CN112874500A - Control method for traction force of hybrid four-wheel drive vehicle - Google Patents

Control method for traction force of hybrid four-wheel drive vehicle Download PDF

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Publication number
CN112874500A
CN112874500A CN202110035627.0A CN202110035627A CN112874500A CN 112874500 A CN112874500 A CN 112874500A CN 202110035627 A CN202110035627 A CN 202110035627A CN 112874500 A CN112874500 A CN 112874500A
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vehicle
speed
wheel
driving
mode
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CN112874500B (en
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刘冬雨
徐华林
官浩
户俊营
闫鲁平
邸丽伟
刘志鹏
张立亮
鲁兰
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FAW Group Corp
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FAW Group Corp
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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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • 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
    • B60W30/02—Control of vehicle driving stability
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/105—Speed
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/107—Longitudinal acceleration
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/20—Steering systems
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B60W2520/105—Longitudinal acceleration
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/28—Wheel speed
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/18—Braking system

Abstract

The embodiment of the invention discloses a method for controlling traction of a hybrid four-wheel drive vehicle. The method comprises the following steps: determining a current reference speed according to the wheel speeds of four wheels of the vehicle, the longitudinal acceleration of the vehicle and a steering wheel corner signal; adopting a corresponding traction control mode according to the running speed of the vehicle, the road surface condition and the working mode of a driving system; determining whether the traction control entering condition is met at present according to the motion information of the driving wheel, the reference speed and the state information of the vehicle; if the vehicle meets the traction control entering condition, further judgment is carried out according to the motion information of the driving wheel and the reference vehicle speed, the traction control entering and exiting strategy is determined, and the vehicle is controlled based on the determined traction control mode and strategy. According to the embodiment of the invention, the traction control mode and the entering and exiting strategies of traction control are determined according to the current vehicle state and the motion information of the driving wheels, and the vehicle is controlled based on the traction control strategy, so that the traction performance and the stability of the vehicle when slipping are ensured.

Description

Control method for traction force of hybrid four-wheel drive vehicle
Technical Field
The embodiment of the invention relates to the technical field of vehicles, in particular to a method for controlling the traction of a vehicle.
Background
The Traction Control System (TCS) belongs to the vehicle active safety System. When the vehicle starts or accelerates, the TCS function monitors the slip rate of the driving wheel, and if the slip rate exceeds a threshold value, the TCS adjusts the slip rate of the driving wheel through torque reduction or braking, so that the acceleration performance and the stability of the vehicle are ensured. The implementation of the TCS includes two parts, one is that the left and right driving wheels are symmetrically controlled and adjusted by an engine throttle adjusting mechanism of a conventional fuel automobile or a Vehicle Control Unit (VCU) of an electric automobile or a Hybrid Control Unit (HCU), which is collectively referred to as E-TCS (engine controlled TCS); when the slip rates of the left driving wheel and the right driving wheel are greatly different, the driving wheel with the larger slip rate is subjected to braking control to reduce the wheel speed difference of the two driving wheels, and the asymmetrical control and adjustment mode of the driving wheel of the TCS system is called B-TCS (brake controlled TCS).
With the development of the automobile industry and the consideration of energy conservation and environmental protection, hybrid vehicles and pure electric vehicles develop rapidly, for hybrid vehicles and pure electric vehicles, a vehicle Control unit (HCU) or a Vehicle Control Unit (VCU) performs torque Control, and an Integrated Brake Control assembly (IBC) is responsible for vehicle stability Control. The Control strategy of the conventional vehicle traction Control system is that an Electronic Stability Control (ESC) sends an E-TCS torque reduction request to an HCU (hybrid Control unit), and the HCU performs torque execution and does not inform the HCU whether a B-TCS is involved in Control at the moment. Therefore, under some special conditions, the vehicle cannot be effectively controlled.
Disclosure of Invention
The embodiment of the invention provides a control method of traction of a hybrid four-wheel drive vehicle, which ensures the traction and stability of the vehicle when the vehicle slips.
In a first aspect, an embodiment of the present invention provides a method for controlling a traction force of a hybrid four-wheel drive vehicle, including:
determining a current reference speed according to the wheel speeds of four wheels of the vehicle, the longitudinal acceleration of the vehicle and a steering wheel corner signal;
adopting a corresponding traction control mode according to the running speed of a vehicle, the road surface condition and the working mode of a driving system, wherein the traction control mode comprises three modes of motor output torque control, driving wheel braking torque control and combined control of the motor output torque control and the braking wheel braking torque control;
determining whether a traction control entry condition is met currently according to motion information of a driving wheel, a reference speed and vehicle state information, wherein the motion information comprises a wheel speed and a wheel acceleration, and the vehicle state information comprises a driving system state and an accelerator opening;
further, determining whether the traction control entry condition is currently satisfied according to the state information of the vehicle includes:
the drive system Ready signal is set to 2, and the flag bit is 0; alternatively, the first and second electrodes may be,
the driving mode is an engine driving mode, the Ready signal of the driving system is not equal to 2 or the flag bit is 1, and the engine state is 2;
the current torque of the driving system is an effective value, and the flag bit is 0;
the torque capacity signal of the driving system is an effective value, and the flag bit is 0;
the opening degree of the accelerator pedal is greater than a first opening degree threshold value;
the difference value between the wheel speed average value of the left driving wheel and the wheel speed average value of the right driving wheel and the current reference vehicle speed is larger than a first speed threshold value; alternatively, the first and second electrodes may be,
the average value of the accelerations of the left and right drive wheels is greater than or equal to a first acceleration threshold value.
If the vehicle meets the traction control entering condition, further judgment is carried out according to the motion information of the driving wheel and the reference vehicle speed, the traction control entering and exiting strategy is determined, and the vehicle is controlled based on the determined traction control mode and strategy.
Further, further judgment is carried out according to the motion information of the driving wheels and the reference vehicle speed, a traction control entering strategy is determined, and the vehicle is controlled based on the determined traction control mode and the strategy. The method comprises the following steps:
if the current reference vehicle speed and the motion information of the driving wheels meet the following conditions, the determined traction mode is that E-TCS and B-TCS enter simultaneously, and the torque of the front axle and the rear axle of the HCU and the torque descending speed curve are dynamically distributed:
the vehicle is started; alternatively, the first and second electrodes may be,
low-speed running;
the difference value of the left and right wheel speeds is greater than a first set value; alternatively, the first and second electrodes may be,
the difference value between the wheel speed average value of the left driving wheel and the wheel speed average value of the right driving wheel and the current reference vehicle speed is larger than a second speed threshold value; wherein the second speed threshold is greater than the first speed threshold.
Further, making a further determination based on the movement information of the drive wheels and a reference vehicle speed, determining a traction control entry and exit strategy, and controlling the vehicle based on the determined traction control mode and strategy comprises:
if the current reference vehicle speed and the motion information of the driving wheels meet the following conditions, the determined traction mode is only E-TCS entering, and the torque value of the front axle and the rear axle and the descending slope of the motor of the front axle and the rear axle are dynamically distributed:
the vehicle runs at medium and high speed;
the difference value of the left wheel speed and the right wheel speed is greater than or equal to a second set value and smaller than the first set value; the second set value is smaller than the first set value;
the difference value between the wheel speed average value of the left driving wheel and the wheel speed average value of the right driving wheel and the current reference vehicle speed is larger than the first speed threshold value and is smaller than the second speed threshold value;
the average value of the accelerations of the left and right drive wheels is greater than or equal to a first acceleration threshold value.
Further, making further judgment according to the motion information of the driving wheels and the reference vehicle speed, determining a traction control entering and exiting strategy, and controlling the vehicle to determine a traction control mode according to the current reference vehicle speed and the motion information of the driving wheels based on the determined traction control mode and the strategy, wherein the method comprises the following steps:
if the current reference vehicle speed and the motion information of the driving wheel meet the following conditions, determining that the traction mode is only B-TCS entering:
the working condition is identified as hill start;
the pavement is split pavement.
Further, after controlling the vehicle based on the determined traction control mode and the strategy, the method further comprises:
when the difference value of the left wheel speed and the right wheel speed is smaller than a third set value and the duration is longer than or equal to a first set time, controlling the vehicle to exit the B-TCS mode; wherein the third setting value is smaller than the second setting value.
Further, after controlling the vehicle based on the determined traction control mode and the strategy, the method further comprises:
the vehicle exits the E-TCS control mode when the following conditions are met:
the difference value between the wheel speed average value of the left driving wheel and the wheel speed average value of the right driving wheel and the current reference vehicle speed is smaller than a third speed threshold value, and the duration time is longer than a second set time length; alternatively, the first and second electrodes may be,
the opening degree of the accelerator is smaller than a second opening degree threshold value; alternatively, the first and second electrodes may be,
the anti-lock function is activated.
In a second aspect, an embodiment of the present invention further provides a control device for a traction force of a hybrid four-wheel drive vehicle, including:
the driving condition detection module is used for receiving and processing wheel speed signals and wheel acceleration signals sent by wheel speed sensors of four wheels, receiving and processing longitudinal acceleration signals of the vehicle sent by a yaw angular velocity sensor, receiving steering wheel angle signals sent by a steering wheel angle sensor, and identifying and utilizing road adhesion coefficients to judge the posture of the vehicle;
the current reference vehicle speed determining module is used for determining the current reference vehicle speed according to the wheel speeds of four wheels of the vehicle, the longitudinal acceleration of the vehicle and the operation condition of a steering wheel corner signal;
the traction control mode determining module adopts a corresponding traction control mode according to the running speed of the vehicle, the road surface condition and the working mode of the driving system;
the traction control entering condition determining module is used for further judging according to the motion information of the driving wheel and the reference vehicle speed, determining a traction control entering strategy and controlling the vehicle based on the determined traction control mode and the strategy;
and the traction control quitting condition determining module is used for further judging according to the motion information of the driving wheel and the reference vehicle speed, determining a traction control quitting strategy and controlling the vehicle based on the determined traction control mode and the strategy.
In a third aspect, the embodiment of the present invention further provides a computer device, which includes a memory, a processor, and a computer program stored in the memory and executable on the processor, and when the processor executes the computer program, the processor implements the method for controlling the vehicle traction according to the embodiment of the present invention.
In a fourth aspect, the embodiment of the present invention further provides a vehicle, including a vehicle traction control device, where the vehicle traction control device is used to implement the vehicle traction control method according to the embodiment of the present invention.
The embodiment of the invention discloses a method, a device and equipment for controlling traction of a hybrid four-wheel drive vehicle and the vehicle. Determining a current reference speed according to the wheel speeds of four wheels of the vehicle, the longitudinal acceleration of the vehicle and a steering wheel corner signal; adopting a corresponding traction control mode according to the running speed of a vehicle, the road surface condition and the working mode of a driving system, wherein the traction control mode comprises three modes of motor output torque control, driving wheel braking torque control and combined control of the motor output torque control and the braking wheel braking torque control; determining whether a traction control entry condition is met currently according to motion information of a driving wheel, a reference speed and vehicle state information, wherein the motion information comprises a wheel speed and a wheel acceleration, and the vehicle state information comprises a driving system state and an accelerator opening; if the vehicle meets the traction control entering condition, further judgment is carried out according to the motion information of the driving wheel and the reference vehicle speed, the traction control entering and exiting strategy is determined, and the vehicle is controlled based on the determined traction control mode and strategy. According to the control method of the vehicle traction, when the vehicle meets the traction control entry condition, the traction control mode is determined according to the current reference vehicle speed and the motion information of the driving wheel, the vehicle is controlled based on the traction control mode, and the traction performance and the stability of the vehicle when slipping are guaranteed.
Drawings
FIG. 1 is a flow chart of a method for controlling tractive effort of a hybrid four-wheel-drive vehicle according to a first embodiment of the present invention;
fig. 2 is a schematic structural diagram of a vehicle traction control apparatus according to a second embodiment of the present invention;
FIG. 3 is a schematic structural diagram of a computer device according to a third embodiment of the present invention;
fig. 4 is a schematic structural diagram of a vehicle according to a fourth embodiment of the present invention.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some of the structures related to the present invention are shown in the drawings, not all of the structures.
Example one
Fig. 1 is a flowchart of a method for controlling a traction force of a hybrid four-wheel drive vehicle according to an embodiment of the present invention, where the embodiment is applicable to a case where the traction force of the vehicle is controlled when the vehicle slips, and the method may be executed by a device for controlling the traction force of the vehicle, as shown in fig. 1, and the method specifically includes the following steps:
and step 110, determining the current reference vehicle speed according to the wheel speeds of the four wheels of the vehicle, the longitudinal acceleration of the vehicle and the steering wheel angle signal.
The current reference speed can be understood as the forward moving speed of the whole vehicle, and the vehicle reference speed is calculated by a Kalman filter method according to the wheel speeds of four wheels of the vehicle, the longitudinal acceleration of the vehicle and a steering wheel rotation angle signal.
And step 120, adopting a corresponding traction control mode according to the running speed of the vehicle, the road surface condition and the working mode of the driving system.
The traction control mode comprises three modes of motor output torque control (E-TCS), driving wheel braking torque control (B-TCS) and motor output torque control (E-TCS) and braking wheel braking torque control (B-TCS) combined control.
The road surface conditions of the vehicle are classified into the following four cases.
The road surface condition is as follows: uniform pavement
The stress of the left and right driving wheels of the vehicle is symmetrical. When the vehicle is in a starting or low-speed running working condition, the acceleration performance of the vehicle is taken as a main control target. Because the motor responds quickly and has high control precision, the output torque control of the motor is preferentially adopted, and the hydraulic brake system is controlled only when the output torque of the motor does not reach the target torque.
Road surface condition 2: separating pavement
When a vehicle runs on a separated road surface, the driving wheel on the low adhesion side is easy to generate excessive slip, and the driving wheel on the high adhesion side is often unable to fully utilize the ground adhesion. The driving wheel braking torque control is added to the low-side wheels, so that the acceleration capability of the vehicle can be improved. The control method of the driving wheel braking torque control on the separated adhesion road surface generates an additional yaw moment, and therefore, is not suitable for use at a high vehicle speed. In order to avoid the phenomenon of heat fading caused by the overheating of the brake, the acting time is not too long.
Road surface condition (c): butt-joint pavement
On the butt joint road surface, the vehicle driving wheels sequentially enter the road surface with the alternate high and low adhesion coefficients. When a vehicle enters a high-adhesion road surface from a low-adhesion road surface, the motor output torque control needs to be timely quit, and the driving force is quickly improved; when a vehicle enters a low-adhesion road surface from a high-adhesion road surface, the vehicle needs to rapidly enter a motor to output torque control so as to prevent the driving wheel from excessively slipping.
Road surface condition (iv): chessboard pavement
The chessboard pavement has complex road conditions and can be regarded as the synthesis of a separated pavement and a butt joint pavement. The chessboard road surface control strategy is similar to the separated road surface, and the control strategies of the driving wheels at the high attachment side and the low attachment side are just switched in time.
The driving system of the hybrid four-wheel drive vehicle has the following 4 working modes:
the method comprises the following steps: pure electric drive mode
When the vehicle is in a low speed and low load mode, the vehicle is completely in an electric only mode, the clutch is disconnected, the engine does not work and is driven by the driving motor, and the battery provides energy for the motor.
Mode II: series drive mode
When the vehicle is at medium and low speed and medium load, the engine is connected in series to generate power to drive the motor. The engine drives the generator to charge the battery to generate electricity to drive the motor to drive the vehicle, and the clutch is disconnected at the moment, so that the IBC can be considered as a pure electric mode.
Mode III: series boost mode
When the vehicle is accelerated under a large load or climbs at a medium or high speed, the engine drives the generator to generate power (the engine is connected in series to generate power), the battery generates power by itself, the engine and the battery drive the motor to drive the vehicle together, the clutch is disconnected at the moment, and the IBC can be considered as a pure electric mode.
Mode (iv): engine drive
When the vehicle is cruising at medium-high speed and accelerating under small load, the engine and the motor drive the vehicle together by 2 roads. It should be noted here that the engine charges the battery, and the torque for directly driving the vehicle and the torque for charging the battery are varied from time to time.
The three driving modes, namely the pure electric driving mode, the series driving mode and the series boosting mode, are pure electric modes for the IBC, namely the motor outputs driving torque, and for the engine driving mode, because in the interaction of the HCU and the IBC, the HCU interacts with the wheel end torque and the IBC, the torque is the embodiment that all driving torque acts on the wheel end. For E-TCS control, the driveline torque comprises the output common to the engine and the motor, as compared to the first three modes.
For the state of a driving system, the first three driving modes, namely a pure electric driving mode, a series driving mode and a series power-assisted mode, are adopted, and the driving energy source is a motor, so that the working condition of the TCS is that the working state of the high-voltage system is normal; for the driveline state, the interface for drive torque remains the HCU for the engine drive mode, which contains the drive energy of the motor and engine. Therefore, even if the high-voltage system fails, the IBC can control the torque of the engine through the HCU interface to realize E-TCS control.
Step 130, determining whether the traction control entering condition is met currently according to the motion information of the driving wheel, the reference vehicle speed and the state information of the vehicle, and if so, executing step 140.
The motion information comprises wheel speed and wheel acceleration, and the vehicle state information comprises a driving system state and accelerator opening.
Specifically, when the vehicle driving mode is three driving modes, namely a pure electric driving mode, a series driving mode and a series boosting mode, when the state information of the vehicle simultaneously meets the following 4 conditions, the vehicle meets the traction force entering condition: drive system high voltage power-on state HCU _ FrontWheelReady ═ 2(Enable running) and HCU _ realwheelready ═ 2(Enable running i)ng) and its flag bits HCU _ frontwheelready st ═ 0(No failure) and HCU _ realwheelready st ═ 0(No failure); the current torques of the driving system HCU _ FrontWheelActNetTorque and HCU _ rerwheelactnettorque are effective values, and the flag bits HCU _ frontwheelactnettorqt and HCU _ rerwheelactnettorqt are 0(No failure) and 0(No failure); ③ the maximum torque capacities HCU _ frontwhielmannettor and HCU _ rerwheelmannettor are both significant values, and the flag bits HCU _ frontwhielmannettorqst ═ 0(No failure) and HCU _ rerwheelmannettorqst ═ 0(No failure); the opening HCU _ AccelerationPedalPosition of the accelerator pedal is more than or equal to 5 percent (a calibrated value); the difference value between the wheel speed average value of the left driving wheel and the wheel speed average value of the right driving wheel and the current reference vehicle speed is larger than a first speed threshold value; alternatively, the average value of the accelerations of the left and right drive wheels is greater than or equal to the first acceleration threshold value. Wherein the first speed threshold may be set to 6kph and the first acceleration threshold may be set to 10m/s2. Namely the average value of the wheel speeds of the left driving wheel and the right driving wheel-the reference vehicle speed is more than or equal to 6kph, or the average value of the acceleration of the left driving wheel and the right driving wheel is more than or equal to 10m/s2. At this time, the vehicle state is considered to be normal, and the traction control system has a basic condition for entering into operation.
Specifically, when the vehicle driving mode is a driving mode such as an engine driving mode, the vehicle satisfies a traction force entry condition when the state information of the vehicle satisfies the following 4 conditions at the same time, and the electric motor is controlled to respond to the E-TCS torque request: driving system high voltage power-on states HCU _ FrontWheelReady ═ 2(Enable running) and HCU _ realwheelready ═ 2(Enable running) and their flag bits HCU _ FrontWheelReady ═ 0(No running) and HCU _ realwheelready ═ 0(No running); the current torques of the driving system HCU _ FrontWheelActNetTorque and HCU _ rerwheelactnettorque are effective values, and the flag bits HCU _ frontwheelactnettorqt and HCU _ rerwheelactnettorqt are 0(No failure) and 0(No failure); ③ the maximum torque capacities HCU _ frontwhielmannettor and HCU _ rerwheelmannettor are both significant values, and the flag bits HCU _ frontwhielmannettorqst ═ 0(No failure) and HCU _ rerwheelmannettorqst ═ 0(No failure); the opening HCU _ AccelerationPedalPosition of the accelerator pedal is more than or equal to 5 percent (a calibrated value); driving wheels from left to rightThe difference value of the wheel speed average value and the current reference vehicle speed is larger than a first speed threshold value; alternatively, the average value of the accelerations of the left and right drive wheels is greater than or equal to the first acceleration threshold value. Wherein the first speed threshold may be set to 6kph and the first acceleration threshold may be set to 10m/s2. Namely the average value of the wheel speeds of the left driving wheel and the right driving wheel-the reference vehicle speed is more than or equal to 6kph, or the average value of the acceleration of the left driving wheel and the right driving wheel is more than or equal to 10m/s2. At this time, the vehicle state is considered to be normal, and the traction control system has a basic condition for entering into operation.
In addition, specifically, when the vehicle driving mode is a driving mode such as an engine driving mode, the vehicle satisfies a traction force entry condition when the state information of the vehicle satisfies the following 4 conditions at the same time, and controls the engine to respond to the E-TCS torque request: driving system high voltage power-on state HCU _ FrontWheelReady ≠ 2(Enable running) or HCU _ RearWheelReady ≠ 2(Enable running) or its flag bit HCU _ FrontWheelReady ≠ 0(No fault) or HCU _ RearWheelReady St ≠ 0(No fault); (vii) engine state EMS _ EngineSt 2 (Running); ③ the current torques of the driving system HCU _ FrontWheelActNetTorque and HCU _ rerwheelactnettorque are effective values, and the flag bits HCU _ frontwheelactnettorqt ═ 0(No failure) and HCU _ rerwheelactnettorqt ═ 0(No failure); (iv) the drive system maximum torque capacities HCU _ frontwheelmamnet torque and HCU _ rerwheelmamnet torque are both significant values, and their flags HCU _ frontwheelmamnet torque ═ 0(No failure) and HCU _ rerwheelmamnet torque ═ 0(No failure); opening HCU _ AccelerationPedalPosition is not less than 5% (calibration value); sixthly, the difference value between the wheel speed average value of the left driving wheel and the right driving wheel and the current reference vehicle speed is larger than a first speed threshold value; alternatively, the average value of the accelerations of the left and right drive wheels is greater than or equal to the first acceleration threshold value. Wherein the first speed threshold may be set to 6kph and the first acceleration threshold may be set to 10m/s2. Namely the average value of the wheel speeds of the left driving wheel and the right driving wheel-the reference vehicle speed is more than or equal to 6kph, or the average value of the acceleration of the left driving wheel and the right driving wheel is more than or equal to 10m/s2. At this time, the vehicle state is considered to be normal, and the traction control system has a basic condition for entering into operation.
And step 140, further judging according to the motion information of the driving wheels and the reference vehicle speed, determining a traction control entering and exiting strategy, and controlling the vehicle based on the determined traction control mode and the strategy.
Specifically, if the current reference vehicle speed and the motion information of the driving wheels meet the following conditions, the determined traction mode is that the E-TCS and the B-TCS enter simultaneously, and the E-TCS dynamically distributes the output torque of the front and rear axle motors of the HCU and plans the torque decline slope:
the vehicle driving mode is a pure electric driving mode; alternatively, the first and second electrodes may be,
a series drive mode; alternatively, the first and second electrodes may be,
a series boost mode;
the vehicle is started; alternatively, the first and second electrodes may be,
low-speed running;
the difference value of the left and right wheel speeds is greater than a first set value; alternatively, the first and second electrodes may be,
the difference value between the wheel speed average value of the left driving wheel and the wheel speed average value of the right driving wheel and the current reference vehicle speed is larger than a second speed threshold value; wherein the second speed threshold is greater than the first speed threshold.
Wherein the second speed threshold is greater than the first speed threshold. The second speed threshold may be set at 8kph and the first set point may be set at 0.5 m/s. Namely, the wheel speed difference of the left wheel and the right wheel is more than or equal to 0.5m/s, or the average value of the wheel speeds of the two driving wheels-the reference vehicle speed is more than or equal to 8 kph.
Specifically, if the current reference vehicle speed and the motion information of the driving wheels meet the following conditions, the determined traction mode is that E-TCS and B-TCS enter simultaneously, and the E-TCS only controls the output torque of the front axle engine:
the vehicle driving mode is an engine driving mode;
the vehicle is started; alternatively, the first and second electrodes may be,
low-speed running;
the difference value of the left and right wheel speeds is greater than a first set value; alternatively, the first and second electrodes may be,
the difference value between the wheel speed average value of the left driving wheel and the wheel speed average value of the right driving wheel and the current reference vehicle speed is larger than a second speed threshold value; wherein the second speed threshold is greater than the first speed threshold.
Wherein the second speed threshold is greater than the first speed threshold. The second speed threshold may be set at 8kph and the first set point may be set at 0.5 m/s. Namely, the wheel speed difference of the left wheel and the right wheel is more than or equal to 0.5m/s, or the average value of the wheel speeds of the two driving wheels-the reference vehicle speed is more than or equal to 8 kph.
Specifically, if the current reference vehicle speed and the motion information of the driving wheels meet the following conditions, the determined traction mode is that only the E-TCS enters, and the front and rear axle torque values and the front and rear axle motor descending slopes are dynamically allocated:
the vehicle driving mode is a pure electric driving mode; alternatively, the first and second electrodes may be,
a series drive mode; alternatively, the first and second electrodes may be,
a series boost mode;
the vehicle runs at medium and high speed;
the difference value of the left wheel speed and the right wheel speed is greater than or equal to a second set value and smaller than the first set value; the second set value is smaller than the first set value;
the difference value between the wheel speed average value of the left driving wheel and the wheel speed average value of the right driving wheel and the current reference vehicle speed is larger than the first speed threshold value and is smaller than the second speed threshold value;
the average value of the accelerations of the left and right drive wheels is greater than or equal to a first acceleration threshold value.
Wherein the second set value may be set to 0.3 m/s. Namely 0.5m/s (calibration value) > the speed difference of the left wheel and the right wheel is more than or equal to 0.3m/s (calibration value), the average value of the speeds of the left driving wheel and the right driving wheel-the reference vehicle speed is less than 8kph (calibration value), and the acceleration difference of the left wheel and the right wheel is more than or equal to 10m/s2。
At this time, hydraulic braking is not performed, thereby ensuring stability at the time of hydraulic entry of the B-TCS.
Specifically, if the current reference vehicle speed and the motion information of the driving wheels satisfy the following conditions, the determined traction mode is that only the E-TCS enters, and the E-TCS only controls the output torque of the front axle engine:
the vehicle driving mode is an engine driving mode;
the vehicle runs at medium and high speed;
the difference value of the left wheel speed and the right wheel speed is greater than or equal to a second set value and smaller than the first set value; the second set value is smaller than the first set value;
the difference value between the wheel speed average value of the left driving wheel and the wheel speed average value of the right driving wheel and the current reference vehicle speed is larger than the first speed threshold value and is smaller than the second speed threshold value;
the average value of the accelerations of the left and right drive wheels is greater than or equal to a first acceleration threshold value.
Wherein the second set value may be set to 0.3 m/s. Namely 0.5m/s (calibration value) > the speed difference of the left wheel and the right wheel is more than or equal to 0.3m/s (calibration value), the average value of the speeds of the left driving wheel and the right driving wheel-the reference vehicle speed is less than 8kph (calibration value), and the acceleration difference of the left wheel and the right wheel is more than or equal to 10m/s2。
At this time, hydraulic braking is not performed, thereby ensuring stability at the time of hydraulic entry of the B-TCS.
Specifically, if the current reference vehicle speed and the motion information of the driving wheel satisfy the following conditions, the determined traction mode is that only the B-TCS enters:
the working condition is identified as hill start;
the pavement is split pavement.
Further, after controlling the vehicle based on the determined traction control mode and the strategy, the method further comprises:
when the difference value of the left wheel speed and the right wheel speed is smaller than a third set value and the duration is longer than or equal to a first set time, controlling the vehicle to exit the B-TCS mode; wherein the third setting value is smaller than the second setting value.
Wherein the third setting value may be set to 0.2m/s and the first setting time period is set to 100 ms. In this embodiment, since the driving torques are equal for the same driving shaft, when the wheel speed difference between the left and right driving wheels is controlled at a lower level and tends to be stable, if the hydraulic forces applied to the left and right driving wheels at this time are close, the B-TCS can be withdrawn at this time, and the driving torque control is performed by the E-TCS alone. The B-TCS needs to reduce the hydraulic pressure as much as possible when controlling because the brake needs to add the brake hydraulic pressure to the brake, which generates the friction between the brake disc and the friction plate and thus the braking torque, and the existence of the friction causes the brake temperature to rise, generates heat fading, and affects the braking performance. Therefore, when the wheel speed difference of the left wheel and the right wheel is less than 0.2m/s (a calibrated value) and the duration is more than or equal to 100ms, the B-TCS exits in advance, the E-TCS controls the driving torque, and the stability of the vehicle is ensured.
Further, after controlling the vehicle based on the determined traction control mode and the strategy, the method further comprises:
the vehicle exits the E-TCS control mode when the following conditions are met:
the difference value between the wheel speed average value of the left driving wheel and the wheel speed average value of the right driving wheel and the current reference vehicle speed is smaller than a third speed threshold value, and the duration time is longer than a second set time length; alternatively, the first and second electrodes may be,
the opening degree of the accelerator is smaller than a second opening degree threshold value; alternatively, the first and second electrodes may be,
the anti-lock function is activated.
Wherein the third speed threshold may be set to-2 kph, the second set duration is set to 1.5s, and the second opening threshold is set to 2%. In this embodiment, the E-TCS can be exited when the average wheel speed of the drive shaft is low and tends to be stable. In addition, the TCS should also exit when the ABS intervenes in the control, or the TCS detects that the driver is no longer performing the driving operation. When the average value of the wheel speeds of the two driving wheels-the reference vehicle speed is less than-2 kph and the duration is more than or equal to 1.5s, ABS is activated, or the throttle opening is less than 2% (a calibrated value), E-TCS exits.
According to the technical scheme of the embodiment, the current reference vehicle speed is determined according to the running working condition of the vehicle; determining whether the traction control entry condition is met currently according to the state information of the vehicle; if the vehicle meets the traction control entry condition, acquiring the motion information of the driving wheel; the motion information includes wheel speed and wheel acceleration; and determining a traction control mode according to the current reference vehicle speed and the motion information of the driving wheels, and controlling the vehicle based on the traction control mode. According to the control method of the vehicle traction, when the vehicle meets the traction control entry condition, the traction control mode is determined according to the current reference vehicle speed and the motion information of the driving wheel, the vehicle is controlled based on the traction control mode, and the traction performance and the stability of the vehicle when slipping are guaranteed.
Example two
Fig. 2 is a schematic structural diagram of a control device for a hybrid four-wheel drive vehicle traction force according to a second embodiment of the present invention. As shown in fig. 2, the apparatus includes:
the current reference vehicle speed determining module 210 is configured to determine a current reference vehicle speed according to wheel speeds of four wheels of the vehicle, a longitudinal acceleration of the vehicle, and an operation condition of a steering wheel angle signal;
a driving condition detection module 220, configured to receive and process wheel speed signals and wheel acceleration signals from wheel speed sensors of four wheels, receive and process longitudinal acceleration signals of the vehicle from a yaw rate sensor, receive steering wheel angle signals from a steering wheel angle sensor, and determine a vehicle posture according to recognition and utilization of a road adhesion coefficient;
a traction control mode determination module 230, which adopts a corresponding traction control mode according to the running speed of the vehicle, the road surface condition and the working mode of the driving system;
the traction control entering condition determining module 240 further judges according to the motion information of the driving wheel and the reference vehicle speed, determines a traction control entering strategy, and controls the vehicle based on the determined traction control mode and the strategy;
the traction control exit condition determination module 250 further determines according to the motion information of the driving wheels and the reference vehicle speed, determines a traction control exit strategy, and controls the vehicle based on the determined traction control mode and strategy.
Optionally, the traction control entry condition determining module 230 is further configured to:
when the state information of the vehicle simultaneously satisfies the following conditions, the vehicle satisfies the traction force entering condition:
the drive system Ready signal is set to 2, and the flag bit is 0; alternatively, the first and second electrodes may be,
the driving mode is an engine driving mode, the Ready signal of the driving system is not equal to 2 or the flag bit is 1, and the engine state is 2;
the current torque of the driving system is an effective value, and the flag bit is 0;
the torque capacity signal of the driving system is an effective value, and the flag bit is 0;
the opening degree of the accelerator pedal is greater than a first opening degree threshold value;
the difference value between the wheel speed average value of the left driving wheel and the wheel speed average value of the right driving wheel and the current reference vehicle speed is larger than a first speed threshold value; alternatively, the first and second electrodes may be,
the average value of the accelerations of the left and right drive wheels is greater than or equal to a first acceleration threshold value.
Optionally, the traction control mode entry condition determining module 240 is further configured to:
if the current reference vehicle speed and the motion information of the driving wheels meet the following conditions, the determined traction mode is that E-TCS and B-TCS enter simultaneously, and the torque of the front axle and the rear axle of the HCU and the torque descending speed curve are dynamically distributed:
the vehicle driving mode is a pure electric driving mode; alternatively, the first and second electrodes may be,
a series drive mode; alternatively, the first and second electrodes may be,
a series boost mode;
the vehicle is started; alternatively, the first and second electrodes may be,
low-speed running;
the difference value of the left and right wheel speeds is greater than a first set value; alternatively, the first and second electrodes may be,
the difference value between the wheel speed average value of the left driving wheel and the wheel speed average value of the right driving wheel and the current reference vehicle speed is larger than a second speed threshold value; wherein the second speed threshold is greater than the first speed threshold.
Optionally, the traction control mode entry condition determining module 240 is further configured to:
if the current reference vehicle speed and the motion information of the driving wheel meet the following conditions, the determined traction mode is that the E-TCS and the B-TCS enter simultaneously, and the E-TCS only controls the output torque of the front axle engine:
the vehicle driving mode is an engine driving mode;
the vehicle is started; alternatively, the first and second electrodes may be,
low-speed running;
the difference value of the left and right wheel speeds is greater than a first set value; alternatively, the first and second electrodes may be,
the difference value between the wheel speed average value of the left driving wheel and the wheel speed average value of the right driving wheel and the current reference vehicle speed is larger than a second speed threshold value; wherein the second speed threshold is greater than the first speed threshold.
Optionally, the traction control mode entry condition determining module 240 is further configured to:
if the current reference vehicle speed and the motion information of the driving wheel meet the following conditions, the determined traction mode is that only the E-TCS enters, and the E-TCS only controls the output torque of the front axle engine:
the vehicle driving mode is an engine driving mode;
the vehicle runs at medium and high speed;
the difference value of the left wheel speed and the right wheel speed is greater than or equal to a second set value and smaller than the first set value; the second set value is smaller than the first set value;
the difference value between the wheel speed average value of the left driving wheel and the wheel speed average value of the right driving wheel and the current reference vehicle speed is larger than the first speed threshold value and is smaller than the second speed threshold value;
the average value of the accelerations of the left and right drive wheels is greater than or equal to a first acceleration threshold value.
Optionally, the traction control mode entry condition determining module 240 is further configured to:
if the current reference vehicle speed and the motion information of the driving wheel meet the following conditions, determining that the traction mode is only B-TCS entering:
the working condition is identified as hill start;
the pavement is split pavement.
Optionally, the traction control exit condition determining module 250 is further configured to:
when the difference value of the left wheel speed and the right wheel speed is smaller than a third set value and the duration is longer than or equal to a first set time, controlling the vehicle to exit the braking mode; wherein the third set value is less than the second set value.
Optionally, the traction control exit condition determining module 250 is further configured to exit the E-TCS mode when the following conditions are satisfied:
the difference value between the wheel speed average value of the left driving wheel and the wheel speed average value of the right driving wheel and the current reference vehicle speed is smaller than a third speed threshold value, and the duration time is longer than a second set time length; alternatively, the first and second electrodes may be,
the opening degree of the accelerator is smaller than a second opening degree threshold value; alternatively, the first and second electrodes may be,
the anti-lock function is activated.
The device can execute the methods provided by all the embodiments of the invention, and has corresponding functional modules and beneficial effects for executing the methods. For details not described in detail in this embodiment, reference may be made to the methods provided in all the foregoing embodiments of the present invention.
EXAMPLE III
Fig. 3 is a schematic structural diagram of a computer device according to a third embodiment of the present invention. FIG. 3 illustrates a block diagram of a computer device 312 suitable for use in implementing embodiments of the present invention. The computer device 312 shown in FIG. 3 is only an example and should not bring any limitations to the functionality or scope of use of embodiments of the present invention. Device 312 is a computing device for the control functions of a typical vehicle traction.
As shown in FIG. 3, computer device 312 is in the form of a general purpose computing device. The components of computer device 312 may include, but are not limited to: one or more processors 316, a storage device 328, and a bus 318 that couples the various system components including the storage device 328 and the processors 316.
Bus 318 represents one or more of any of several types of bus structures, including a memory bus or memory controller, a peripheral bus, an accelerated graphics port, and a processor or local bus using any of a variety of bus architectures. By way of example, such architectures include, but are not limited to, an Industry Standard Architecture (ISA) bus, a Micro Channel Architecture (MCA) bus, an enhanced ISA bus, a Video Electronics Standards Association (VESA) local bus, and a Peripheral Component Interconnect (PCI) bus.
Computer device 312 typically includes a variety of computer system readable media. Such media may be any available media that is accessible by computer device 312 and includes both volatile and nonvolatile media, removable and non-removable media.
Storage 328 may include computer system readable media in the form of volatile Memory, such as Random Access Memory (RAM) 330 and/or cache Memory 332. The computer device 312 may further include other removable/non-removable, volatile/nonvolatile computer system storage media. By way of example only, storage system 334 may be used to read from and write to non-removable, nonvolatile magnetic media (not shown in FIG. 3, and commonly referred to as a "hard drive"). Although not shown in FIG. 3, a magnetic disk drive for reading from and writing to a removable, nonvolatile magnetic disk (e.g., a "floppy disk") and an optical disk drive for reading from or writing to a removable, nonvolatile optical disk (e.g., a Compact disk-Read Only Memory (CD-ROM), a Digital Video disk (DVD-ROM), or other optical media) may be provided. In these cases, each drive may be connected to bus 318 by one or more data media interfaces. Storage 328 may include at least one program product having a set (e.g., at least one) of program modules that are configured to carry out the functions of embodiments of the invention.
Program 336 having a set (at least one) of program modules 326 may be stored, for example, in storage 328, such program modules 326 including, but not limited to, an operating system, one or more application programs, other program modules, and program data, each of which may comprise an implementation of a network environment, or some combination thereof. Program modules 326 generally carry out the functions and/or methodologies of embodiments of the invention as described herein.
The computer device 312 may also communicate with one or more external devices 314 (e.g., keyboard, pointing device, camera, display 324, etc.), with one or more devices that enable a user to interact with the computer device 312, and/or with any devices (e.g., network card, modem, etc.) that enable the computer device 312 to communicate with one or more other computing devices. Such communication may occur via input/output (I/O) interfaces 322. Also, computer device 312 may communicate with one or more networks (e.g., a Local Area Network (LAN), Wide Area Network (WAN), etc.) and/or a public Network, such as the internet, via Network adapter 320. As shown, network adapter 320 communicates with the other modules of computer device 312 via bus 318. It should be appreciated that although not shown in the figures, other hardware and/or software modules may be used in conjunction with the computer device 312, including but not limited to: microcode, device drivers, Redundant processing units, external disk drive Arrays, disk array (RAID) systems, tape drives, and data backup storage systems, to name a few.
The processor 316 executes various functional applications and data processing, such as implementing the method for controlling vehicle traction provided by the above-described embodiments of the present invention, by executing programs stored in the storage device 328.
Example four
Fig. 4 is a schematic structural diagram of a vehicle according to an embodiment of the present invention, and as shown in fig. 4, the vehicle includes a vehicle traction control apparatus according to an embodiment of the present invention, the apparatus includes: the current reference vehicle speed determining module is used for determining a current reference vehicle speed according to the operating condition of the vehicle; the traction control entering condition determining module is used for determining whether the current traction control entering condition is met or not according to the state information of the vehicle; the motion information acquisition module is used for acquiring the motion information of the driving wheel when the vehicle meets the traction control entry condition; the motion information comprises wheel speed and wheel acceleration; and the traction control mode determining module is used for determining a traction control mode according to the current reference vehicle speed and the motion information of the driving wheel and controlling the vehicle based on the traction control mode.
It is to be noted that the foregoing is only illustrative of the preferred embodiments of the present invention and the technical principles employed. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.

Claims (10)

1. A method of controlling tractive effort of a hybrid four-wheel-drive vehicle, comprising:
determining a current reference speed according to the wheel speeds of four wheels of the vehicle, the longitudinal acceleration of the vehicle and a steering wheel corner signal;
adopting a corresponding traction control mode according to the running speed of a vehicle, the road surface condition and the working mode of a driving system, wherein the traction control mode comprises three modes of motor output torque control, driving wheel braking torque control and combined control of the motor output torque control and the braking wheel braking torque control;
determining whether a traction control entry condition is met currently according to motion information of a driving wheel, a reference speed and vehicle state information, wherein the motion information comprises a wheel speed and a wheel acceleration, and the vehicle state information comprises a driving system state and an accelerator opening;
if the vehicle meets the traction control entering condition, further judgment is carried out according to the motion information of the driving wheel and the reference vehicle speed, the traction control entering and exiting strategy is determined, and the vehicle is controlled based on the determined traction control mode and strategy.
2. The method of claim 1, wherein determining the current reference vehicle speed from the four wheel speeds of the vehicle, the vehicle longitudinal acceleration, and the steering wheel angle signal comprises:
and calculating to obtain the vehicle reference speed by a Kalman filter method.
3. The method of claim 1, wherein employing a corresponding traction control mode based on the vehicle speed, road surface conditions, and drive system operating mode comprises:
when the state of a vehicle driving system is good and the vehicle is on a uniform road, if the vehicle starts or runs at a low speed, E-TCS and B-TCS are controlled in a coordinated mode, and if the vehicle runs at a medium-high speed, only E-TCS is controlled;
when the state of a vehicle driving system is good, the vehicle is on a separated road surface, and the vehicle starts or runs at a low speed, E-TCS and B-TCS are cooperatively controlled, a motor ensures that the slip ratio of a driving wheel at a high-attachment side is near an optimal value according to a high-selection principle, and the driving wheel brake control only aims at a wheel at a low-attachment side; when the vehicle runs at a medium and high speed, in order to ensure the stability of the vehicle, the braking torque control of the driving wheel is not involved, only E-TCS control is carried out, and the motor ensures that the slip rate of the driving wheel at the low side is close to the optimal value according to a low selection principle;
when the state of a vehicle driving system is good and the vehicle is in an opposite road surface, and when the vehicle starts or runs at a low speed, E-TCS and B-TCS are cooperatively controlled; when the vehicle runs at a medium and high speed, only E-TCS control is carried out;
when the state of a vehicle driving system is good and the vehicle is positioned on a chessboard road surface, when the vehicle starts or runs at a low speed, E-TCS and B-TCS are cooperatively controlled, the E-TCS is controlled according to a high selection principle, and the B-TCS is controlled to drive a single-side driving wheel according to a low selection principle; and when the vehicle runs at a medium and high speed, only controlling the E-TCS according to a low selection principle.
4. The method of claim 1, wherein determining whether a traction control entry condition is currently satisfied is based on motion information of a driving wheel, the reference vehicle speed, and vehicle state information, the motion information including a wheel speed and a wheel acceleration, the vehicle state information including a driving system state and an accelerator opening degree, comprising:
when the state information of the vehicle simultaneously satisfies the following conditions, the vehicle satisfies the traction force entering condition:
the drive system Ready signal is set to 2, and the flag bit is 0; alternatively, the first and second electrodes may be,
the driving mode is an engine driving mode, the Ready signal of the driving system is not equal to 2 or the flag bit is 1, and the engine state is 2;
the current torque of the driving system is an effective value, and the flag bit is 0;
the torque capacity signal of the driving system is an effective value, and the flag bit is 0;
the opening degree of the accelerator pedal is greater than a first opening degree threshold value;
the difference value between the wheel speed average value of the left driving wheel and the wheel speed average value of the right driving wheel and the current reference vehicle speed is larger than a first speed threshold value; alternatively, the first and second electrodes may be,
the average value of the accelerations of the left and right drive wheels is greater than or equal to a first acceleration threshold value.
5. The method of claim 4, wherein determining a traction control entry and exit strategy based on the motion information of the drive wheels and a reference vehicle speed, controlling the vehicle based on the determined traction control mode and strategy comprises:
if the current reference vehicle speed and the motion information of the driving wheels meet the following conditions, the determined traction mode is that E-TCS and B-TCS enter simultaneously, and the torque of the front axle and the rear axle of the HCU and the torque descending speed curve are dynamically distributed:
the vehicle driving mode is a pure electric driving mode; alternatively, the first and second electrodes may be,
a series drive mode; alternatively, the first and second electrodes may be,
a series boost mode;
the vehicle is started; alternatively, the first and second electrodes may be,
low-speed running;
the difference value of the left and right wheel speeds is greater than a first set value; alternatively, the first and second electrodes may be,
the difference value between the wheel speed average value of the left driving wheel and the wheel speed average value of the right driving wheel and the current reference vehicle speed is larger than a second speed threshold value; wherein the second speed threshold is greater than the first speed threshold.
6. The method of claim 4, wherein determining a traction control entry and exit strategy based on the motion information of the drive wheels and a reference vehicle speed, controlling the vehicle based on the determined traction control mode and strategy comprises:
if the current reference vehicle speed and the motion information of the driving wheel meet the following conditions, the determined traction mode is that the E-TCS and the B-TCS enter simultaneously, and the E-TCS only controls the output torque of the front axle engine:
the vehicle driving mode is an engine driving mode;
the vehicle is started; alternatively, the first and second electrodes may be,
low-speed running;
the difference value of the left and right wheel speeds is greater than a first set value; alternatively, the first and second electrodes may be,
the difference value between the wheel speed average value of the left driving wheel and the wheel speed average value of the right driving wheel and the current reference vehicle speed is larger than a second speed threshold value; wherein the second speed threshold is greater than the first speed threshold.
7. The method according to claim 5, wherein the determined traction mode is E-TCS only entry, E-TCS only control front axle engine output torque if the current reference vehicle speed and the motion information of the driving wheels satisfy the following conditions:
the vehicle driving mode is an engine driving mode;
the vehicle runs at medium and high speed;
the difference value of the left wheel speed and the right wheel speed is greater than or equal to a second set value and smaller than the first set value; the second set value is smaller than the first set value;
the difference value between the wheel speed average value of the left driving wheel and the wheel speed average value of the right driving wheel and the current reference vehicle speed is larger than the first speed threshold value and is smaller than the second speed threshold value;
the average value of the accelerations of the left and right drive wheels is greater than or equal to a first acceleration threshold value.
8. The method according to claim 5, wherein the determined traction mode is B-TCS only entry if the current reference vehicle speed and the motion information of the drive wheel satisfy the following condition:
the working condition is identified as hill start;
the pavement is split pavement;
if the current reference vehicle speed and the motion information of the driving wheel meet the following conditions, the determined traction mode is that only the E-TCS enters, and the E-TCS only controls the output torque of the front axle engine:
the vehicle driving mode is an engine driving mode;
the vehicle runs at medium and high speed;
the difference value of the left wheel speed and the right wheel speed is greater than or equal to a second set value and smaller than the first set value; the second set value is smaller than the first set value;
the difference value between the wheel speed average value of the left driving wheel and the wheel speed average value of the right driving wheel and the current reference vehicle speed is larger than the first speed threshold value and is smaller than the second speed threshold value;
the average value of the accelerations of the left and right drive wheels is greater than or equal to a first acceleration threshold value.
9. The method of claim 8, further comprising, after controlling the vehicle based on the determined traction control mode and strategy:
when the difference value of the left wheel speed and the right wheel speed is smaller than a third set value and the duration is longer than or equal to a first set time, controlling the vehicle to exit the B-TCS mode; wherein the third setting value is smaller than the second setting value.
10. The method of claim 4, wherein the vehicle exits the E-TCS control mode when the following conditions are met:
the difference value between the wheel speed average value of the left driving wheel and the wheel speed average value of the right driving wheel and the current reference vehicle speed is smaller than a third speed threshold value, and the duration time is longer than a second set time length; alternatively, the first and second electrodes may be,
the opening degree of the accelerator is smaller than a second opening degree threshold value; alternatively, the first and second electrodes may be,
the anti-lock function is activated.
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