CN112622633B - Torque management system of hydrogen energy automobile - Google Patents
Torque management system of hydrogen energy automobile Download PDFInfo
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- CN112622633B CN112622633B CN202011486330.8A CN202011486330A CN112622633B CN 112622633 B CN112622633 B CN 112622633B CN 202011486330 A CN202011486330 A CN 202011486330A CN 112622633 B CN112622633 B CN 112622633B
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- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 title claims abstract description 30
- 229910052739 hydrogen Inorganic materials 0.000 title claims abstract description 30
- 239000001257 hydrogen Substances 0.000 title claims abstract description 30
- 230000003993 interaction Effects 0.000 claims abstract description 6
- 230000000994 depressogenic effect Effects 0.000 claims description 8
- 230000003213 activating effect Effects 0.000 claims description 5
- 238000012545 processing Methods 0.000 claims description 4
- 238000012937 correction Methods 0.000 claims description 3
- 238000000034 method Methods 0.000 claims description 3
- 230000000881 depressing effect Effects 0.000 claims description 2
- 238000011217 control strategy Methods 0.000 abstract 1
- 230000006870 function Effects 0.000 description 56
- 230000004913 activation Effects 0.000 description 18
- 238000010586 diagram Methods 0.000 description 13
- 230000008859 change Effects 0.000 description 8
- 230000005540 biological transmission Effects 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 230000004075 alteration Effects 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000007257 malfunction Effects 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Classifications
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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
-
- 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
- B60L15/2063—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 creeping
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/14—Adaptive cruise control
- B60W30/143—Speed control
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18063—Creeping
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/20—Reducing vibrations in the driveline
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/423—Torque
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- 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
-
- 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
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/84—Data processing systems or methods, management, administration
Abstract
The invention discloses a torque management system of a hydrogen energy automobile, which consists of VCU, BMS, FCU, PDU, MCU, EPB, ESC, IC, wherein the output end of a VCU is connected with an FCU, an MCU and a PDU through a PT-CAN, the output end of the VCU is also connected with a BMS through a hard wire, the input end of the VCU is connected with an EPB and an ESC through a Chas-CAN, the output end of the VCU is also connected with an IC through an Info-CAN, the management system comprises a drive control system and a man-machine interaction control system, and the drive control system comprises an electric driving module, a creeping driving module, a constant speed cruising module, a torque limiting module, a torque coordination module, a vehicle speed limiting module and an anti-slip module. The torque management system of the hydrogen energy automobile effectively manages the torque management system of the hydrogen energy automobile, and the whole set of torque management logic control strategy of the hydrogen energy automobile.
Description
Technical Field
The invention relates to the technical field of hydrogen energy automobiles, in particular to a torque management system of a hydrogen energy automobile.
Background
The hydrogen energy automobile is a new energy automobile, and automobile torque management is an important component in the automobile.
The torque management system of the hydrogen energy automobile in the market is not perfect in function and cannot realize efficient management, and therefore, the torque management system of the hydrogen energy automobile is provided.
Disclosure of Invention
The invention aims to provide a torque management system of a hydrogen energy automobile, which is used for solving the problems in the background technology.
In order to achieve the above purpose, the present invention provides the following technical solutions: a hydrogen energy automobile torque management system, comprises VCU, BMS, FCU, PDU, MCU, EPB, ESC, IC, characterized in that: the output end of the VCU is connected with an FCU, an MCU and a PDU through a PT-CAN, the output end of the VCU is also connected with a BMS through a hard wire, the input end of the VCU is connected with an EPB and an ESC through a Chas-CAN, the output end of the VCU is also connected with an IC through an Info-CAN, and the management system comprises a drive control system and a man-machine interaction control system;
the driving control system comprises an electric driving module, a creeping driving module, a constant-speed cruising module, a torque limiting module, a torque coordination module, a vehicle speed limiting module and an anti-slip module;
the man-machine interaction control system comprises a driving mode switching module, a braking priority module and a gear management module;
the electric driving module comprises: the VCU calculates driving torque according to the system gear, the accelerator pedal opening and the vehicle speed, and sends the driving torque to the MCU through the CAN as a motor torque demand after torque processing;
the creeping driving module is used for: the VCU calculates the required torque based on the difference between the target vehicle speed and the actual vehicle speed, and dynamically adjusts in real time;
the constant speed cruising module is used for: the VCU, ESC, FCU, BMS, PDU, MCU and IC cooperatively control the constant-speed cruising of the vehicle and display the constant-speed cruising state;
the torque limiting module: the VCU calculates according to the difference value between the target limited vehicle speed and the actual vehicle speed to obtain a torque correction value to limit the current required torque;
the torque coordination module: when the vehicle is in a Ready state and the energy feedback function is activated, the feedback torque is used as the required torque; when the energy feedback function is not activated, the driving torque after torque limitation is used as the required torque;
the vehicle speed limit module: the method comprises the steps of vehicle speed limitation, vehicle speed calculation and running direction judgment, and is completed by coordination of a VCU, an ESC and an MCU controller;
the anti-slip module comprises: VCU and MCU or ESC and brake Booster system i-boost, EPB to control completion;
the driving mode switching module: the VCU is used for controlling the vehicle to enter a Ready state, the initial state of the driving mode is an economic mode, and different driving modes are selected through keys; the brake priority module: the control is completed by the VCU, the vehicle is in Ready state, and the brake pedal and the accelerator pedal are simultaneously depressed, limiting the output torque to 0Nm.
Preferably, the gear management module: VCU, ESC, EPB, and when a driver presses a corresponding gear key, target gear information is directly sent to the VCU through a hard wire signal, and the VCU arbitrates the target gear based on the whole vehicle state and outputs the real gear of the system.
Compared with the prior art, the invention has the beneficial effects that: the torque management system for the hydrogen energy automobile integrates the functions of electric running, creeping running, constant-speed cruising, torque limiting, torque coordination, speed limiting, anti-slip, driving mode switching, braking priority, gear management and the like, effectively manages the torque management system for the hydrogen energy automobile, and not only realizes the efficient management of the torque system of the automobile, but also improves the dynamic economy of the hydrogen energy automobile.
Drawings
Fig. 1 is a schematic diagram for explaining abbreviations of english nouns in the invention;
FIG. 2 is a functional block diagram of the electric drive of the present invention;
FIG. 3 is a functional block diagram of the creep running of the present invention;
FIG. 4 is a flow chart of the creep running function of the present invention;
FIG. 5 is a timing diagram of activation from rest to creep in accordance with the present invention;
FIG. 6 is a timing diagram of the activation of the present invention from coasting to creep;
FIG. 7 is a functional block diagram of the cruise control of the present invention;
FIG. 8 is a flow chart of the cruise control function of the present invention;
FIG. 9 is a functional block diagram of torque limiting according to the present invention;
FIG. 10 is a functional block diagram of torque coordination according to the present invention;
FIG. 11 is a functional block diagram of a vehicle speed limit of the present invention;
FIG. 12 is a functional block diagram of the anti-roll-off of the present invention;
FIG. 13 is a functional block diagram of a driving mode switch according to the present invention;
FIG. 14 is a functional block diagram of brake priority according to the present invention;
fig. 15 is a functional block diagram of gear management according to the present invention.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
Referring to fig. 1-15, the present invention provides a technical solution: the utility model provides a hydrogen energy car torque management system, comprises VCU, BMS, FCU, PDU, MCU, EPB, ESC, IC, and the output of VCU is connected with FCU, MCU and PDU through PT-CAN, and the output of VCU still is connected with BMS through the hard wire, and the input of VCU is connected with EPB and ESC through Chas-CAN, and the output of VCU still is connected with IC through Info-CAN, and management system includes drive control system and human-computer interaction control system.
The description of the electric driving function in the torque management of the hydrogen energy automobile is as follows: in the Ready state of the vehicle, the system gear is in the D gear or the R gear, after the electric running function is activated, the VCU needs to calculate the electric running demand torque based on the system gear, the accelerator opening, the vehicle speed and the like, and the driving system is controlled to execute torque output.
The electric driving function is completed by the cooperative control of VCU, FCU, BMS, PDU, ESC and MCU. After the electric driving needs to meet a certain condition, the function is activated. The conditions mainly comprise: the whole vehicle is in a running state, a brake pedal is not stepped, a system gear is a D gear or an R gear, the opening degree of an accelerator pedal is larger than a threshold value, and the vehicle has no faults of prohibiting torque output and the like. When the function activation condition is not satisfied, the electric travel function is exited.
The electric driving function is realized by firstly, the hydrogen energy vehicle needs to meet all the following conditions: the vehicle is in a Ready state; the gear of the system is D gear or R gear; the vehicle has no fault requiring prohibition of torque output; when the brake pedal is not depressed, the accelerator opening is larger than a threshold value, and the electric running function is activated, and the execution result is that the VCU calculates the driving torque according to the system gear, the accelerator opening, the vehicle speed, and the like. The accelerator pedal torque demand calculated by the VCU is processed by torque and then is transmitted to the MCU as a motor torque demand through the CAN.
The creep running function description in the torque management of the hydrogen energy automobile is as follows: after the vehicle enters a Ready state, if the gear is the D gear or the R gear, the brake is not stepped, the opening of the accelerator pedal is smaller than the threshold value, and the whole vehicle runs at a low speed with a certain target vehicle speed.
The creeping function is completed by the cooperative control of VCU, FCU, BMS, PDU, EPB, ESC and MCU. Judging whether the creep function activation condition is met or not based on the system running state, the gear, the accelerator pedal opening, the brake pedal state, the whole vehicle parking state, the vehicle speed and the like. If the creep running function activating condition is met, activating the creep running function; the target vehicle speed is set based on the shift position, creep activation mode, and the like.
The creeping function is realized in that the vehicle satisfies all the following conditions: the vehicle is in a Ready state; the gear of the system is D gear or R gear; the vehicle has no fault requiring prohibition of torque output; the brake pedal is not depressed; the whole vehicle is not parked in a parking state, the opening of the accelerator pedal is not larger than a threshold value, the creeping function is activated, and the whole vehicle runs at a low speed with a certain target speed. And the VCU calculates the required torque based on the difference between the target vehicle speed and the actual vehicle speed, and performs real-time dynamic adjustment. And when the gear of the system is D, the creep target speed is set to be 4km/h. And when the gear of the system is R, the creep target speed is set to be 2km/h.
The constant-speed cruising function in the torque management of the hydrogen energy automobile is described as follows: after the switch is closed according to the speed required by the driver, the vehicle speed is automatically maintained without stepping on an accelerator pedal, so that the vehicle runs at a fixed speed.
And a cruise control function, wherein VCU, ESC, FCU, BMS, PDU, MCU and the IC cooperatively control the cruise control of the vehicle and display the cruise control state.
The constant speed cruising function is realized in such a way that the vehicle satisfies all the following conditions: the vehicle is in a Ready state; the cruise main switch is closed; the speed of the vehicle is more than or equal to 40km/h and less than or equal to 120km/h; the system gear is D gear; the ABS is not activated; other malfunctions that prohibit constant-speed cruising are not required. At this time, the "SET/-" button is pressed for the first time, the cruise activation state is entered, and the current vehicle speed is SET as the cruise target vehicle speed. Such as:
in a cruise activation state, pressing a SET/-' button to reduce a cruise target vehicle speed, and if the single pressing time is less than 1s, reducing the target vehicle speed by 1km/h; if the single pressing time is more than 1s, the vehicle speed is reduced by 5km/h per second; the minimum speed of the vehicle can be adjusted to 40km/h;
in a cruise activation state, pressing a 'Resume/+' button to increase a cruise target vehicle speed, and if the single pressing time is less than 1s, increasing the target vehicle speed by 1km/h; if the single pressing time is greater than 1s, the vehicle speed is increased by 5km/h per second; the maximum speed of the vehicle can be adjusted to 120km/h;
the cruise activation state is that when the vehicle needs to be accelerated and overtake, the accelerator pedal is stepped on to accelerate, the VCU takes a large value as output required torque based on the comparison of the required torque of the accelerator pedal and the required torque of the cruise control, the vehicle runs according to the cruise target speed before overtaking after the accelerator pedal is released, or a SET/-' button is pressed, and the vehicle takes the current speed as the cruise target speed;
the cruise activation state, the brake pedal is stepped down to reduce the speed, the VCU takes a small value as an output required torque based on the comparison of the energy feedback torque and the cruise control required torque, the constant-speed cruise function is exited after the brake pedal is released, or a SET/-' button is pressed, and the vehicle takes the current speed as a constant-speed cruise target speed;
when the speed change rate is too large, or the ESC is activated, or the speed exceeds the threshold range of the constant speed cruising function, the speed cruising function is exited below 36km/h or above 124 km/h.
The cruise control system comprises a cruise control state, a cruise control state and a cruise memory state, wherein the cruise control state is canceled when the vehicle speed is greater than 124km/h, the cruise control state is entered into a cruise standby state, and the cruise memory vehicle speed is equal to the current cruise target vehicle speed of 120km/h;
a cruise activation state, when the vehicle speed is less than 36km/h, canceling the cruise activation state, entering a cruise standby state, and enabling the cruise memory vehicle speed to be equal to the current cruise target vehicle speed 40km/h;
when the cruise activation state, the ABS activation or system gear is not the D gear or the vehicle speed change rate is larger than (15 km/h/s) or a fault needing to prohibit the cruise occurs, the cruise activation state is canceled, the vehicle enters a cruise standby state, and the cruise memory vehicle speed is equal to the current cruise target vehicle speed;
after the vehicle cruising function is activated, the display content on the IC is as follows:
when the constant-speed cruising is started but does not enter an activated state, sending a constant-speed cruising indicator light=flashing to the IC;
when the cruise control is on and the cruise control is active, sending a cruise control indicator light=on to the IC;
when the cruise control function is started and activated, sending a cruise control target vehicle speed to the IC, and displaying the cruise control vehicle speed;
when the cruise control is in the exit state, sending a cruise control indicator light=flashing to the IC;
when the cruise control is in the off state, the "cruise control indicator light=off" is sent to the IC.
Of particular note are: the types of faults that prohibit constant-speed cruising are: braking failure, vehicle speed failure, accelerator pedal failure, cruise switch failure, ESC system failure, etc.; if the vehicle enters the cruise standby state from the cruise activation state, the hydrogen-powered vehicle needs to meet the initial condition of constant-speed cruise again, and presses the "Resume/+" or "Set/-" button. The method comprises the following steps: pressing 'Resume/+' to restore the cruise activation state, and taking the cruise memory vehicle speed as the target vehicle speed; pressing the "Set/-" button may resume the cruise activation state and take the current vehicle speed as the target vehicle speed.
The torque limiting function in torque management of a hydrogen energy automobile is described as follows: and limiting the torque output function of the system according to the running state, the fault state and the characteristics of the motor system and the battery system of the vehicle.
The torque limiting function is accomplished by cooperative control of VCU, ESC, FCU, BMS, PDU, MCU and EPB.
The torque limiting function-zero torque limiting is achieved in that the vehicle satisfies all of the following conditions: the whole vehicle is not in a Ready mode; the system gear is P gear or N gear; the brake pedal is depressed but the brake energy feedback mode is not entered; simultaneously depressing an accelerator pedal and a brake pedal; the system diagnoses zero torque fault; the ESC is required to disable the torque output sub-function from being activated; the vehicle is in the hydrogenated mode. The torque output is limited to 0Nm at this time.
The torque limiting function speed limit is realized by limiting the D-gear forward speed to 150km/h or limiting the R-gear backward speed to 20km/h; the system takes small values as target vehicle speed limit according to different system gears and different vehicle speed limit set under faults. If the sum of the actual vehicle speed and 6km/h is greater than the target vehicle speed limit, activating the vehicle speed limit; otherwise, the difference of the actual speed minus 8km/h is smaller than the target speed limit, and the vehicle speed limit is exited; when the vehicle speed limit is activated, the VCU calculates according to the difference value between the target limited vehicle speed and the actual vehicle speed, and a torque correction value is obtained to limit the current required torque.
The torque coordination function in the torque management of the hydrogen energy automobile is described as follows: because the abrupt change of torque can appear when different torques such as electric driving, creeping driving, constant speed cruising, energy feedback are switched, the torque coordination processing needs to be carried out before the required torque is output, and the problem of vehicle shake caused by the abrupt change of torque is avoided.
The torque coordination function is cooperatively completed by a controller such as VCU, MCU, ESC. Because different torques such as electric driving, creeping driving, constant-speed cruising, energy feedback and the like can generate abrupt change of the torque when switching, coordination processing is needed before the required torque is output, and the problem of vehicle shake caused by abrupt change of the torque is avoided.
The torque coordination is realized in a Ready state, and when the energy feedback function is activated, the feedback torque is used as the required torque; when the energy feedback function is not activated, the driving torque after torque limitation is taken as the required torque.
The gradient change rate of the torque is small in the zero-crossing region, and is increased in the region outside the zero-crossing region, and is decreased when the torque approaches the target torque. The specific gradient change rate is affected by the accelerator pedal opening, gear, driving mode, vehicle speed, etc. In the case of torque coordination of a vehicle, special attention is paid to the conditions of torque reduction of the vehicle and the conditions of torque increase of the vehicle.
The vehicle speed limit function description in the torque management of the hydrogen energy vehicle is as follows: the vehicle speed limiting function includes vehicle speed limitation, vehicle speed calculation, acceleration calculation, travel direction determination, and the like. When the vehicle runs normally, the D-gear speed is limited to 135km/h, and the R-gear speed is limited to 20km/h. The VCU preferentially adopts the actual speed sent by the ESC, and if the ESC speed fails, the speed is calculated by adopting the motor rotation speed and the transmission system parameters.
The vehicle speed limiting function includes vehicle speed limitation, vehicle speed calculation, travel direction discrimination, and the like. Is coordinated by controllers such as VCU, ESC, MCU, etc. When the vehicle runs normally, the D-gear speed is limited to 135km/h, and the R-gear speed is limited to 20km/h. And calculating the vehicle speed based on the actual vehicle speed and the motor rotation speed. The VCU preferentially adopts the actual speed sent by the ESC, and if the ESC speed fails, the speed is calculated by adopting the motor rotation speed and the transmission system parameters.
The implementation of the vehicle speed limit is that the vehicle is in a Ready state, and if the sum of the actual vehicle speed and 6km/h is larger than the target vehicle speed limit, the vehicle speed limit is activated; if the difference of the actual vehicle speed minus 8km/h is smaller than the target vehicle speed limit, the vehicle speed limit is exited.
The anti-slip function description in the torque management of the hydrogen energy automobile is as follows: when the vehicle starts on the slope, the creep torque can not pull the vehicle to advance so as to lead the vehicle to slide backward, at the moment, the anti-slide function can be activated, the vehicle stays on the slope for a short time, and the driver is given time to tread an accelerator pedal or a brake pedal.
The anti-slip function is controlled by VCU and MCU or ESC and brake Booster system i-boost or EPB. When the vehicle starts on the slope, the creep torque can not pull the vehicle to advance so as to lead the vehicle to slide backward, at the moment, the anti-slide function can be activated, the vehicle stays on the slope for 2s, and the driver is given time to tread an accelerator pedal or a brake pedal.
The realization of the anti-slide function is as follows: first, the vehicle satisfies the following conditions: the vehicle is in a Ready state; the gear of the system is D gear or R gear; the accelerator pedal and the brake pedal are not stepped on; the gear demand vehicle travel direction is opposite to the actual travel direction. At this time, the absolute value of the motor rotation speed is greater than 50rpm and lasts for no more than 2s. Activating the VCU anti-slip function.
The driving mode switching function in the torque management of the hydrogen energy automobile is described as follows: when the vehicle enters a Ready state, the initial state of the driving mode is an economy mode, and different driving modes are selected through keys.
The driving mode switching function is controlled by the VCU. When the driving mode is switched, the situation that the driving feeling is affected, such as vehicle shake, is not allowed to occur.
The driving mode switching function is realized as follows: when the vehicle enters a Ready state, a driving mode switching button is pressed, and a corresponding driving mode is entered, a driving mode indicator lamp is turned on.
The description of the brake priority function in torque management of a hydrogen energy vehicle is that when a brake pedal and an accelerator pedal are simultaneously depressed, the torque output is 0Nm based on the brake pedal. The brake priority function is controlled by the VCU. The function implementation is as follows: the vehicle is in Ready state, and the brake pedal and the accelerator pedal are simultaneously depressed, limiting the output torque to 0Nm.
The description of the gear management function in the torque management of the hydrogen energy automobile is that the VCU arbitrates the target gear based on the whole automobile state such as the automobile speed, the brake pedal state, the whole automobile fault state and the like and outputs the real gear of the system. The gear management aims to accurately analyze the gear shifting intention of a driver, prevent the gear shifting misoperation of the driver and ensure the safe running of the vehicle.
The shift management function is cooperatively performed by VCU, ESC, EPB and the like. When a driver presses a corresponding gear key by adopting a key type gear shifting mechanism, target gear information can be directly sent to the VCU through a hard wire signal, and the VCU arbitrates the target gear based on the whole vehicle state and outputs the real gear of the system.
The gear management function aims to accurately analyze the gear shifting intention of a driver, prevent the gear shifting misoperation of the driver and ensure the safe running of the vehicle.
The implementation of the gear management function is represented by: the vehicle is in a Ready state, a gear shifting button is pressed, the VCU receives a target gear signal through a hard wire, the target gear is arbitrated based on the whole vehicle state, the actual gear of the VCU is fed back, and a specific gear switching strategy is implemented by the VCU.
Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made therein without departing from the principles and spirit of the invention, the scope of which is defined in the appended claims and their equivalents.
Claims (2)
1. A hydrogen energy automobile torque management system, comprises VCU, BMS, FCU, PDU, MCU, EPB, ESC, IC, characterized in that: the output end of the VCU is connected with an FCU, an MCU and a PDU through a PT-CAN, the output end of the VCU is also connected with a BMS through a hard wire, the input end of the VCU is connected with an EPB and an ESC through a Chas-CAN, the output end of the VCU is also connected with an IC through an Info-CAN, and the management system comprises a drive control system and a man-machine interaction control system;
the driving control system comprises an electric driving module, a creeping driving module, a constant-speed cruising module, a torque limiting module, a torque coordination module, a vehicle speed limiting module and an anti-slip module;
the man-machine interaction control system comprises a driving mode switching module, a braking priority module and a gear management module;
the electric driving module comprises: the VCU calculates driving torque according to the system gear, the accelerator pedal opening and the vehicle speed, and sends the driving torque to the MCU through the CAN as a motor torque demand after torque processing;
the creeping driving module is used for: the VCU calculates the required torque based on the difference between the target vehicle speed and the actual vehicle speed, and dynamically adjusts in real time;
the constant speed cruising module is used for: the VCU, ESC, FCU, BMS, PDU, MCU and IC cooperatively control the constant-speed cruising of the vehicle and display the constant-speed cruising state;
the torque limiting module: the torque limiting module comprises zero torque limit and speed limit, wherein the zero torque limit is as follows: the vehicle satisfies all of the following conditions: the whole vehicle is not in a Ready mode; the system gear is P gear or N gear; the brake pedal is depressed but the brake energy feedback mode is not entered; simultaneously depressing an accelerator pedal and a brake pedal; the system diagnoses zero torque fault; the ESC is required to disable the torque output sub-function from being activated; the vehicle is in the hydrogenated mode, when the limited torque output is 0Nm;
the speed limit is: the system takes a small value as a target vehicle speed limit according to different system gears and different vehicle speed limits set under faults; if the sum of the actual vehicle speed and 6km/h is greater than the target vehicle speed limit, activating the vehicle speed limit; otherwise, the difference of the actual vehicle speed minus 8km/h is smaller than the target limit vehicle speed, the vehicle speed limit is exited, and when the vehicle speed limit is activated, the VCU calculates according to the difference between the target limit vehicle speed and the actual vehicle speed to obtain a torque correction value to limit the current required torque;
the torque coordination module: when the vehicle is in a Ready state and the energy feedback function is activated, the feedback torque is used as the required torque; when the energy feedback function is not activated, the driving torque after torque limitation is used as the required torque;
the vehicle speed limit module: the method comprises the steps of vehicle speed limitation, vehicle speed calculation and running direction judgment, and is completed by coordination of a VCU, an ESC and an MCU controller;
the anti-slip module comprises: VCU and MCU or ESC and brake Booster system i-boost, EPB to control completion;
the driving mode switching module: the VCU is used for controlling the vehicle to enter a Ready state, the initial state of the driving mode is an economic mode, and different driving modes are selected through keys; the brake priority module: the control is completed by the VCU, the vehicle is in Ready state, and the brake pedal and the accelerator pedal are simultaneously depressed, limiting the output torque to 0Nm.
2. A hydrogen energy vehicle torque management system according to claim 1, wherein: the gear management module: VCU, ESC, EPB, and when a driver presses a corresponding gear key, target gear information is directly sent to the VCU through a hard wire signal, and the VCU arbitrates the target gear based on the whole vehicle state and outputs the real gear of the system.
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| CN113602271A (en) * | 2021-08-05 | 2021-11-05 | 岚图汽车科技有限公司 | Method and system for controlling smoothness of crawling starting |
| CN114013297B (en) * | 2021-11-10 | 2023-10-24 | 小氢汽车(上海)有限公司 | Torque control method and control device for hydrogen fuel cell automobile |
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