CN112706767A - Cruise control method and system of pure electric vehicle and pure electric vehicle - Google Patents
Cruise control method and system of pure electric vehicle and pure electric vehicle Download PDFInfo
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- CN112706767A CN112706767A CN202110113818.4A CN202110113818A CN112706767A CN 112706767 A CN112706767 A CN 112706767A CN 202110113818 A CN202110113818 A CN 202110113818A CN 112706767 A CN112706767 A CN 112706767A
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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
- B60W30/14—Adaptive cruise control
Abstract
The invention discloses a cruise control method and system of a pure electric vehicle and the pure electric vehicle, comprising the following steps: after the whole vehicle is electrified, emptying the stored target rotating speed; after the cruise mode is activated, if the chassis component has a torque control demand and the accelerator pedal or the brake pedal is depressed, the electric drive system enters a torque control mode; the method comprises the steps of judging whether a current mode is in a rotating speed control mode or not when no torque control requirement exists in a chassis part and an accelerator pedal and a brake pedal are not stepped on, storing the current rotating speed as a target rotating speed if the current mode is not in the rotating speed control mode, activating the rotating speed control mode, carrying out rotating speed control on the target rotating speed and limiting output torque, and carrying out rotating speed control on the target rotating speed and limiting output torque if the current mode is in the rotating speed control mode. The invention can reduce the number of buttons and reduce the operation difficulty.
Description
Technical Field
The invention belongs to the technical field of cruise control of pure electric vehicles, and particularly relates to a cruise control method and system of a pure electric vehicle and the pure electric vehicle.
Background
The vehicle cruise system can reduce the strength of a driver when the vehicle runs at a high speed, and the foot force of the driver is reduced. In order to realize the cruise function, the whole vehicle at least needs three operating buttons for starting/closing the constant-speed cruise, increasing the vehicle speed and reducing the vehicle speed. However, when the brake is pressed down, the cruise is stopped, and when the cruise needs to be entered again, the button needs to be pressed again. From the convenience of operation and cost, there is an urgent need to reduce the number of buttons and the operational difficulty.
Therefore, it is necessary to develop a new cruise control method and system for a pure electric vehicle, and a pure electric vehicle.
Disclosure of Invention
The invention aims to provide a cruise control method and system of a pure electric vehicle and the pure electric vehicle, which can reduce the number of buttons and reduce the operation difficulty.
The cruise control method of the pure electric vehicle comprises the following steps of:
step 1, emptying the stored target rotating speed after the whole vehicle is electrified;
and 3, judging whether the chassis part has a torque control requirement, if so, entering a step 4, and if not, entering a step 5.
Step 4, without exiting the cruise mode and changing the target rotating speed, the electric drive system enters a torque control mode, the chassis component calculates corresponding torque, the electric drive system executes according to the target torque calculated by the chassis component, and the step 2 is returned;
step 9, judging whether the current mode of the electric drive system is in a rotating speed control mode, if not, entering step 10, and if so, entering step 11;
step 10, storing the current rotating speed as a target rotating speed, activating a rotating speed control mode, and entering step 11;
and 11, controlling the rotating speed at the target rotating speed, limiting the output torque, and returning to the step 2.
Further, the step 11 specifically includes:
when the electric drive system is in a rotating speed control mode, the output torque of the controller is compared with the highest energy efficiency torque corresponding to the target rotating speed under the limitation of the optimal energy consumption rotating speed torque limit curves of the different motor rotating speeds, small limitation is carried out, and meanwhile, the output torque is output and controlled according to a preset torque change gradient.
Further, the chassis components include an anti-lock braking system and a body stabilization system.
Further, the controller adopts a motor controller of an electric driving system or a vehicle control unit.
In a second aspect, the cruise control system for the pure electric vehicle includes:
a switch for activating the cruise mode;
an accelerator pedal;
a brake pedal;
an electric drive system for torque execution in accordance with a torque command from a controller;
a chassis component for intervening on the motor torque according to the vehicle slipping condition;
the controller is used for setting braking torque and accelerator torque and is respectively connected with the switch, the accelerator pedal, the brake pedal, the electric drive system and the chassis component;
the controller is programmed to execute the steps of the cruise control method of the pure electric vehicle according to the invention.
In a third aspect, the cruise control system of the pure electric vehicle is adopted in the pure electric vehicle.
The invention has the following advantages:
(1) the invention only needs one switch for starting/closing the constant-speed cruise function, and compared with the prior art, the invention reduces the switches for increasing the speed of the vehicle and reducing the speed of the vehicle.
(2) After the vehicle is powered on, the cruise mode is activated only through the switch, and in the subsequent driving process, the driver can control the acceleration, the deceleration or the constant speed of the vehicle only through the accelerator or the brake in normal driving, so the operation steps are reduced.
(3) The invention also enables to maintain an optimal energy consumption of the vehicle.
Drawings
FIG. 1 is a schematic block diagram of the present embodiment;
FIG. 2 is a flowchart of the present embodiment;
fig. 3 is a schematic diagram of the efficiency optimum limitation in the present embodiment.
Detailed Description
The invention will be further explained with reference to the drawings.
As shown in fig. 2, a cruise control method for a pure electric vehicle includes the following steps:
step 1, emptying the stored target rotating speed after the whole vehicle is electrified.
And 2, judging whether the cruise mode is activated or not, if not, repeatedly executing the step 2, and if so, entering the step 3.
And 3, judging whether the chassis part has a torque control requirement, if so, entering a step 4, and if not, entering a step 5.
Step 4, if the chassis component has a torque intervention request, such as: the vehicle skids when the energy of the wet slippery road surface is recovered, or skids when the vehicle climbs the slope on the wet slippery road surface, and at the moment, the cruise mode is not exited, and the target rotating speed is not changed. The electric drive system enters a torque control mode, the chassis component calculates a corresponding torque, and the electric drive system executes according to the target torque calculated by the chassis component; and proceeds to step 2.
And 5, if the chassis component has no intervention request, judging whether the brake pedal is pressed down. The conventional brake pedal is classified into two types, one type is a brake pedal capable of outputting only two states of being depressed (assuming that the output state value is "1") and not depressed (assuming that the output state value is "0"), and the other type is a brake pedal capable of outputting an opening degree. In the case where the state output value of the brake pedal is only "1" and "0", when the state value of the brake pedal output is detected as "1", the brake pedal is considered to be depressed, and when the state value of the brake pedal output is detected as "0", the brake pedal is considered to be not depressed. For a brake pedal capable of outputting the pedal opening, whether the opening of the brake pedal is smaller than a preset brake opening value (for example: 1%) is determined, if the opening of the brake pedal is greater than or equal to 1%, the brake pedal is considered to be pressed, and if the opening of the brake pedal is smaller than 1%, the brake pedal is considered not to be pressed. When the brake pedal is judged to be stepped down, entering step 6; if the chassis components are not involved and the brakes are not, step 7 is entered.
And 6, the electric drive system exits the rotating speed control mode, the target rotating speed is removed, the electric drive system enters the torque control mode, the controller calculates the torque of energy recovery according to the depth of the brake pedal or the enabling signal, and the electric drive system performs torque control according to the torque and returns to the step 2.
And 7, if the chassis component is not involved and the brake is not involved, judging whether the accelerator pedal is stepped on. The conventional accelerator pedal is divided into two types, one type is an accelerator pedal capable of outputting only two states of being depressed (assuming that the output state value is "1") and not depressed (assuming that the output state value is "0"), and the other type is an accelerator pedal capable of outputting an opening degree. When the state output value of the accelerator pedal is only 1 or 0, the accelerator pedal is considered to be pressed when the state value output by the accelerator pedal is detected to be 1, and the accelerator pedal is considered not to be pressed when the state value output by the accelerator pedal is detected to be 0. For an accelerator pedal capable of outputting the pedal opening, whether the opening of the accelerator pedal is smaller than a preset accelerator opening value (for example: 1%) is determined, if the opening of the accelerator pedal is greater than or equal to 1%, the accelerator pedal is considered to be stepped on, and if the opening of the accelerator pedal is smaller than 1%, the accelerator pedal is considered not to be stepped on. And (4) when the accelerator pedal is judged to be pressed down, the step 8 is carried out, and when the chassis is not involved, the brake is not pressed down, and the accelerator is not pressed down, the step 9 is carried out.
And 8, the electric drive system exits the rotating speed control mode, the target rotating speed is removed, the electric drive system enters the torque control mode, the controller calculates the torque according to the depth of the accelerator pedal, and the electric drive system performs torque control according to the torque and simultaneously enters the step 2.
And 9, judging whether the current electric drive system is in a rotating speed control mode, if not, entering a step 10, and if so, entering a step 11.
And step 10, storing the current rotating speed as the target rotating speed, activating a rotating speed control mode, and entering step 11.
Step 11, carrying out torque control at the target rotating speed, limiting output torque, and returning to the step 2; the method specifically comprises the following steps: the controller stores therein an optimal energy consumption, rotation speed and torque limit curve (an optimal efficiency curve for short, obtained by calibration according to a specific motor) of different motor rotation speeds, as shown in fig. 3. When the vehicle is in the rotating speed control mode, the output torque of the controller is compared with the highest energy efficiency torque corresponding to the target rotating speed under the limit of the optimal efficiency curve, and small limitation is performed to ensure that the vehicle can run with economic energy consumption in the rotating speed control mode. Meanwhile, the output torque is output and controlled according to a preset torque change gradient so as to ensure the driving smoothness.
In practical experience, when the vehicle runs from a flat road to an uphill, the output torque of the rotation speed control of the electric drive system is gradually increased, if the output torque is limited by the optimal efficiency curve 7 of fig. 3, the vehicle speed is forced to decrease after the output torque is insufficient, but after the vehicle speed decreases, the torque of the limit curve is gradually increased, so that the vehicle speed is kept at a constant speed in a slightly low state, the vehicle is balanced under the optimal driving vehicle speed and torque, the cruise mode is kept, the change of the vehicle speed is smooth and safe for a user because the gradient of the road does not change suddenly, and simultaneously the user is ensured to be limited by the torque, if the user needs to overtake and speed increase in the middle, the power system also has the capability of accelerating, after the electric drive system is completely stepped on, the electric drive system outputs the maximum torque, and the output torque is only limited by the maximum rotation speed torque curve 8 of the motor, realize overtaking, guaranteed driving safety nature.
As shown in fig. 1, in the present embodiment, a cruise control system of a pure electric vehicle includes a switch 1, an accelerator pedal 6, a brake pedal 5, an electric drive system 3, a controller 2, and a chassis component 4. The switch 1 is used to activate the cruise mode, and the switch 1 may be a button, or a knob, or other human interface panel (UI). The electric drive system 3 is configured to execute torque in accordance with a torque command from the controller 2. The chassis component 4 is used to intervene on the motor torque as a function of the vehicle slip. The controller 2 is used for setting braking torque and throttle torque, and the controller 2 is respectively connected with the switch 1, the throttle pedal 6, the brake pedal 5, the electric drive system 3 and the chassis component 4. The controller 2 is programmed to execute the steps of the cruise control method of the electric-only vehicle as described in the present embodiment.
In this embodiment, the chassis component 4 includes an anti-lock system, a vehicle body stabilizing system, and the like, and can intervene the motor torque according to the wheel slip condition, so as to ensure the vehicle safety.
In this embodiment, the controller 2 is a motor controller of an electric drive system, or a Vehicle Control Unit (VCU), and the control algorithm may be implemented by the motor controller of the electric drive system or the vehicle control unit, and if the control algorithm is implemented by the motor controller, the corresponding throttle, brake signal, and chassis signal are sent to the motor controller through communication of the vehicle control unit.
In this embodiment, a pure electric vehicle adopts the cruise control system of the pure electric vehicle as described in this embodiment.
Claims (6)
1. The cruise control method of the pure electric vehicle is characterized by comprising the following steps of:
step 1, emptying the stored target rotating speed after the whole vehicle is electrified;
step 2, judging whether the cruise mode is activated or not, if not, repeatedly executing the step 2, and if activated, entering the step 3;
step 3, judging whether the chassis part has a torque control requirement, if so, entering step 4, and if not, entering step 5;
step 4, without exiting the cruise mode and changing the target rotating speed, the electric drive system enters a torque control mode, the chassis component calculates corresponding torque, the electric drive system executes according to the target torque calculated by the chassis component, and the step 2 is returned;
step 5, judging whether the brake pedal is stepped on, if so, entering step 6, and if not, entering step 7;
step 6, the electric drive system exits the rotating speed control mode, the target rotating speed is removed, the electric drive system enters the torque control mode, the controller calculates the torque, the electric drive system performs torque control according to the torque, and the step 2 is returned;
step 7, judging whether an accelerator pedal is stepped on, if so, entering a step 8, and if not, entering a step 9;
step 8, the electric drive system exits the rotating speed control mode, the target rotating speed is removed, the electric drive system enters the torque control mode, the controller calculates the torque, the electric drive system performs torque control according to the torque, and the step 2 is returned;
step 9, judging whether the current mode of the electric drive system is in a rotating speed control mode, if not, entering step 10, and if so, entering step 11;
step 10, storing the current rotating speed as a target rotating speed, activating a rotating speed control mode, and entering step 11;
and 11, controlling the rotating speed at the target rotating speed, limiting the output torque, and returning to the step 2.
2. The cruise control method of the pure electric vehicle according to claim 1, characterized in that: the step 11 specifically comprises:
when the electric drive system is in a rotating speed control mode, the output torque of the controller is compared with the highest energy efficiency torque corresponding to the target rotating speed under the limitation of the optimal energy consumption rotating speed torque limit curves of the different motor rotating speeds, small limitation is carried out, and meanwhile, the output torque is output and controlled according to a preset torque change gradient.
3. Cruise control method of a pure electric vehicle according to claim 1 or 2, characterized in that: the chassis components include an anti-lock system and a body stabilization system.
4. The cruise control method of the pure electric vehicle according to claim 3, characterized in that: the controller adopts a motor controller of an electric driving system or a vehicle control unit.
5. A cruise control system of a pure electric vehicle comprises:
a switch (1) for activating the cruise mode;
an accelerator pedal (6);
a brake pedal (5);
an electric drive system (3) for torque execution according to a torque command of a controller;
a chassis component (4) for intervening on the motor torque as a function of the vehicle slip;
and a controller (2) for setting braking torque and accelerator torque, wherein the controller (2) is respectively connected with the switch (1), the accelerator pedal (6), the brake pedal (5), the electric drive system (3) and the chassis component (4);
the method is characterized in that: the controller (2) is programmed so as to execute the steps of the cruise control method of the pure electric vehicle according to any of claims 1 to 4.
6. A pure electric vehicle is characterized in that: the cruise control system of the pure electric vehicle is adopted.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110113818.4A CN112706767A (en) | 2021-01-27 | 2021-01-27 | Cruise control method and system of pure electric vehicle and pure electric vehicle |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110113818.4A CN112706767A (en) | 2021-01-27 | 2021-01-27 | Cruise control method and system of pure electric vehicle and pure electric vehicle |
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| Publication Number | Publication Date |
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| CN112706767A true CN112706767A (en) | 2021-04-27 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202110113818.4A Pending CN112706767A (en) | 2021-01-27 | 2021-01-27 | Cruise control method and system of pure electric vehicle and pure electric vehicle |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113415277A (en) * | 2021-07-27 | 2021-09-21 | 重庆长安汽车股份有限公司 | Control method and system for accelerating control right transfer of electric automobile |
| CN113619560A (en) * | 2021-09-06 | 2021-11-09 | 中国第一汽车股份有限公司 | Method and device for controlling output torque of automobile, electronic equipment and medium |
-
2021
- 2021-01-27 CN CN202110113818.4A patent/CN112706767A/en active Pending
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113415277A (en) * | 2021-07-27 | 2021-09-21 | 重庆长安汽车股份有限公司 | Control method and system for accelerating control right transfer of electric automobile |
| CN113619560A (en) * | 2021-09-06 | 2021-11-09 | 中国第一汽车股份有限公司 | Method and device for controlling output torque of automobile, electronic equipment and medium |
| WO2023030360A1 (en) * | 2021-09-06 | 2023-03-09 | 中国第一汽车股份有限公司 | Method and apparatus for controlling output torque of vehicle, and electronic device and medium |
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