipping prevention control; when slope slipping prevention control is carried out and the driving direction is consistent with the driving gear, if the brake opening exceeds a third brake threshold value, or the brake opening change rate exceeds a third brake change rate threshold value, or the accelerator opening exceeds a third accelerator threshold value, or the accelerator change rate exceeds a third accelerator change rate threshold value, unloading the non-creep torque; if the brake opening degree is reduced to be lower than a fourth brake threshold value from exceeding a third brake threshold value, or the brake opening degree change rate is reduced to be lower than a fourth brake change rate threshold value from exceeding a third brake change rate threshold value, whether the electric automobile is in a slope slipping state is judged again; if not, sending a motor exit anti-slope-sliding control instruction to the vehicle control unit; and the vehicle control unit is also used for controlling the running of the electric vehicle according to the running gear requested by the driver when receiving the command that the motor exits the anti-slope-slipping control.
It will be understood by those skilled in the art that all or part of the processes of the methods of the embodiments described above can be implemented by hardware instructions of a computer program, which can be stored in a non-volatile computer-readable storage medium, and when executed, can include the processes of the embodiments of the methods described above. Any reference to memory, storage, database or other medium used in the embodiments provided herein can include at least one of non-volatile and volatile memory. Non-volatile Memory may include Read-Only Memory (ROM), magnetic tape, floppy disk, flash Memory, optical storage, or the like. Volatile Memory can include Random Access Memory (RAM) or external cache Memory. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM), among others.
The technical features of the above embodiments can be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the above embodiments are not described, but should be considered as the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above-mentioned embodiments only express several embodiments of the present application, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present patent shall be subject to the appended claims.

Claims (10)

1. The utility model provides an electric automobile prevents swift current slope control system which characterized in that includes: a motor controller and a vehicle control unit;
the motor controller is used for judging whether the electric automobile is in a slope slipping state or not according to the running state of the electric automobile; when the electric automobile is in the slope slipping state, loading non-creeping torque to perform slope slipping prevention control on the electric automobile; when the electric automobile meets a preset crawling condition, unloading the non-crawling torque, and sending a motor exit anti-slope-slipping control instruction to the vehicle control unit;
the vehicle controller is used for determining the creep torque of the vehicle controller according to the driving state when the motor quitting the anti-slope-slipping control instruction is received; and performing the anti-slope-slipping control on the electric automobile according to the creeping torque.
2. The system of claim 1, wherein the vehicle control unit is further configured to determine that the electric vehicle is in a non-hill-slip state and generate a non-hill-slip flag when the driving speed of the electric vehicle is within a preset low speed range and the gear of the electric vehicle is switched between a forward gear and a reverse gear; sending the non-slope-sliding identifier to the motor controller;
and the motor controller is also used for judging whether the electric automobile is in the slope slipping state or not according to the driving state of the electric automobile when the non-slope slipping mark is not received.
3. The system according to claim 2, wherein the driving state includes a driving range, a driving direction, a driving speed, a motor speed, a brake opening degree, and a throttle opening degree of the electric vehicle; the motor controller is also used for
When the driving gear is a forward gear, the driving direction is reverse, the driving speed exceeds a preset vehicle speed threshold value or the motor rotating speed exceeds a preset rotating speed threshold value, the braking opening is lower than a preset braking threshold value, and the accelerator opening meets a preset opening condition, determining that the electric vehicle is in the slope slipping state;
and when the driving gear is a reverse gear, the driving direction is reverse, the driving speed exceeds a preset vehicle speed threshold value or the motor rotating speed exceeds a preset rotating speed threshold value, the braking opening is lower than a preset braking threshold value, and the accelerator opening meets a preset opening condition, the electric vehicle is judged to be in the slope slipping state.
4. The system of claim 3, wherein the motor controller is further configured to
When the driving gear is a neutral gear, the driving speed exceeds a preset vehicle speed threshold value or the motor rotating speed exceeds a preset rotating speed threshold value, the electric automobile is judged to be in a non-slope slipping state;
when gear fault information is received, the running speed exceeds a preset vehicle speed threshold value or the motor rotating speed exceeds a preset rotating speed threshold value, and the accelerator opening degree accords with a preset opening degree condition, it is judged that the electric vehicle is in the non-slope slipping state;
when the driving gear is a forward gear, the driving direction is a reverse direction, the driving speed exceeds a preset vehicle speed threshold value or the motor rotating speed exceeds a preset rotating speed threshold value, and the braking opening exceeds a preset braking threshold value, determining that the electric vehicle is in the non-slope-slipping state;
and when the driving gear is a reverse gear, the driving direction is a reverse direction, the driving speed exceeds a preset vehicle speed threshold value or the motor rotating speed exceeds a preset rotating speed threshold value, and the braking opening exceeds a preset braking threshold value, judging that the electric automobile is in the non-slope slipping state.
5. The system of claim 3, wherein the motor controller is further configured to obtain a rate of change of a motor speed of the electric vehicle when the electric vehicle is in the downhill state, and determine the non-creep torque based on the rate of change of the motor speed.
6. The system according to claim 3, wherein the vehicle control unit is further configured to determine the creep torque according to the driving speed and the acceleration when receiving a command for the motor to exit the anti-creep control, and perform the anti-creep control according to the creep torque;
when the electric automobile meets a preset stable crawling condition, the crawling torque is stably transited to a stable crawling torque, and the electric automobile is controlled to run according to the stable crawling torque;
and when the accelerator opening exceeds a preset accelerator threshold or the brake opening exceeds a preset brake threshold, quitting the anti-slope-slipping control.
7. The system of claim 3, wherein the motor controller is further configured to unload the non-creep torque if the brake opening exceeds a first brake threshold, or the brake opening rate of change exceeds a first brake rate of change threshold, or the accelerator opening exceeds a first accelerator threshold, or the accelerator rate of change exceeds a first accelerator rate of change threshold, when the hill climbing prevention control is performed and the driving direction is not consistent with the driving range; if the brake opening degree is reduced from exceeding the first brake threshold value to being lower than a second brake threshold value, or the brake opening degree change rate is reduced from exceeding the first brake change rate threshold value to being lower than a second brake change rate threshold value, whether the electric automobile is in the slope slipping state or not is judged again; when the electric automobile is in the slope slipping state, performing the slope slipping prevention control;
when the slope slipping prevention control is carried out and the running direction is consistent with the running gear, if the brake opening exceeds a third brake threshold value, or the brake opening change rate exceeds a third brake change rate threshold value, or the accelerator opening exceeds a third accelerator threshold value, or the accelerator change rate exceeds a third accelerator change rate threshold value, unloading the non-creep torque; if the brake opening degree is reduced from exceeding the third brake threshold value to being lower than a fourth brake threshold value, or the brake opening degree change rate is reduced from exceeding the third brake change rate threshold value to being lower than a fourth brake change rate threshold value, whether the electric automobile is in the slope slipping state is judged again; if not, sending a motor slope-sliding prevention control instruction to the vehicle control unit; and the vehicle control unit is also used for controlling the running of the electric vehicle according to a running gear requested by a driver when the motor quits the anti-slope-slipping control instruction is received.
8. An electric automobile anti-slope-slipping control method is characterized by comprising the following steps:
the motor controller judges whether the electric automobile is in a slope slipping state or not according to the running state of the electric automobile; when the electric automobile is in the slope slipping state, loading non-creeping torque to perform slope slipping prevention control on the electric automobile; when the electric automobile meets a preset crawling condition, unloading the non-crawling torque, and sending a motor exit anti-slope-slipping control instruction to the vehicle control unit;
when the vehicle controller receives a command that the motor exits from the slope slipping prevention control, determining the creep torque of the vehicle controller according to the driving state; and performing the anti-slope-slipping control on the electric automobile according to the creeping torque.
9. A computer device comprising a memory and a processor, the memory storing a computer program, characterized in that the processor implements the system of any one of claims 1 to 7 when executing the computer program.
10. A computer-readable storage medium, on which a computer program is stored, which, when being executed by a processor, implements the system of any one of claims 1 to 7.
CN202010002664.7A 2020-01-02 2020-01-02 Electric automobile slope-sliding prevention control system and method, computer equipment and storage medium Active CN111186309B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202010002664.7A CN111186309B (en) 2020-01-02 2020-01-02 Electric automobile slope-sliding prevention control system and method, computer equipment and storage medium

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202010002664.7A CN111186309B (en) 2020-01-02 2020-01-02 Electric automobile slope-sliding prevention control system and method, computer equipment and storage medium

Publications (2)

Publication Number Publication Date
CN111186309A true CN111186309A (en) 2020-05-22
CN111186309B CN111186309B (en) 2021-07-27

Family

ID=70704638

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202010002664.7A Active CN111186309B (en) 2020-01-02 2020-01-02 Electric automobile slope-sliding prevention control system and method, computer equipment and storage medium

Country Status (1)

Country Link
CN (1) CN111186309B (en)

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111890949A (en) * 2020-07-23 2020-11-06 奇瑞商用车（安徽）有限公司 New energy automobile slope-sliding prevention control method
CN112455240A (en) * 2020-12-07 2021-03-09 安徽江淮汽车集团股份有限公司 Slope-retaining method, device, equipment and storage medium for automobile
CN112895913A (en) * 2021-02-03 2021-06-04 深圳市法拉第电驱动有限公司 Control method and system for preventing electric automobile from sliding down slope
CN113147427A (en) * 2021-05-28 2021-07-23 云度新能源汽车有限公司 Control method for preventing electric automobile from sliding down slope, vehicle control unit and electric automobile
CN113306556A (en) * 2021-06-03 2021-08-27 江铃汽车股份有限公司 Auxiliary control system and control method for slope slipping prevention of pure electric vehicle
CN113401105A (en) * 2021-07-14 2021-09-17 中国第一汽车股份有限公司 Crawling control method and device, vehicle and storage medium
CN113829895A (en) * 2021-11-10 2021-12-24 浙江奥思伟尔电动科技有限公司 Gear control method for electric automobile
CN114274791A (en) * 2022-01-07 2022-04-05 江铃汽车股份有限公司 Torque control method for forward and reverse switching of running direction of pure electric vehicle
CN114347807A (en) * 2022-02-25 2022-04-15 三一电动车科技有限公司 Vehicle crawling control method, device, equipment, medium and vehicle
CN114683870A (en) * 2020-12-31 2022-07-01 宝能汽车集团有限公司 Ramp crawling starting control method and device for automobile and automobile with ramp crawling starting control device
CN115352457A (en) * 2022-09-02 2022-11-18 潍柴动力股份有限公司 Method for determining vehicle slip state, device thereof, processor and MCU
CN117021970A (en) * 2023-08-09 2023-11-10 广州汽车集团股份有限公司 Vehicle running control method and device, equipment and medium

Citations (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007118781A (en) * 2005-10-28 2007-05-17 Toyota Motor Corp Vehicle deterred with backward slip in temporary stop on uphill slope
KR20120000864A (en) * 2010-06-28 2012-01-04 주식회사 레오모터스 Smart power control of electrical motor for electrical vehicle
JP2012201154A (en) * 2011-03-24 2012-10-22 Fuji Heavy Ind Ltd Gear-shifting control device
CN103879306A (en) * 2014-04-09 2014-06-25 奇瑞汽车股份有限公司 Automobile ramp auxiliary system and control method thereof
CN108275033A (en) * 2018-01-23 2018-07-13 知豆电动汽车有限公司 Pure electric automobile is anti-to slip by slope control device and its control method
CN109334470A (en) * 2018-11-30 2019-02-15 上海大郡动力控制技术有限公司 The anti-control method for slipping by slope and slipping by slope distance of miniature electric automobile
CN109591621A (en) * 2018-12-10 2019-04-09 北京新能源汽车股份有限公司 Prevent method, apparatus, vehicle and the medium of car ramp car slipping
CN109969188A (en) * 2019-03-02 2019-07-05 浙江飞碟汽车制造有限公司 A kind of electric vehicle uphill starting control method
CN110203077A (en) * 2019-06-04 2019-09-06 厦门金龙汽车新能源科技有限公司 Crawling control method, system and its electric vehicle of electric vehicle
CN110341496A (en) * 2019-07-09 2019-10-18 武汉理工大学 A kind of ramp speed operation travel control method of distributed driving off-road vehicle
CN110481342A (en) * 2019-08-28 2019-11-22 安徽安凯汽车股份有限公司 It is a kind of to slip by slope function control method for the anti-of integral new-energy passenger
CN110588371A (en) * 2019-10-15 2019-12-20 国机智骏科技有限公司 Vehicle slope-sliding prevention control method and device and electric automobile

Patent Citations (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2007118781A (en) * 2005-10-28 2007-05-17 Toyota Motor Corp Vehicle deterred with backward slip in temporary stop on uphill slope
KR20120000864A (en) * 2010-06-28 2012-01-04 주식회사 레오모터스 Smart power control of electrical motor for electrical vehicle
JP2012201154A (en) * 2011-03-24 2012-10-22 Fuji Heavy Ind Ltd Gear-shifting control device
CN103879306A (en) * 2014-04-09 2014-06-25 奇瑞汽车股份有限公司 Automobile ramp auxiliary system and control method thereof
CN108275033A (en) * 2018-01-23 2018-07-13 知豆电动汽车有限公司 Pure electric automobile is anti-to slip by slope control device and its control method
CN109334470A (en) * 2018-11-30 2019-02-15 上海大郡动力控制技术有限公司 The anti-control method for slipping by slope and slipping by slope distance of miniature electric automobile
CN109591621A (en) * 2018-12-10 2019-04-09 北京新能源汽车股份有限公司 Prevent method, apparatus, vehicle and the medium of car ramp car slipping
CN109969188A (en) * 2019-03-02 2019-07-05 浙江飞碟汽车制造有限公司 A kind of electric vehicle uphill starting control method
CN110203077A (en) * 2019-06-04 2019-09-06 厦门金龙汽车新能源科技有限公司 Crawling control method, system and its electric vehicle of electric vehicle
CN110341496A (en) * 2019-07-09 2019-10-18 武汉理工大学 A kind of ramp speed operation travel control method of distributed driving off-road vehicle
CN110481342A (en) * 2019-08-28 2019-11-22 安徽安凯汽车股份有限公司 It is a kind of to slip by slope function control method for the anti-of integral new-energy passenger
CN110588371A (en) * 2019-10-15 2019-12-20 国机智骏科技有限公司 Vehicle slope-sliding prevention control method and device and electric automobile

Cited By (21)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111890949A (en) * 2020-07-23 2020-11-06 奇瑞商用车（安徽）有限公司 New energy automobile slope-sliding prevention control method
CN111890949B (en) * 2020-07-23 2023-02-03 奇瑞商用车（安徽）有限公司 New energy automobile slope-sliding prevention control method
CN112455240A (en) * 2020-12-07 2021-03-09 安徽江淮汽车集团股份有限公司 Slope-retaining method, device, equipment and storage medium for automobile
CN112455240B (en) * 2020-12-07 2022-08-02 安徽江淮汽车集团股份有限公司 Slope-retaining method, device, equipment and storage medium for automobile
CN114683870A (en) * 2020-12-31 2022-07-01 宝能汽车集团有限公司 Ramp crawling starting control method and device for automobile and automobile with ramp crawling starting control device
CN112895913A (en) * 2021-02-03 2021-06-04 深圳市法拉第电驱动有限公司 Control method and system for preventing electric automobile from sliding down slope
CN112895913B (en) * 2021-02-03 2022-10-18 深圳市法拉第电驱动有限公司 Control method and system for preventing electric automobile from sliding down slope
CN113147427A (en) * 2021-05-28 2021-07-23 云度新能源汽车有限公司 Control method for preventing electric automobile from sliding down slope, vehicle control unit and electric automobile
CN113306556B (en) * 2021-06-03 2022-08-09 江铃汽车股份有限公司 Auxiliary control system and control method for slope slipping prevention of pure electric vehicle
CN113306556A (en) * 2021-06-03 2021-08-27 江铃汽车股份有限公司 Auxiliary control system and control method for slope slipping prevention of pure electric vehicle
CN113401105A (en) * 2021-07-14 2021-09-17 中国第一汽车股份有限公司 Crawling control method and device, vehicle and storage medium
CN113401105B (en) * 2021-07-14 2022-04-01 中国第一汽车股份有限公司 Crawling control method and device, vehicle and storage medium
CN113829895B (en) * 2021-11-10 2023-10-20 浙江奥思伟尔电动科技有限公司 Gear control method for electric automobile
CN113829895A (en) * 2021-11-10 2021-12-24 浙江奥思伟尔电动科技有限公司 Gear control method for electric automobile
CN114274791A (en) * 2022-01-07 2022-04-05 江铃汽车股份有限公司 Torque control method for forward and reverse switching of running direction of pure electric vehicle
CN114274791B (en) * 2022-01-07 2023-12-12 江铃汽车股份有限公司 Torque control method for forward and reverse switching in running direction of pure electric vehicle
CN114347807A (en) * 2022-02-25 2022-04-15 三一电动车科技有限公司 Vehicle crawling control method, device, equipment, medium and vehicle
CN114347807B (en) * 2022-02-25 2023-06-06 三一电动车科技有限公司 Vehicle creep control method, device, equipment, medium and vehicle
CN115352457A (en) * 2022-09-02 2022-11-18 潍柴动力股份有限公司 Method for determining vehicle slip state, device thereof, processor and MCU
CN117021970A (en) * 2023-08-09 2023-11-10 广州汽车集团股份有限公司 Vehicle running control method and device, equipment and medium
CN117021970B (en) * 2023-08-09 2024-05-07 广州汽车集团股份有限公司 Vehicle running control method and device, equipment and medium

Also Published As

Publication number Publication date
CN111186309B (en) 2021-07-27

Similar Documents

Publication Publication Date Title
CN111186309B (en) Electric automobile slope-sliding prevention control system and method, computer equipment and storage medium
US7206682B2 (en) Uphill start-up assistance device for motor vehicle
CN111002985B (en) Control method of electric automobile slope parking system
CN111439133B (en) Vehicle torque control method, vehicle torque control device, computer equipment and storage medium
CN108790945B (en) Single-pedal brake control method, device and equipment for electric automobile and automobile
KR101724472B1 (en) Apparatus and method for learning touch point of engine clutch of hybrid electric vehicle
CN102069792B (en) Method for controlling output torque in powertrains
CN112895913B (en) Control method and system for preventing electric automobile from sliding down slope
CN112810456B (en) Electric automobile slope-sliding prevention control method and system and electric automobile
CN113561980B (en) Vehicle creep control method and device, computer equipment and storage medium
CN111516667A (en) Hill start assisting method and device
CN106004459B (en) System and method for controlling regenerative braking in a vehicle
US10160445B2 (en) Shift control method for hybrid electric vehicle
CN117774969A (en) Vehicle speed limit control method and device, readable storage medium and vehicle
US20230018675A1 (en) Braking force control device
CN113733933B (en) Anti-slip control method, device, computer equipment and storage medium
CN113619585B (en) Vehicle creep control method, device, storage medium and apparatus
WO2022241720A1 (en) Determination method for drive force to be requested for hybrid vehicle, and apparatus
CN111757830B (en) Controller and method for controlling vehicle speed
JPH07143618A (en) Power controller for electric motor vehicle
CN112208352A (en) Vehicle, and control method and control device thereof
CN110626348A (en) Pure electric commercial vehicle hill start control method based on real-time quality identification
CN115805821A (en) Method and device for crawling driving by using driving motor
CN115648968A (en) Control method, device, processor, storage medium and vehicle for preventing slope slipping
CN113561961B (en) Vehicle shake control method, apparatus, computer device, and storage medium

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
CB02 Change of applicant information
CB02 Change of applicant information

Address after: 511458 room 1201, No. 37, Jinlong, Nansha street, Xiangjiang financial and business center, Nansha District, Guangzhou City, Guangdong Province (office only)

Applicant after: Hechuang Automotive Technology Co.,Ltd.

Address before: 511458 room 1201, No. 37, Jinlong, Nansha street, Xiangjiang financial and business center, Nansha District, Guangzhou City, Guangdong Province (office only)

Applicant before: Hechuang Smart Technology Co.,Ltd.

Address after: 511458 room 1201, No. 37, Jinlong, Nansha street, Xiangjiang financial and business center, Nansha District, Guangzhou City, Guangdong Province (office only)

Applicant after: Hechuang Smart Technology Co.,Ltd.

Address before: Room 1201, No. 37, Jinsha street, Nansha street, Xiangjiang financial and business center, Nansha District, Guangzhou City, Guangdong Province

Applicant before: Guangzhou Auto Weilai New Energy Automotive Technology Co.,Ltd.

GR01 Patent grant
GR01 Patent grant