CN112937578A - Vehicle, and control method and control device thereof - Google Patents
Vehicle, and control method and control device thereof Download PDFInfo
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- CN112937578A CN112937578A CN201911157778.2A CN201911157778A CN112937578A CN 112937578 A CN112937578 A CN 112937578A CN 201911157778 A CN201911157778 A CN 201911157778A CN 112937578 A CN112937578 A CN 112937578A
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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
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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
- 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
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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
- 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
Abstract
The application discloses vehicle and control method, controlling means thereof, wherein, the control method includes: and after the vehicle is started, the traction control system TCS is started, and the TCS respectively carries out starting TCS driving torque control and starting TCS braking control on the vehicle according to the first control target speed and the second control target speed until the vehicle reaches the quit target speed, and the TCS quits the corresponding starting control mode. The method enables the TCS brake control and the drive torque control to be decoupled mutually, can solve the problem of mutual interference of TCS drive torque regulation and brake regulation of a four-wheel drive vehicle and a two-wheel drive vehicle, avoids the phenomenon that the drive torque and the brake torque are mutually offset, achieves the purposes of enhancing the drive performance and the energy-saving performance, and can further provide enough drive torque to achieve the purpose of single-wheel escaping when being applied to the four-wheel drive vehicle.
Description
Technical Field
The present disclosure relates to the field of automotive technologies, and in particular, to a control method of a vehicle, a control device of a vehicle, and a vehicle.
Background
In a vehicle, a tcs (traction Control system), which is a traction Control system, functions to enable the vehicle to obtain an optimal traction force under any operating condition.
In the related art, the TCS control strategy is different for different driving types of vehicles. For a two-drive vehicle, TCS is a fast wheel adjustment by controlling the drive wheel speed to adjust drive torque and apply brakes. However, in the high and low side-by-side split road, the driving and braking coupling condition exists, which is represented by the fact that the driving torque is continuously increased, and the braking torque is continuously increased to adjust the wheel speed of the driving wheel. May cause a phenomenon in which the driving torque and the braking torque cancel each other, is not energy-saving, and may fail to achieve an ideal control target.
For a four-wheel drive vehicle, the TCS performs four-wheel drive by controlling the driving wheel speed or the driveshaft speed (mainly, the differential case speed), which is the means of driving torque and braking control. However, in this case, the drive torque is first reduced to reduce the wheel speed on the high rotation speed side. In this case, even if the drive shaft speed or wheel speed is adjusted to the appropriate range, there is still a situation where a sufficient TCS drive torque request cannot be provided, and it occurs that the vehicle cannot complete single wheel escape.
Disclosure of Invention
The present application is directed to solving, at least to some extent, the technical problems in the above-described technology. Therefore, a first objective of the present application is to provide a vehicle control method, which mutually decouples braking control and driving torque control of a traction control system, can solve the problem of mutual interference between driving torque adjustment and braking adjustment of traction control systems of a four-wheel drive vehicle and a two-wheel drive vehicle, avoids the phenomenon that driving torque and braking torque are mutually offset, and achieves the purposes of enhancing driving performance and energy saving performance.
A second object of the present application is to provide a control device of a vehicle.
A third object of the present application is to propose a vehicle.
In order to achieve the above object, an embodiment of a first aspect of the present application proposes a control method of a vehicle, including: after the vehicle is started, a traction control system TCS is started; the traction control system performs starting driving torque control on the vehicle according to a first control target speed until the vehicle reaches a quit target speed, and quits the starting driving torque control on the vehicle; and the traction control system performs starting and braking control on the vehicle according to a second control target speed until the vehicle reaches the quit target speed, and quits the starting and braking control on the vehicle, wherein the second control target speed is greater than the first target control speed.
According to the control method of the vehicle, the braking control and the driving torque control of the traction control system are decoupled, the problem of mutual interference of the driving torque regulation and the braking regulation of the traction control system of the four-wheel drive vehicle and the two-wheel drive vehicle can be solved, the phenomenon that the driving torque and the braking torque are mutually offset is avoided, the purposes of enhancing the driving performance and the energy-saving performance are achieved, and when the control method is applied to the four-wheel drive vehicle, enough driving torque can be further provided, and the purpose of relieving single wheels is achieved.
In addition, the control method of the vehicle according to the embodiment of the present application may further have the following additional technical features:
according to one embodiment of the application, after the traction control system exits the launch drive torque control of the vehicle, the method further comprises: judging whether the smaller driving slip ratio in the driving wheels enters a preset driving slip ratio regulation range of a traction control system or not; if yes, starting the driving torque control; determining whether a driving torque request value in the driving torque control exceeds a driver torque request value; if the driving slip ratio exceeds the preset driving slip ratio, returning to the step of judging whether the smaller driving slip ratio in the driving wheels enters the preset driving slip ratio regulation range of the traction control system; and if not, returning to the starting driving torque control step.
According to an embodiment of the application, after the traction control system exits the start braking control of the vehicle, the method further comprises: judging whether the driving slip rates of the front wheels and the rear wheels enter a preset slip rate regulation and control range corresponding to the braking of a traction control system, wherein the lower limit threshold of the slip rate regulation and control range corresponding to the braking of the traction control system is higher than the upper limit threshold of the driving slip rate regulation and control range of the traction control system; if so, starting brake control on the wheel of which the driving slip rate enters a slip rate regulation and control range corresponding to the traction control system; judging whether the driving slip ratio control value in the braking control is lower than the lower limit threshold of a slip ratio regulation and control range corresponding to the braking of a preset traction control system; if the driving slip ratio is lower than the preset slip ratio, returning to the step of judging whether the driving slip ratios of the front wheels and the rear wheels enter the preset slip ratio regulation and control range corresponding to the traction control system braking; and if not, returning to the step of controlling the wheel starting brake of the slip ratio regulation range corresponding to the driving slip ratio entering the traction control system brake.
According to an embodiment of the present application, the first control target speed, the second control target speed include: wheel speed and wheel acceleration; the exit target vehicle speed includes: and the vehicle body speed.
In order to achieve the above object, an embodiment of a second aspect of the present application proposes a control device of a vehicle, including: the first control module is used for controlling the starting of the traction control system TCS after the vehicle is started; the second control module is used for controlling the traction control system to carry out starting driving torque control on the vehicle according to the first control target speed until the vehicle reaches the exit target speed, and the traction control system exits from carrying out starting driving torque control on the vehicle; and the third control module is used for controlling the traction control system to carry out starting and braking control on the vehicle according to a second control target speed, and the traction control system quits the starting and braking control on the vehicle after the vehicle reaches the quit target speed, wherein the second control target speed is greater than the first target control speed.
According to the control device of the vehicle, the brake control and the drive torque control are decoupled, the problem of mutual interference of drive torque regulation and brake regulation of traction control systems of a four-wheel drive vehicle and a two-wheel drive vehicle can be solved, the phenomenon that the drive torque and the brake torque are mutually offset is avoided, the purposes of enhancing the drive performance and the energy-saving performance are achieved, and when the control device is applied to the four-wheel drive vehicle, enough drive torque can be further provided, and the purpose of overcoming the difficulty of a single wheel is achieved.
In addition, the control device for a vehicle according to the above embodiment of the present application may further have the following additional technical features:
according to an embodiment of the application, the second control module is further configured to: after the traction control system is controlled to quit the starting driving torque control of the vehicle, judging whether the smaller driving slip ratio in the driving wheel enters a preset driving slip ratio regulation range of the traction control system or not; if yes, starting the driving torque control; determining whether a driving torque request value in the driving torque control exceeds a driver torque request value; if the driving slip ratio exceeds the preset driving slip ratio, returning to the step of judging whether the smaller driving slip ratio in the driving wheels enters the preset driving slip ratio regulation range of the traction control system; and if not, returning to the starting driving torque control step.
According to an embodiment of the application, the third control module is further configured to determine whether the driving slip ratios of the front wheels and the rear wheels enter a preset slip ratio regulation and control range corresponding to braking of the traction control system after controlling the traction control system to exit from starting and braking control of the vehicle, wherein a lower limit value of the slip ratio regulation and control range corresponding to braking of the traction control system is higher than an upper limit value of the driving slip ratio regulation and control range of the traction control system; if so, starting brake control on the wheel of which the driving slip rate enters a slip rate regulation and control range corresponding to the traction control system; judging whether the driving slip ratio control value in the braking control is lower than the lower limit threshold of a slip ratio regulation and control range corresponding to the braking of a preset traction control system; if the driving slip ratio is lower than the preset slip ratio, returning to the step of judging whether the driving slip ratios of the front wheels and the rear wheels enter the preset slip ratio regulation and control range corresponding to the traction control system braking; and if not, returning to the step of controlling the wheel starting brake of the slip ratio regulation range corresponding to the driving slip ratio entering the traction control system brake.
According to an embodiment of the present application, the first control target speed, the second control target speed include: wheel speed and wheel acceleration; the exit target vehicle speed includes: and the vehicle body speed.
In order to achieve the above object, an embodiment of the third aspect of the present application provides a vehicle, which may be a four-wheel drive vehicle or a two-wheel drive vehicle, including the control device of the vehicle according to the embodiment of the second aspect of the present application.
According to the vehicle provided by the embodiment of the application, through the control device of the vehicle, the braking control and the driving torque control of the traction control system are decoupled from each other, the problem of mutual interference of the driving torque regulation and the braking regulation of the traction control system of a four-wheel drive vehicle and a two-wheel drive vehicle can be solved, the phenomenon that the driving torque and the braking torque are mutually offset is avoided, the purposes of enhancing the driving performance and the energy-saving performance are achieved, and when the control device is applied to the four-wheel drive vehicle, enough driving torque can be further provided, and the purpose of relieving difficulty of a single wheel is achieved.
Drawings
FIG. 1 is a flow chart of a control method of a vehicle according to one embodiment of the present application;
FIG. 2 is a flow chart of a control method of a vehicle according to another embodiment of the present application;
FIG. 3 is a graph of the relationship between the coefficient of adhesion and the slip ratio for different road surfaces according to one embodiment of the present application;
FIG. 4 is a block schematic diagram of a control device of a vehicle according to one embodiment of the present application.
Detailed Description
Reference will now be made in detail to embodiments of the present application, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are exemplary and intended to be used for explaining the present application and should not be construed as limiting the present application.
A control method of a vehicle, a control device of a vehicle, and a vehicle of the embodiments of the present application are described below with reference to the drawings.
Since the wheel slip ratio is very unstable at low speed, the wheel slip ratio cannot be used immediately at the time of starting as a control target. Therefore, in the present application, the vehicle pre-start control and the vehicle post-start control are designed separately. The control flow and logic of the traction control system before vehicle starting are shown in figure 1, and the control flow and logic of the traction control system after vehicle starting are shown in figure 2.
Fig. 1 is a flowchart of a control method of a vehicle according to one embodiment of the present application. As shown in fig. 1, the control method includes the steps of:
s1, after the vehicle is started, the traction control system TCS is activated.
And S2, the traction control system performs starting driving torque control on the vehicle according to the first control target speed, and the traction control system quits performing starting driving torque control on the vehicle after the vehicle reaches the quit target speed.
And S3, the traction control system performs starting and braking control on the vehicle according to the second control target speed, and the traction control system quits the starting and braking control on the vehicle after the vehicle reaches the quit target speed. Wherein the second control target speed is greater than the first control target speed.
In an embodiment of the present application, the first control target speed and the second control target speed include: and the wheel speed and the wheel acceleration are respectively preset according to actual conditions. The exit target vehicle speed includes a vehicle body vehicle speed, and is preset according to actual conditions, and may be 10km/h, for example.
The wheel speed and the wheel acceleration can be respectively obtained through a wheel speed sensor and a wheel speed acceleration sensor. The speed of the vehicle can be indirectly obtained through calculation.
That is, the first control target speed includes a first control target wheel speed and a first control target wheel acceleration, and the second control target speed includes a second control target wheel speed and a second control target wheel acceleration. In the invention, it is required to ensure that the first control target speed is less than the second control target speed, namely: the first control target wheel speed is less than the second control target wheel speed, and the first control target wheel acceleration is less than the second control target wheel acceleration.
Specifically, after the vehicle is started and before the vehicle starts, the driving torque control and the braking control are designed in a decoupling (separation) mode, the decoupling mode is to set control target speeds respectively, the control target speeds comprise wheel speeds and wheel accelerations, but the control target speed of the driving torque control needs to be ensured to be smaller than the control target speed of the braking control, namely the second control target speed is ensured to be larger than the first control target speed. That is to say, before the vehicle starts, the traction control system firstly performs the braking control of a high-speed end or firstly performs the driving torque control according to a low-speed end, the sequence is not required to be designed, until the traction control system respectively reaches the starting point of controlling the driving torque and the braking torque according to the slip rate, and the starting point of controlling the driving torque and the braking torque according to the slip rate is the exit target vehicle speed. Once the vehicle reaches the exit target vehicle speed, namely the vehicle body speed reaches a certain speed, the vehicle is started to finish, the traction control system exits the control of the driving torque and the braking torque according to the wheel speed and the wheel acceleration, namely the traction control system exits the control of the starting driving torque and the starting braking of the vehicle, and enters the control of the driving torque and the braking torque according to the slip rate. Any torque control comprises three controls of torque increasing, torque maintaining and torque reducing.
According to the control method of the vehicle, the braking control and the driving torque control of the traction control system are decoupled from each other, and the problem of mutual interference of the driving torque regulation and the braking regulation of the traction control system of the four-wheel drive vehicle and the two-wheel drive vehicle can be solved. Specifically, after the vehicle is started, the starting drive torque control controls the drive wheel with the lowest speed according to the first control target speed, so that the speed of the drive wheel does not exceed the first control target speed, the drive torque control is indirectly completed, the low-speed side is ensured not to slip, and if the high-speed wheel on the low-attachment side starts to slip, the traction control system performs brake control on the vehicle according to the second control target speed. Therefore, the main driving wheel only has driving torque, the phenomenon that the driving torque and the braking torque on the main driving wheel are mutually offset is avoided, the purpose of enhancing the energy-saving performance is achieved, the auxiliary driving wheel coaxial with the main driving wheel only has braking control, the vehicle is ensured not to skid, the enhanced driving performance is achieved, the auxiliary driving wheel also configures the driving torque for the main driving wheel through braking, the driving capability of the main driving wheel is improved, and for other driving wheels except the main driving wheel, the sliding control of the wheel can be achieved through the braking control of the wheel, the wheel is ensured not to skid, and the maximum driving capability of the wheel is achieved. And when the driving device is applied to a four-wheel drive vehicle, enough driving torque can be further provided, and the purpose of single-wheel escaping is achieved.
In the above description of the control method before the vehicle starts after the vehicle starts, the control method after the vehicle starts will be described with reference to the specific embodiments.
According to an embodiment of the present application, as shown in fig. 2, after the traction control system exits the launch drive torque control for the vehicle, the method may further include:
and S21, judging whether the smaller driving slip ratio in the driving wheels enters a preset driving slip ratio regulating range of the traction control system. If yes, go to step S22; if not, the step is stopped and the judgment is continued.
S22, the drive torque control is started.
Wherein the drive torque control may be controlled using a state machine, the states including: increasing torque, maintaining and reducing torque. The traction control system torque control includes: the engine torque control and the driving motor control are carried out, and the engine torque control mode comprises the following steps: control of the spark advance angle (fastest engine torque control method), control of the throttle opening degree, and control of the fuel injection amount.
S23, it is determined whether the requested drive torque value in the drive torque control exceeds the requested driver torque value. If yes, returning to the step S21 (judging whether the smaller driving slip ratio in the driving wheel enters the preset driving slip ratio regulation range of the traction control system or not); if not, the process returns to step S22 (the drive torque control is started).
According to an embodiment of the present application, as shown in fig. 2, after the traction control system exits the launch braking control for the vehicle, the method may further include:
and S31, judging whether the driving slip ratio of the front wheel and the rear wheel enters a preset slip ratio regulation range corresponding to the braking of the traction control system. If yes, go to step S32. If not, staying in the step and continuing to judge.
The lower limit value of the slip ratio regulation range corresponding to the traction control system braking is higher than the upper limit value of the traction control system driving slip ratio regulation range, namely the slip ratio regulation range corresponding to the traction control system braking is higher than the traction control system driving slip ratio regulation range.
And S32, starting brake control on the wheel of which the driving slip ratio enters the slip ratio regulating and controlling range corresponding to the traction control system brake.
Wherein state machine control may be used, the states including: increase torque, maintain, and decrease torque.
The braking torque control method comprises the following steps: hydraulic braking and motor braking.
And S33, judging whether the driving slip ratio control value in the braking control is lower than the lower limit threshold of the slip ratio regulation range corresponding to the braking of the traction control system. If yes, returning to the step S31 (judging whether the driving slip ratio of the front wheel and the rear wheel enters a preset slip ratio regulation range corresponding to the traction control system braking); if not, the process returns to step S32 (the wheel start brake control for the driving slip ratio entering the slip ratio control range corresponding to the traction control system brake).
Specifically, for a two-drive vehicle, the axle speed or the difference between the driving wheel speeds of the driving axle is used as a control target to adjust the engine torque request or the braking torque request, and in an open road surface, the scheme has the condition of coupling driving and braking, which is characterized in that the driving torque is continuously increased, and the braking torque is continuously increased to adjust the wheel speed of the driving wheel, so that the phenomenon that the driving torque and the braking torque are mutually offset can be caused, energy is not saved, and an ideal control target can not be achieved.
For a four-wheel drive vehicle, the traction control system performs four-wheel drive by controlling the drive torque and braking control by means of controlling the wheel speed difference of the drive wheels or the axle speed of the drive axle (mainly referring to the speed of a differential case). However, in this case, the drive torque is first reduced to reduce the wheel speed on the high rotation speed side. In this case, even if the drive shaft speed or wheel speed difference is adjusted to an appropriate range, there is a situation where a sufficient traction control system drive torque request cannot be provided, and it occurs that the vehicle cannot complete single wheel escape.
In order to solve the above problem, in the embodiment of the present application, after starting, the driving torque control and the braking control are decoupled (separated) in a manner that a control object and a control range are respectively set, the control object for driving torque control is a smaller driving slip ratio in the driving wheel, and the control object for braking control is the respective driving slip ratios of the front wheel and the rear wheel, but it is required to ensure that the slip ratio control range corresponding to braking of the traction control system is higher than the slip ratio control range corresponding to driving of the traction control system. Therefore, the phenomenon that the driving torque and the braking torque in the two-wheel drive vehicle and the four-wheel drive vehicle are mutually offset can be solved, the purposes of enhancing the driving performance and the energy-saving performance are achieved, the problem that the torque required by a traction control system for single-wheel escaping in the four-wheel drive vehicle is insufficient can be further solved, and the purpose of single-wheel escaping is achieved.
It should be noted that, the relationship curve between the adhesion coefficient and the slip ratio of different road surfaces can be referred to fig. 3. As shown in FIG. 3, the vertical axis represents the adhesion coefficient and the horizontal axis represents the slip ratio, with the maximum adhesion coefficient on most road surfaces being between 0.1 and 0.2. Therefore, the driving torque and the braking torque can be controlled by controlling the driving slip ratio, and the adhesion coefficient between 0.1 and 0.2 of the slip ratio can be fully utilized. In order to decouple the driving torque and the braking control of the traction control system, the driving slip ratio regulating and controlling range of the traction control system can be [0.1-0.15 ], and the slip ratio regulating and controlling range corresponding to the braking of the traction control system can be [0.15-0.2 ].
In order to further improve the decoupling effect, the driving slip ratio regulating and controlling range of the traction control system can be [0.1-0.14], and the slip ratio regulating and controlling range corresponding to the braking of the traction control system can be [0.16-0.2 ]. For optimizing control, the slip ratio control interval can be further reduced, for example, the control range of the driving slip ratio of the traction control system is reduced to [0.12-0.13], and the control range of the slip ratio corresponding to the braking of the traction control system is reduced to [0.16-0.17 ].
For two-wheel drive vehicles and four-wheel drive vehicles, the decomposition enables the main driving wheel control to enter a driving slip rate regulation range of a traction control system for driving torque control, if the driving slip rate of the wheel is larger than the range, the main road surface driving torque of the side is reduced, the side can not enter brake control, the driving torque and the braking torque of the main driving wheel do not exist at the same time of the wheel, and no brake driving counteraction exists, so that energy is saved. And for the non-main driving wheel, the road surface driving torque of the wheel is not controlled independently, but only the braking torque is controlled, so that the wheel driving slip ratio is in a corresponding target slip ratio interval, better road surface driving torque is obtained, and meanwhile, the braking matching amount except the driving torque on the non-main driving wheel is provided for the main driving wheel. In the single-axle drive (in a four-wheel drive vehicle, the single axle is the axle corresponding to the wheel with the lowest wheel speed in the four wheels), the main driving wheel only has driving torque, and the non-main driving wheel has the driving torque and the braking torque matched with the main driving wheel, so that the main wheel and the secondary wheel respectively provide the maximum adhesive force, but the braking torque is not wasted on the main driving wheel, and the effect of saving energy is achieved.
The control effect of the method is reasonable and effective through simulation experiment verification, and the method is suitable for various existing pavements after parameter adjustment. The method is simple and easy to implement on a real vehicle, and the requirements on the sensors and the control execution mode are mature technologies on the existing vehicle.
According to the control method of the vehicle, no matter before or after the vehicle starts, the method enables the braking control and the driving torque control of the traction control system to be decoupled, the problem of mutual interference of the driving torque regulation and the braking torque regulation of the traction control system of the four-wheel drive vehicle and the two-wheel drive vehicle can be solved, the phenomenon that the driving torque and the braking torque are mutually offset is avoided, the purposes of enhancing the driving performance and the energy-saving performance are achieved, and when the control method is applied to the four-wheel drive vehicle, enough driving torque can be further provided, and the purpose of enabling a single wheel to get rid of the trouble is achieved.
Corresponding to the control method of the vehicle, the application also provides a control device of the vehicle. Since the device embodiment of the present application corresponds to the method embodiment described above, for details that are not disclosed in the device embodiment, please refer to the method embodiment described above, which is not described in detail in the present application.
FIG. 4 is a block schematic diagram of a control device of a vehicle according to one embodiment of the present application. As shown in fig. 4, the control device includes: the control system comprises a first control module 1, a second control module 2 and a third control module 3.
The first control module 1 is used for controlling the traction control system to start after the vehicle starts.
The second control module 2 is used for controlling the traction control system to perform starting driving torque control on the vehicle according to the first control target speed until the vehicle reaches the exit target speed, and the traction control system exits from performing starting driving torque control on the vehicle.
And the third control module 3 is used for controlling the traction control system to perform starting and braking control on the vehicle according to the second control target speed, and the traction control system quits the starting and braking control on the vehicle after the vehicle reaches the quit target speed, wherein the second control target speed is greater than the first target control speed.
Specifically, after the vehicle is started and before the vehicle is started, the driving torque control and the braking control of the traction control system are decoupled (separated), the decoupling mode is to set control target speeds respectively, the control target speeds comprise wheel speeds and wheel accelerations, but it is required to ensure that the control target speed of the driving torque control is smaller than the control target speed of the braking control, that is, the second control target speed is greater than the first control target speed until the traction control system respectively reaches a starting point at which the driving torque and the braking torque are controlled according to a slip rate, and the starting point at which the driving torque and the braking torque are controlled according to the slip rate is the target vehicle speed quitting. Once the vehicle reaches the exit target vehicle speed, namely the vehicle body speed reaches a certain speed, the vehicle is started to finish, the second control module 2 controls the traction control system to exit to carry out driving torque according to the wheel speed and the wheel acceleration, the third control module 3 controls the traction control system to exit to carry out braking torque control according to the wheel speed and the wheel acceleration, namely the traction control system exits to carry out starting driving torque control and starting braking control on the vehicle, and the vehicle enters to carry out driving torque and braking torque control according to the slip rate. Any torque control comprises three controls of torque increasing, torque maintaining and torque reducing.
In the control device of the vehicle, after the vehicle is started, the first control module 1 controls the traction control system to start, the second control module 2 performs starting driving torque control on the driving wheel with the lowest speed according to the first control target speed, so that the speed of the driving wheel does not exceed the first control target speed, driving torque control is indirectly completed, the low-speed side is ensured not to slip, and if the high-speed wheel on the low-speed side starts to slip, the third control module 3 controls the traction control system to perform braking control on the vehicle according to the second control target speed. Therefore, the main driving wheel only has driving torque, the phenomenon that the driving torque and the braking torque on the main driving wheel are mutually offset is avoided, the purpose of enhancing the energy-saving performance is achieved, the auxiliary driving wheel coaxial with the main driving wheel only has braking control, the vehicle is ensured not to skid, the enhanced driving performance is achieved, the auxiliary driving wheel also configures the driving torque for the main driving wheel through braking, the driving capability of the main driving wheel is improved, and for other driving wheels except the main driving wheel, the sliding control of the wheel can be achieved through the braking control of the wheel, the wheel is ensured not to skid, and the maximum driving capability of the wheel is achieved. And when the driving device is applied to a four-wheel drive vehicle, enough driving torque can be further provided, and the purpose of single-wheel escaping is achieved.
According to an embodiment of the application, the second control module is further configured to: after the traction control system is controlled to quit the starting driving torque control of the vehicle, judging whether the smaller driving slip ratio in the driving wheel enters a preset driving slip ratio regulation range of the traction control system or not; if yes, starting the driving torque control; determining whether a requested drive torque value in the drive torque control exceeds a requested driver torque value; if the driving slip ratio exceeds the preset driving slip ratio, returning to the step of judging whether the smaller driving slip ratio in the driving wheels enters the preset driving slip ratio regulation range of the traction control system; and if not, returning to the step of controlling the starting driving torque.
According to an embodiment of the application, the third control module 3 is further configured to: after the traction control system is controlled to quit the starting and braking control of the vehicle, whether the driving slip rates of the front wheels and the rear wheels enter a preset slip rate regulation and control range corresponding to the braking of the traction control system is judged, and the lower limit value of the slip rate regulation and control range corresponding to the braking of the traction control system is higher than the upper limit value of the driving slip rate regulation and control range of the traction control system; if so, starting brake control on the wheel driving the slip ratio to enter a slip ratio regulation and control range corresponding to the traction control system; judging whether a driving slip ratio control value in braking control is lower than a lower limit threshold of a slip ratio regulation and control range corresponding to braking of a preset traction control system; if the driving slip ratio is lower than the preset slip ratio, returning to the step of judging whether the driving slip ratios of the front wheels and the rear wheels enter the slip ratio regulation and control range corresponding to the braking of the traction control system; and if not, returning to the step of controlling the wheel starting brake in the slip ratio regulating and controlling range corresponding to the driving slip ratio entering the traction control system.
According to the control device of the vehicle, the braking control and the driving torque control of the traction control system are decoupled, the problem of mutual interference of the driving torque regulation and the braking regulation of the traction control system of the four-wheel drive vehicle and the two-wheel drive vehicle can be solved, the phenomenon that the driving torque and the braking torque are mutually offset is avoided, the purposes of enhancing the driving performance and the energy-saving performance are achieved, and when the control device is applied to the four-wheel drive vehicle, enough driving torque can be further provided, and the purpose of relieving single wheels is achieved.
In addition, the application also provides a vehicle, which comprises the control device of the vehicle in the embodiment. The vehicle can be a two-wheel drive vehicle or a four-wheel drive vehicle
According to the vehicle provided by the embodiment of the application, through the control device of the vehicle, the braking control and the driving torque control of the traction control system are decoupled from each other, the problem of mutual interference of the driving torque regulation and the braking regulation of the traction control system of a four-wheel drive vehicle and a two-wheel drive vehicle can be solved, the phenomenon that the driving torque and the braking torque are mutually offset is avoided, the purposes of enhancing the driving performance and the energy-saving performance are achieved, and when the control device is applied to the four-wheel drive vehicle, enough driving torque can be further provided, and the purpose of relieving difficulty of a single wheel is achieved.
In the description herein, reference to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the application. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
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 at least one such feature. In the description of the present application, "plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more executable instructions for implementing steps of a custom logic function or process, and alternate implementations are included within the scope of the preferred embodiment of the present application in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order, depending on the functionality involved, as would be understood by those reasonably skilled in the art of the present application.
The logic and/or steps represented in the flowcharts or otherwise described herein, e.g., an ordered listing of executable instructions that can be considered to implement logical functions, can be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions. For the purposes of this description, a "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of the computer-readable medium would include the following: an electrical connection (electronic device) having one or more wires, a portable computer diskette (magnetic device), a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). Additionally, the computer-readable medium could even be paper or another suitable medium upon which the program is printed, as the program can be electronically captured, via for instance optical scanning of the paper or other medium, then compiled, interpreted or otherwise processed in a suitable manner if necessary, and then stored in a computer memory.
It should be understood that portions of the present application may be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, the various steps or methods may be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. If implemented in hardware, as in another embodiment, any one or combination of the following techniques, which are known in the art, may be used: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application specific integrated circuit having an appropriate combinational logic gate circuit, a Programmable Gate Array (PGA), a Field Programmable Gate Array (FPGA), or the like.
It will be understood by those skilled in the art that all or part of the steps carried by the method for implementing the above embodiments may be implemented by hardware related to instructions of a program, which may be stored in a computer readable storage medium, and when the program is executed, the program includes one or a combination of the steps of the method embodiments.
In addition, functional units in the embodiments of the present application may be integrated into one processing module, or each unit may exist alone physically, or two or more units are integrated into one module. The integrated module can be realized in a hardware mode, and can also be realized in a software functional module mode. The integrated module, if implemented in the form of a software functional module and sold or used as a stand-alone product, may also be stored in a computer readable storage medium.
The storage medium mentioned above may be a read-only memory, a magnetic or optical disk, etc. Although embodiments of the present application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present application, and that variations, modifications, substitutions and alterations may be made to the above embodiments by those of ordinary skill in the art within the scope of the present application.
Although embodiments of the present application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present application, and that variations, modifications, substitutions and alterations may be made to the above embodiments by those of ordinary skill in the art within the scope of the present application.
Claims (9)
1. A control method of a vehicle, characterized by comprising:
after the vehicle is started, the traction control system is started;
the traction control system performs starting driving torque control on the vehicle according to a first control target speed until the vehicle reaches a quit target speed, and quits the starting driving torque control on the vehicle;
and the traction control system performs starting and braking control on the vehicle according to a second control target speed until the vehicle reaches the quit target speed, and quits the starting and braking control on the vehicle, wherein the second control target speed is greater than the first target control speed.
2. The control method according to claim 1, characterized in that after the traction control system exits the take-off drive torque control of the vehicle, further comprising:
judging whether the smaller driving slip ratio in the driving wheels enters a preset driving slip ratio regulation range of a traction control system or not;
if yes, starting the driving torque control;
determining whether a driving torque request value in the driving torque control exceeds a driver torque request value;
if the driving slip ratio exceeds the preset driving slip ratio, returning to the step of judging whether the smaller driving slip ratio in the driving wheels enters the preset driving slip ratio regulation range of the traction control system;
and if not, returning to the starting driving torque control step.
3. The control method according to claim 2, characterized in that after the traction control system exits the pull-off braking control of the vehicle, further comprising:
judging whether the driving slip rates of the front wheels and the rear wheels enter a preset slip rate regulation and control range corresponding to the braking of a traction control system, wherein the lower limit threshold of the slip rate regulation and control range corresponding to the braking of the traction control system is higher than the upper limit threshold of the driving slip rate regulation and control range of the traction control system;
if so, starting brake control on the wheel of which the driving slip rate enters a slip rate regulation and control range corresponding to the traction control system;
judging whether the driving slip ratio control value in the braking control is lower than the lower limit threshold of a slip ratio regulation and control range corresponding to the braking of a preset traction control system;
if the driving slip ratio is lower than the preset slip ratio, returning to the step of judging whether the driving slip ratios of the front wheels and the rear wheels enter the preset slip ratio regulation and control range corresponding to the traction control system braking;
and if not, returning to the step of controlling the wheel starting brake of the slip ratio regulation range corresponding to the driving slip ratio entering the traction control system brake.
4. The control method according to claim 1, characterized in that the first control target speed, the second control target speed include: wheel speed and wheel acceleration;
the exit target vehicle speed includes: and the vehicle body speed.
5. A control apparatus of a vehicle, characterized by comprising:
the first control module is used for controlling the traction control system to start after the vehicle is started;
the second control module is used for controlling the traction control system to carry out starting driving torque control on the vehicle according to the first control target speed until the vehicle reaches the exit target speed, and the traction control system exits from carrying out starting driving torque control on the vehicle;
and the third control module is used for controlling the traction control system to carry out starting and braking control on the vehicle according to a second control target speed, and the traction control system quits the starting and braking control on the vehicle after the vehicle reaches the quit target speed, wherein the second control target speed is greater than the first target control speed.
6. The control apparatus of claim 5, wherein the second control module is further configured to:
after the traction control system is controlled to quit the starting driving torque control of the vehicle, judging whether the smaller driving slip ratio in the driving wheel enters a preset driving slip ratio regulation range of the traction control system or not;
if yes, starting the driving torque control;
determining whether a driving torque request value in the driving torque control exceeds a driver torque request value;
if the driving slip ratio exceeds the preset driving slip ratio, returning to the step of judging whether the smaller driving slip ratio in the driving wheels enters the preset driving slip ratio regulation range of the traction control system;
and if not, returning to the starting driving torque control step.
7. The control apparatus of claim 6, wherein the third control module is further configured to:
after the traction control system is controlled to quit the starting and braking control of the vehicle, judging whether the driving slip rates of the front wheels and the rear wheels enter a preset slip rate regulation and control range corresponding to the braking of the traction control system, wherein the lower limit value of the slip rate regulation and control range corresponding to the braking of the traction control system is higher than the upper limit value of the driving slip rate regulation and control range of the traction control system;
if so, starting brake control on the wheel of which the driving slip rate enters a slip rate regulation and control range corresponding to the traction control system;
judging whether the driving slip ratio control value in the braking control is lower than the lower limit threshold of a slip ratio regulation and control range corresponding to the braking of a preset traction control system;
if the driving slip ratio is lower than the preset slip ratio, returning to the step of judging whether the driving slip ratios of the front wheels and the rear wheels enter the preset slip ratio regulation and control range corresponding to the traction control system braking;
and if not, returning to the step of controlling the wheel starting brake of the slip ratio regulation range corresponding to the driving slip ratio entering the traction control system brake.
8. The control apparatus according to claim 5, characterized in that the first control target speed, the second control target speed include: wheel speed and wheel acceleration;
the exit target vehicle speed includes: and the vehicle body speed.
9. A vehicle, characterized by comprising: the control device of the vehicle according to any one of claims 5 to 8.
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| CN201911157778.2A CN112937578A (en) | 2019-11-22 | 2019-11-22 | Vehicle, and control method and control device thereof |
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