CN112172983B - Electric vehicle speed limiting method - Google Patents
Electric vehicle speed limiting method Download PDFInfo
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- CN112172983B CN112172983B CN202011151974.1A CN202011151974A CN112172983B CN 112172983 B CN112172983 B CN 112172983B CN 202011151974 A CN202011151974 A CN 202011151974A CN 112172983 B CN112172983 B CN 112172983B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
- B62J27/00—Safety equipment
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
- B62K23/00—Rider-operated controls specially adapted for cycles, i.e. means for initiating control operations, e.g. levers, grips
- B62K23/02—Rider-operated controls specially adapted for cycles, i.e. means for initiating control operations, e.g. levers, grips hand actuated
- B62K23/04—Twist grips
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/12—Speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/421—Speed
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention provides a speed limiting method of an electric vehicle, belonging to the technical field of electric vehicle manufacturing, comprising the steps that firstly, an electric control unit ECM obtains the rotating speed of a motor through a phase signal and calculates the speed Vt of the motor according to the wheel diameter; step two, comparing the Vt with the speed limit V1, and entering step three when the Vt is less than V1; when Vt is more than V1, go to step (iv); step three, the ECM controls the motor to be controlled by the rotating handle; step (iv) the ECM gradually decreases the phase frequency at the start of V1 for a period of time t1 seconds, and compares Vt with V1: if Vt is greater than V1, go forward, if Vt is less than V1, go back to step C and then go to step C; fifthly, changing the speed reduction signal into a 0 duty ratio signal, returning to the third step until Vt is less than V1, and then performing the sixth step; step sixthly, maintaining the step III when the opening degree of the throttle twist grip is smaller than the first opening degree, and if the opening degree is not smaller than the first opening degree, progressing step seventhly; and step (c), controlling the phase frequency to increase progressively, wherein the maximum value is the time phase frequency of V1, and returning to the step (c) after t2 seconds.
Description
Technical Field
The invention belongs to the technical field of electric vehicle manufacturing, and particularly relates to an electric vehicle speed limiting method.
Background
The electric motor car is the comparatively portable instrument of riding instead of walk of people, along with the continuous standard to the electric motor car management of riding, the electric motor car speed limit has been an important technical parameter whether the electric motor car is up to standard.
However, most of the current speed limiting methods are overspeed power-off, and the technology of the speed limiting method is too simple, namely only by identifying the speed of the vehicle, when the speed of the electric vehicle exceeds the preset upper limit, the power supply of the electric vehicle motor is cut off, including the mode of cutting off the whole power supply or cutting off the drive pulse of the MOS tube, when the speed of the electric vehicle is reduced to be lower than the preset upper limit after the power of the motor is cut off, the power supply is recovered, the simple logic control mode obviously deteriorates riding experience, makes the rider feel the feeling of speed reduction due to resistance moment when power is cut off, and makes the rider feel the feeling of speed increase due to sudden power increase when power supply is restored, the buttocks of a rider is subjected to the jerking feeling of the front and back dislocation of the seat at the critical point of speed limit, and the body of the rider is inclined forwards and sits backwards, so that the rider can feel fatigue and tired quickly, great bad feeling and distraction are brought to the trip, and the physical and psychological health and the safe trip are not facilitated.
Therefore, an advanced speed limiting method capable of overcoming the technical defects wholly or partially needs to be designed in an innovative way so as to achieve a better riding feeling.
Disclosure of Invention
In order to meet the technical requirements of speed-limiting driving of an electric vehicle under the new national standard technical conditions, ensure that a rider feels good at a speed-limiting critical point, reduce riding fatigue and enhance comfort, the inventor develops an electric vehicle speed-limiting method which is applied to a two-wheeled electric vehicle control system, the two-wheeled electric vehicle control system comprises a motor phase sensor, an accelerator twist grip and an electric control unit ECM, the electric vehicle speed-limiting method comprises the steps of,
the method comprises the following steps: an electronic control unit (ECM) monitors a phase sensor signal of the motor, acquires a real-time rotating speed signal of a driving motor of the two-wheeled electric vehicle, and calculates a real-time driving speed Vt of the two-wheeled electric vehicle according to wheel outer diameter design parameters of the electric vehicle;
step two: comparing the real-time running speed of the two-wheeled electric vehicle with a first speed V1, and entering a step III when the real-time running speed Vt of the two-wheeled electric vehicle is calculated to be lower than the first speed V1; when the real-time running speed Vt of the two-wheeled electric vehicle is calculated to be higher than the first speed V1, the method goes to a step IV;
step three: the electronic control unit ECM judges that the driving motor is controlled by the accelerator handle under the low-speed working condition;
step IV: the electric control unit ECM judges an overspeed working condition and controls the driving motor to be controlled by a deceleration signal, the deceleration signal is used for gradually reducing the phase driving frequency of the driving motor by taking the phase driving frequency of the driving motor when the driving motor runs at the first speed V1 as a starting point, and the time length of the deceleration signal is t1 seconds; simultaneously comparing the real-time traveling speed Vt of the two-wheeled electric vehicle with the first speed V1: if the real-time running speed of the two-wheeled electric vehicle is still higher than the first speed V1, entering a fifth step, and if the real-time running speed of the two-wheeled electric vehicle is lower than the first speed V1, returning to the third step and entering a sixth step;
step five: the speed reduction signal is changed into a duty ratio signal which enables the phase driving pulse of the driving motor to be 0 at the moment until the real-time running speed of the two-wheeled electric vehicle is lower than the first speed V1, and the step III is returned and then the step III is carried out;
step (c): comparing the opening degree of the accelerator handle: if the opening degree of the accelerator twist grip is smaller than the first opening degree, the step (c) is maintained, and if the opening degree of the accelerator twist grip is larger than or equal to the first opening degree, the step (c) is carried out; the first opening is a certain fixed opening smaller than the maximum opening of the accelerator handle;
step (c): the electric control unit ECM controls the phase driving frequency of the driving motor to increase gradually, the maximum frequency value after the phase driving frequency increases gradually is limited to the phase driving frequency of the driving motor when the driving motor runs at the first speed V1, the increasing time range of the phase driving frequency is more than or equal to t2 seconds, and the step (c) is carried out after the increasing time range of the phase driving frequency;
wherein, the first speed V1 is a speed limit value.
Furthermore, the invention also provides a speed limiting method of the electric vehicle, which is characterized in that the time length t1 of the speed reducing signal is less than or equal to 0.5 second.
Furthermore, the invention also provides a speed limiting method of the electric vehicle, which is characterized in that the phase driving frequency increasing time range t2 is less than or equal to 0.3 second.
Further, the invention also provides a speed limiting method of the electric vehicle, which is characterized in that the first speed V1 is 25 km/h.
Further, the invention also provides a speed limiting method of the electric vehicle, which is characterized in that the first opening degree is 45% of the maximum opening degree of an accelerator handle.
The invention has the beneficial effects that: the speed pause is greatly reduced. And the comfort is improved. And thirdly, the driving fatigue is reduced.
Drawings
FIG. 1 is a schematic diagram of steps of a speed limiting method for an electric vehicle according to an embodiment of the present invention,
fig. 2 is a schematic circuit technical structure diagram of a speed limiting method for an electric vehicle according to an embodiment of the invention,
figure 3 is a schematic diagram of a six power drive transistor gate waveform reference,
fig. 4 is a graph comparing the technical effect of the solution of the present invention (upper part of fig. 4) and the speed variation resulting in jerk deceleration in the deceleration manner of the prior art (lower part of fig. 4).
Detailed Description
In order to meet the technical requirement of comfort of safe speed-limiting driving of the electric vehicle under the new national standard technical condition, reduce the riding fatigue of riders at the critical point of speed limitation and enhance the comfort, the inventor develops a new speed-limiting method of the electric vehicle.
Example 1
The electric vehicle speed limiting method described in the embodiment is applied to a commonly used two-wheeled electric vehicle control system, and is consistent with the conventional application, the two-wheeled electric vehicle control system also comprises a motor phase sensor, an accelerator handle and an electric control unit ECM, and the electric control unit ECM carries out the actions of starting, running, speed regulation, braking and the like of an electric vehicle driving motor according to an accelerator handle instruction, a key switch, a brake signal, a power supply voltage safety detection signal and the like.
As shown in fig. 1, the following method operations are performed in the order of steps shown in the figure, while referring to fig. 2 for understanding the technical structure and relationship of steps of the present invention.
The method comprises the following steps: the electric control unit ECM (300) monitors signals of a phase sensor (100) of the motor, generally adopts a Hall-effect motor phase sensor, for example, a five-wire Hall sensor is adopted, wherein a black wire is a negative electrode of a power supply, a red wire is a positive electrode of a 5V power supply, and three wires of yellow, green and blue are respectively used for outputting three signals.
Particularly, the invention utilizes one phase, or two phases, or three phases of the three-phase signals to obtain the real-time rotating speed signals of the driving motor of the two-wheeled electric vehicle through equivalent calculation, for example, 46 permanent magnets are arranged on the circumference of a certain driving motor rotor, a Hall sensor can generate 46 signal change cycles when the motor rotor rotates for one circle, and then the real-time driving speed Vt of the two-wheeled electric vehicle can be calculated according to the wheel outer diameter design parameters of the electric vehicle; that is, the vehicle speed Vt is obtained by multiplying the wheel circumference by the quotient obtained by dividing a certain number of phase signals by 46 per unit time.
Step two: the real-time travel speed Vt of the two-wheeled electric vehicle is compared with a speed value V1 called "first speed":
when the real-time running speed Vt of the two-wheeled electric vehicle is calculated to be lower than the first speed V1, namely Vt is less than V1, the step (c) is carried out;
and when the real-time running speed Vt of the two-wheeled electric vehicle is calculated to be not lower than the first speed V1, namely the Vt is not less than V1, the step (iv) is executed.
Step three: the electronic control unit ECM judges the low-speed working condition, which is a condition without speed limitation, and the driving MOTOR (MOTOR) is controlled by the accelerator handle (200) to operate conventionally.
Step IV: the ECM determines an overspeed condition, at which deceleration is required, and at which the drive motor is controlled by a deceleration signal, which is a control signal that can reduce the motor speed and the travel speed within a certain range, i.e.: gradually reducing the phase driving frequency of the driving motor by taking the phase driving frequency of the driving motor when the driving motor runs at a first speed V1 as a starting point, wherein the time length of the speed reduction signal is t1 seconds; while still comparing the real-time travel speed Vt of the two-wheeled electric vehicle with the first speed V1: if the real-time running speed Vt of the two-wheeled electric vehicle is still higher than the first speed V1, namely the real-time running speed Vt is more than or equal to V1, the process enters a fifth step, and if the real-time running speed Vt of the two-wheeled electric vehicle is lower than the first speed V1, namely the real-time running speed Vt is less than V1, the process returns to the third step and then enters the following sixth step.
Step five: the speed reduction signal is changed into a duty ratio signal which makes the driving pulse of the driving motor phase be 0 at this time, and when the motor is in operation, the grids of the field effect tubes in the ECM controller are all rectangular waves, as shown in FIG. 3, which shows a grid control waveform diagram of only power control NMOS field effect tubes Q1 to Q6 of a synchronous motor 6, wherein curves GAh and GAL are grid voltage waveforms of upper tubes Q1 and lower tubes Q2 respectively and are used for controlling the U phase of the motor, curves GBh and GBL are grid voltage waveforms of upper tubes Q3 and lower tubes Q4 respectively and are used for controlling the V phase of the motor, curves GCh and GCL are grid voltage waveforms of upper tubes Q5 and lower tubes Q6 respectively and are used for controlling the W phase of the motor, the voltage waveforms are respectively corresponding to the corresponding source electrode of the corresponding grid electrode, the ECM controller power tube controls the phase frequency of the three-phase winding of the motor to synchronously rotate in response to the position of the rotor under the control of the rectangular waves, the torque is controlled by the duty cycle by the frequency controller speed. When the grid rectangular wave duty ratio signal becomes 0, actually 6 power tubes are cut off, namely the motor winding is cut off, the motor can decelerate under the resisting moment until the real-time running speed Vt of the two-wheeled electric vehicle is lower than the first speed V1, and then the step III is returned to and the step III is carried out.
Step (c): comparing the opening degree of the accelerator handle at the moment: if the opening degree of the accelerator handle is smaller than a first opening degree, maintaining the step (c) in the step (c), if so, the opening degree of the accelerator handle is larger than or equal to the first opening degree, and if the opening degree of the accelerator handle is larger than the first opening degree, entering the step (c); the first opening is a certain fixed opening when the throttle handle is smaller than the maximum opening.
Step (c): the electric control unit ECM controls the phase driving frequency of the driving motor to increase gradually, the maximum frequency value after the phase driving frequency increases gradually is limited to the phase driving frequency when the driving motor runs at the first speed V1, the increasing time range of the phase driving frequency is more than or equal to t2 seconds, and the third step is carried out after the increasing time range of the phase driving frequency.
The first speed V1 is a speed limit value.
As a preferred embodiment, the time length t1 of the deceleration signal is less than or equal to 0.5 seconds.
As a preferred embodiment, the phase driving frequency increasing time range t2 is 0.3 seconds or less.
As a preferred embodiment, the first speed V1 is 25 km/h.
In a preferred embodiment, the first opening is 45% of the maximum opening of the throttle grip.
The invention has the beneficial effects that: the speed pause is greatly reduced. And the comfort is improved. And thirdly, the driving fatigue is reduced.
As shown in fig. 4, fig. 4 is a comparison diagram of the speed variation resulting in jerk deceleration between the technical effect of the technical solution of the present invention (upper part of fig. 4) and the deceleration manner of the prior art (lower part of fig. 4).
It can be seen that the upper vehicle speed variation curve 502 in fig. 4 has a small range of up-down variation (i.e., the range indicated by the arrow 503 and the arrow 504 in fig. 4) around the first speed V1 (501 in the figure) during speed limiting.
In the deceleration mode of the prior art, frequent speed changes occur at the critical overspeed point, and the vehicle speed vibration caused by the frequent speed changes causes forward leaning and backward sitting of the human body, and causes discomfort, fatigue and irritability, which is seen in the curve interface at the lower part of fig. 4, wherein the speed change veb (V electronic control bicycle) has a large range of up and down changes (i.e., the range shown by the arrow 505 and the arrow 506 in fig. 4) around the first speed V1. Through reading the embodiment, the essence of the invention can be understood, and the speed is limited by adopting a flexible speed reduction mode instead of a rough mode of frequent power failure so as to improve the driving performance of the electric vehicle.
The embodiments of the present invention are only used for illustrating the technical solutions of the present invention, and are not limited to the present invention, and other embodiments or other combinations obtained by equivalent substitution and non-inventive work fall within the scope of the present invention, which is defined by the appended claims.
Claims (4)
1. A speed-limiting method of an electric vehicle is applied to a two-wheeled electric vehicle control system, the two-wheeled electric vehicle control system comprises a motor phase sensor, an accelerator twist grip and an electric control unit ECM, and is characterized in that the speed-limiting method of the electric vehicle comprises the following steps,
the method comprises the following steps: an electronic control unit (ECM) monitors a phase sensor signal of the motor, acquires a real-time rotating speed signal of a driving motor of the two-wheeled electric vehicle, and calculates a real-time driving speed Vt of the two-wheeled electric vehicle according to wheel outer diameter design parameters of the electric vehicle;
step two: comparing the real-time running speed Vt of the two-wheeled electric vehicle with a first speed V1, and entering a step III when the real-time running speed Vt of the two-wheeled electric vehicle is calculated to be lower than the first speed V1; when the real-time running speed Vt of the two-wheeled electric vehicle is calculated to be more than or equal to V1, entering a step IV;
step three: the electronic control unit ECM judges that the driving motor is controlled by the accelerator handle under the low-speed working condition;
step IV: the electric control unit ECM judges an overspeed working condition and controls the driving motor to be controlled by a deceleration signal, the deceleration signal is used for gradually reducing the phase driving frequency of the driving motor by taking the phase driving frequency of the driving motor when the driving motor runs at the first speed V1 as a starting point, and the time length of the deceleration signal is t1 seconds; simultaneously comparing the real-time traveling speed Vt of the two-wheeled electric vehicle with the first speed V1: if the real-time running speed Vt of the two-wheeled electric vehicle is still greater than or equal to the first speed V1, entering a fifth step, and if the real-time running speed Vt of the two-wheeled electric vehicle is lower than the first speed V1, returning to the third step and entering a sixth step;
step five: the speed reduction signal is changed into a duty ratio signal which enables the phase driving pulse of the driving motor to be 0 at the moment until the real-time running speed Vt of the two-wheeled electric vehicle is lower than the first speed V1, and the step III is returned and then the step III is carried out;
step (c): comparing the opening degree of the accelerator handle: if the opening degree of the accelerator twist grip is smaller than the first opening degree, the step (c) is maintained, and if the opening degree of the accelerator twist grip is larger than or equal to the first opening degree, the step (c) is carried out; the first opening is a certain fixed opening smaller than the maximum opening of the accelerator handle;
step (c): the electric control unit ECM controls the phase driving frequency of the driving motor to increase gradually, the maximum frequency value after the phase driving frequency increases gradually is limited to the phase driving frequency of the driving motor when the driving motor runs at the first speed V1, the phase driving frequency increasing time is not less than t2 seconds, and the step (c) is carried out after the phase driving frequency increasing time;
wherein, the first speed V1 is a speed limit value.
2. The method for limiting the speed of an electric vehicle according to claim 1, wherein the time length t1 of the speed reduction signal is less than or equal to 0.5 seconds.
3. The speed limiting method of an electric vehicle according to claim 1, wherein the first speed V1 is 25 km/h.
4. The method for limiting speed of an electric vehicle according to claim 1, wherein the first opening degree is 45% of a maximum opening degree of a throttle grip.
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| CN202011151974.1A CN112172983B (en) | 2020-10-26 | 2020-10-26 | Electric vehicle speed limiting method |
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| JP2002095114A (en) * | 2000-09-18 | 2002-03-29 | Kubota Corp | Speed controller of motor-driven cart |
| CN205256051U (en) * | 2015-12-25 | 2016-05-25 | 上海大形智能科技有限公司 | Motor control system and electric motor car |
| CN105711441B (en) * | 2016-01-20 | 2018-09-21 | 奇瑞汽车股份有限公司 | Method for controlling driving speed and system |
| CN106004458B (en) * | 2016-05-26 | 2018-11-16 | 爱玛科技集团股份有限公司 | A kind of segmented electric brake control method based on electric vehicle |
| CN206485221U (en) * | 2017-02-17 | 2017-09-12 | 北京铃铃科技有限责任公司 | A kind of device for realizing electric car speed limit |
| CN108215796A (en) * | 2017-12-29 | 2018-06-29 | 南京理工大学 | A kind of vehicle safety Active Control Method based on road information |
| CN109017440A (en) * | 2018-07-05 | 2018-12-18 | 合肥移顺信息技术有限公司 | A kind of electric vehicle method for limiting speed |
| CN109398107A (en) * | 2018-07-27 | 2019-03-01 | 江苏工程职业技术学院 | A kind of new-energy automobile decelerating energy-saving control method |
| CN110667398A (en) * | 2018-12-29 | 2020-01-10 | 长城汽车股份有限公司 | Drive control method and system for electric vehicle |
| CN109878343A (en) * | 2018-12-29 | 2019-06-14 | 北京新能源汽车技术创新中心有限公司 | A kind of electric car descending automatic control system for speed and method |
| CN109910635B (en) * | 2019-03-29 | 2020-11-06 | 深圳猛犸电动科技有限公司 | Speed control method and system of electric vehicle and terminal equipment |
| CN109823199A (en) * | 2019-04-12 | 2019-05-31 | 舍弗勒技术股份两合公司 | A kind of rotation speed regulating method of motor, device, readable storage medium storing program for executing and motor vehicle |
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