CN112896167B - Anti-skid control method and control system for driving of two-wheel drive vehicle - Google Patents

Anti-skid control method and control system for driving of two-wheel drive vehicle Download PDF

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CN112896167B
CN112896167B CN202110249909.0A CN202110249909A CN112896167B CN 112896167 B CN112896167 B CN 112896167B CN 202110249909 A CN202110249909 A CN 202110249909A CN 112896167 B CN112896167 B CN 112896167B
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vehicle
set value
speed
correction coefficient
wheel
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CN112896167A (en
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梁缘
杜佳
付邦璀
李凌阳
罗飞
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Dongfeng Motor 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18172—Preventing, or responsive to skidding of wheels
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0604—Throttle position
    • 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
    • B60W2510/10—Change speed gearings
    • 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
    • B60W2520/28—Wheel speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Abstract

The invention relates to the technical field of automobile control methods, in particular to a two-drive vehicle drive anti-skid control method and a control system. Acquiring the speed of non-driving wheels of the vehicle and steering wheel corner information to calculate the speed of the vehicle at the position of the mass center of the vehicle; calculating the requested torque of the power assembly according to the vehicle speed at the position of the mass center of the vehicle and the collected vehicle running information; calculating the slip rate of the vehicle according to the wheel speed of the vehicle and the vehicle speed at the mass center of the vehicle; comparing the slip rate with a set value, and calculating a correction coefficient according to a comparison result; calculating to obtain the final torque of the vehicle according to the correction coefficient and the requested torque; the control system controls the vehicle according to the final torque. The method calculates the slip rate of the vehicle driving wheel by obtaining the accurate vehicle speed, corrects the requested torque of the vehicle power assembly according to the slip rate, limits the driving torque in advance when the vehicle slips badly, avoids ESC intervention, is beneficial to improving the driving performance of the whole vehicle, and improves the power performance of the whole vehicle on the premise of controlling the slip degree of the vehicle.

Description

Anti-slip control method and control system for driving two-wheel drive vehicle
Technical Field
The invention relates to the technical field of automobile control methods, in particular to a two-drive vehicle drive anti-skid control method and a control system.
Background
The traditional driving anti-skid control function (TCS) of the automobile is based on an ESC system, an electronic stability control system (ESC) of the automobile judges the skid state of the automobile and calculates the torque after the intervention of the TCS function, the requested torque is sent to a Vehicle Control Unit (VCU) through a CAN network, the VCU judges the current vehicle state of the automobile and arbitrates the torque, the VCU sends the arbitrated torque to a Motor Controller (MCU), the MCU controls a motor to execute the requested torque of the VCU and feeds the actual torque back to the ESC control system, the ESC control system further judges and calculates according to the skid state of the automobile and the actual torque fed back by the MCU, and the calculated requested torque is continuously sent to the VCU in the next CAN communication period. The whole control strategy is to calculate the slip rate through the speed and wheel speed information sent by the ESC, limit the driving torque by adopting a PID algorithm according to the target slip rate and the actual slip rate, and realize the anti-slip driving function by reducing the driving force output of the whole vehicle. The method has the advantages that the ESC vehicle speed is not accurately acquired when the wheel slips, the calculated slip rate is also inaccurate, the PID algorithm is adopted to control the slip rate, the calculation amount of the algorithm is large, the calibration workload is large, the delay is large, the requirement on a control system is high, and the result cannot be quickly and accurately obtained.
Disclosure of Invention
The invention aims to solve the defects of the background technology and provide a two-drive vehicle drive anti-skid control method and a control system.
The technical scheme of the invention is as follows: a two-drive vehicle driving antiskid control method is characterized by comprising the following steps: acquiring the speed of non-driving wheels of the vehicle and steering wheel corner information to calculate the speed of the vehicle at the position of the mass center of the vehicle; calculating the requested torque of the power assembly according to the vehicle speed at the position of the mass center of the vehicle and the collected vehicle running information; calculating the slip rate of the vehicle according to the wheel speed of a driving wheel of the vehicle and the vehicle speed at the mass center of the vehicle; comparing the slip rate with a set value, and calculating a correction coefficient according to a comparison result; calculating to obtain the final torque of the vehicle according to the correction coefficient and the request torque; the control system controls the vehicle according to the final torque.
The method for comparing the slip ratio with the set value further comprises the following steps: the set values comprise a first set value and a second set value, the second set value is larger than the first set value, the slip ratio is compared with the first set value and the second set value respectively, and the correction coefficient is determined according to the comparison result.
The method for determining the correction coefficient according to the comparison result further comprises the following steps: and if the slip ratio is less than the first set value, the correction coefficient takes the value of 1.
The method for determining the correction coefficient according to the comparison result further comprises the following steps: if the slip ratio is larger than the second set value, the correction coefficient takes a value of 0.
The method for determining the correction coefficient according to the comparison result further comprises the following steps: if the slip ratio is greater than or equal to the first set value and less than or equal to the second set value, the correction factor is a function of the corresponding first set value, second set value and slip ratio.
And if the slip ratio is more than or equal to the first set value and less than or equal to the second set value, the correction coefficient is the product of the reciprocal of the difference between the second set value and the first set value and the difference between the slip ratio and the first set value.
The method for calculating the vehicle speed at the mass center of the vehicle by acquiring the wheel speed of a non-driving wheel of the vehicle and the steering wheel angle information comprises the following steps: collecting wheel speeds of two non-driving wheels and averaging; collecting steering wheel corner information, and looking up a table to obtain a left steering wheel corner and a right steering wheel corner; the vehicle speed at the center of mass of the vehicle is calculated according to the following formula:
V vehicle ＝V rear *cos(α-β)
wherein: v vehicle -vehicle speed at the vehicle centroid;
V rear -wheel speed average of two non-driven wheels;
alpha-left steering wheel angle;
beta-right steering wheel angle.
Further methods of calculating a slip ratio of a vehicle from a wheel speed of the vehicle and a vehicle speed at a center of mass of the vehicle include: slip ratio was calculated according to the following formula:
Figure BDA0002965570640000031
wherein: SlipRatio-slip ratio of vehicle;
V vehicle -vehicle speed at the vehicle centroid;
V wheel -wheel speed average of two driven wheels.
The method for calculating the final torque of the vehicle according to the correction coefficient and the requested torque further comprises the following steps: the final torque is calculated according to the following formula:
T finally ＝T req *Factor
wherein: t is finally -a final torque;
T req -requesting a torque;
factor-correction Factor.
A control system comprising an antiskid control method is characterized in that: the device comprises an acquisition module, a control module and a display module, wherein the acquisition module is used for acquiring the speed of a driving wheel, the speed of a non-driving wheel, steering wheel corner information, gear information and accelerator pedal information;
the calculation module is used for acquiring data acquired by the acquisition module and calculating the requested torque of the power assembly, the vehicle speed at the mass center of the vehicle, the slip ratio, the correction coefficient and the final torque;
the control module is used for receiving the final torque acquired by the calculation module and carrying out torque control on the power assembly;
the acquisition module, the calculation module and the control module are in signal connection with each other.
The method calculates the slip rate of the driving wheel of the vehicle by obtaining the accurate vehicle speed, corrects the requested torque of the vehicle power assembly according to the slip rate, limits the driving torque in advance when the vehicle slips badly, avoids ESC intervention, is beneficial to improving the driving performance of the whole vehicle, improves the torque output and the power performance of the whole vehicle on the premise of controlling the slip degree of the vehicle, is extremely simple, can greatly reduce the calculation force, and has great popularization value.
Drawings
FIG. 1: the slip ratio and the correction coefficient of the present embodiment are plotted.
Detailed Description
Reference will now be made in detail to the embodiments of the present invention, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below with reference to the accompanying drawings are illustrative and intended to explain the present invention and should not be construed as limiting the present invention.
In the description of the present invention, it is to be understood that the terms "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, are not to be construed as limiting the present invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
The invention is described in further detail below with reference to the figures and the specific embodiments.
Referring to fig. 1, the present embodiment describes a two-drive anti-skid control method, which is an active control method performed during the period when the driving wheels of the vehicle start to skid slightly, but the electronic stability control system ESC of the vehicle is not yet involved, and achieves the purpose of controlling the skid of the vehicle by actively adjusting the torque output of the powertrain.
The two-drive vehicle of the embodiment can be a front drive vehicle or a rear drive vehicle. In the embodiment, the speed of the non-driving wheel of the vehicle and the steering wheel angle information are firstly collected to calculate the speed of the vehicle at the position of the mass center of the vehicle, the steering wheel angle information is obtained, and the left steering wheel angle alpha and the right steering wheel angle beta corresponding to the current steering wheel can be obtained according to a table look-up.
Since the non-driving wheel is not slipping and the driving wheel begins to slip, the present embodiment calculates the vehicle speed at the vehicle center of mass of the vehicle from the wheel speed of the non-driving wheel, since the accurate vehicle speed cannot be obtained. Taking the average of the wheel speeds of the two non-driven wheels (when the vehicle is turning, the wheel speeds of the two non-driven wheels are not in phaseSame) to obtain the non-driving shaft intermediate speed V rear Then, the vehicle speed V at the position of the mass center of the vehicle is calculated according to the following formula vehicle ：
V vehicle ＝V rear *cos(α-β)
Wherein: v vehicle -vehicle speed at the vehicle centroid;
V rear -wheel speed average of two non-driven wheels;
alpha-left steering wheel angle;
beta-right steering wheel angle.
At this time, V vehicle That is, the vehicle speed at the vehicle centroid when the vehicle of the embodiment slightly slips, according to the vehicle speed V at the vehicle centroid vehicle Calculating the requested torque of the power assembly of the vehicle by the accelerator opening and the position of the gear shifting handle, knowing that the vehicle speed, the accelerator opening and the requested torque have a corresponding relation by calibrating the obtained MAP table, selecting the corresponding MAP table according to the position of the gear shifting handle, and calculating the vehicle speed V at the position of the accelerator opening and the vehicle mass center by the accelerator opening and the vehicle mass center vehicle The requested torque T of the power train of the vehicle of the embodiment can be obtained trqreq 。
Then according to the vehicle speed V at the position of the mass center of the vehicle vehicle And wheel speed average value V of driving wheel wheel Calculating the slip ratio of the driving wheel according to the following formula:
Figure BDA0002965570640000051
wherein: SlipRatio-slip ratio of vehicle;
V vehicle -vehicle speed at the vehicle centroid;
V wheel -wheel speed average of two driven wheels.
Then, the slip ratio SlipRatio is compared with a set value to obtain a correction coefficient, the set value of this embodiment includes a first set value (20% to 30% in this embodiment) obtained according to a calibration experiment and a second set value (the second set value is a set value determined according to a critical state of intervention of the automotive electronic stability control system) obtained according to an intervention situation of the automotive electronic stability control system, the second set value is greater than the first set value, and the first set value and the second set value divide the correction coefficient into three situations, as shown in fig. 1:
if the slip ratio SlipRatio is less than the first set value SlipRatio A If so, the correction coefficient Factor takes the value of 1;
if the slip ratio SlipRatio is larger than the second set value SlipRatio B If so, the correction coefficient Factor takes the value of 0;
if the slip ratio SlipRatio is larger than or equal to the first set value SlipRatio A And is less than or equal to a second set value SlipRatio B Then, the correction Factor is calculated according to the following formula:
Figure BDA0002965570640000061
wherein: factor-correction Factor;
SlipRatio-slip ratio;
SlipRatio A -a first set value;
SlipRatio B -a second set value.
After obtaining the correction Factor, the torque request T is obtained according to the obtained value trqreq Calculating a final torque T of the vehicle finally The final torque is calculated according to the following equation:
T finally ＝T req *Factor
wherein: t is finally -a final torque;
T req -requesting a torque;
factor-correction Factor.
The control system follows the final torque T finally And controlling and adjusting the vehicle.
As shown in fig. 1, the present embodiment divides the obtaining of the correction coefficient into three cases, when the slip ratio < the first set value slip ratio A And the correction coefficient Factor takes a value of 1, so that the skidding condition of the vehicle is proved at the momentThe situation is not serious, the final torque is the requested torque of the vehicle, namely when the situation occurs, the control system does not modify the power assembly;
if the slip ratio SlipRatio is larger than the second set value SlipRatio B If the correction coefficient Factor is 0, the slip condition of the vehicle is proved to be serious at the moment, the ESC is in the middle, the control system controls the zero torque output of the power assembly, and the slip of the vehicle is completely controlled by the ESC;
if the slip ratio SlipRatio is larger than or equal to the first set value SlipRatio A And is less than or equal to a second set value SlipRatio B The method proves that the slipping condition of the vehicle needs to be controlled at the moment but ESC intervention is not needed, the slipping condition of the driving wheels of the vehicle is improved by correcting the requested torque of the power assembly, the worsening of the slipping condition is avoided, and the slipping problem of the vehicle can be solved without ESC intervention.
The foregoing shows and describes the general principles, essential features, and advantages of the invention. It will be understood by those skilled in the art that the present invention is not limited to the embodiments described above, which are given by way of illustration of the principles of the present invention, and that various changes and modifications may be made without departing from the spirit and scope of the invention as defined by the appended claims. The scope of the invention is defined by the appended claims and equivalents thereof.

Claims (7)

1. A two-drive vehicle driving antiskid control method is characterized by comprising the following steps: acquiring the speed of non-driving wheels of the vehicle and steering wheel corner information to calculate the speed of the vehicle at the position of the mass center of the vehicle; calculating the requested torque of the power assembly according to the vehicle speed at the position of the mass center of the vehicle and the collected vehicle running information; calculating the slip rate of the vehicle according to the speed of a driving wheel of the vehicle and the speed of the vehicle at the mass center of the vehicle; comparing the slip rate with a set value, and calculating a correction coefficient according to a comparison result; calculating to obtain the final torque of the vehicle according to the correction coefficient and the requested torque; the control system controls the vehicle according to the final torque;
the method for comparing the slip ratio with the set value comprises the following steps: the set values comprise a first set value and a second set value, the second set value is larger than the first set value, the slip ratio is compared with the first set value and the second set value respectively, and a correction coefficient is determined according to a comparison result;
the method for determining the correction coefficient according to the comparison result comprises the following steps: if the slip ratio is greater than or equal to the first set value and less than or equal to the second set value, the correction coefficient is a function corresponding to the first set value, the second set value and the slip ratio;
if the slip ratio is greater than or equal to the first set value and less than or equal to the second set value, the correction coefficient is the product of the reciprocal of the difference between the second set value and the first set value and the difference between the slip ratio and the first set value.
2. The anti-skid control method for the two-wheel drive vehicle as claimed in claim 1, wherein: the method for determining the correction coefficient according to the comparison result comprises the following steps: and if the slip ratio is less than the first set value, the correction coefficient takes the value of 1.
3. The anti-skid control method for the two-wheel drive vehicle as claimed in claim 1, wherein: the method for determining the correction coefficient according to the comparison result comprises the following steps: if the slip ratio is larger than the second set value, the correction coefficient takes a value of 0.
4. The anti-skid control method for the two-wheel drive vehicle as claimed in claim 1, wherein: the method for calculating the vehicle speed at the mass center of the vehicle by acquiring the wheel speed of a non-driving wheel of the vehicle and the steering wheel angle information comprises the following steps: collecting wheel speeds of two non-driving wheels and averaging; collecting steering wheel corner information, and looking up a table to obtain a left steering wheel corner and a right steering wheel corner; the vehicle speed at the center of mass of the vehicle is calculated according to the following formula:
V vehicle ＝V rear *cos(α-β)
wherein: v vehicle -vehicle speed at the vehicle centroid;
V rear -wheel speed average of two non-driven wheels;
alpha-left steering wheel angle;
beta-right steering wheel angle.
5. The anti-skid control method for the two-wheel drive vehicle as claimed in claim 1, wherein: the method for calculating the slip ratio of the vehicle according to the wheel speed of the vehicle and the vehicle speed at the centroid of the vehicle comprises the following steps: slip ratio was calculated according to the following formula:
Figure FDA0003775492910000021
wherein: SlipRatio-slip ratio of vehicle;
V vehicle -vehicle speed at the vehicle centroid;
V wheel -wheel speed average of two driven wheels.
6. The two-drive vehicle drive antiskid control method according to claim 1, characterized in that: the method for calculating the final torque of the vehicle according to the correction coefficient and the requested torque comprises the following steps: the final torque is calculated according to the following formula:
T finally ＝T req *Factor
wherein: t is finally -a final torque;
T req -requesting a torque;
factor-correction Factor.
7. A control system incorporating the antiskid control method of claim 1, characterized in that: the device comprises an acquisition module, a control module and a display module, wherein the acquisition module is used for acquiring the speed of a driving wheel, the speed of a non-driving wheel, steering wheel corner information, gear information and accelerator pedal information;
the calculating module is used for acquiring data acquired by the acquisition module and calculating the requested torque of the power assembly, the vehicle speed, the slip rate, the correction coefficient and the final torque at the mass center of the vehicle;
the control module is used for receiving the final torque acquired by the calculation module and carrying out torque control on the power assembly;
the acquisition module, the calculation module and the control module are in signal connection with each other.
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