CN113173165A - Parking starting driving torque control method based on steering wheel turning angle and gradient - Google Patents
Parking starting driving torque control method based on steering wheel turning angle and gradient Download PDFInfo
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- CN113173165A CN113173165A CN202110456177.2A CN202110456177A CN113173165A CN 113173165 A CN113173165 A CN 113173165A CN 202110456177 A CN202110456177 A CN 202110456177A CN 113173165 A CN113173165 A CN 113173165A
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- 238000000034 method Methods 0.000 title claims abstract description 23
- 230000001133 acceleration Effects 0.000 claims description 51
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 238000011217 control strategy Methods 0.000 description 1
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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
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18027—Drive off, accelerating from standstill
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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
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- 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
- B60W2540/00—Input parameters relating to occupants
- B60W2540/18—Steering angle
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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
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
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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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0666—Engine torque
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
The invention discloses a parking starting driving torque control method based on steering wheel turning angles and gradients, and relates to the technical field of hill parking starting control. The self-learning method and the self-learning device perform self-learning of starting driving torque based on steering wheel turning angle and gradient information, can quickly calculate the driving force required by vehicle starting, ensure the smoothness of vehicle starting and the rapidity of vehicle starting, and can adjust the torque value and update the self-learning according to the actual motion state of the vehicle when the system judges that the vehicle is in a steady-state working condition; the method is applied to the vehicle model with the automatic parking system, and can reduce vehicle starting leap caused by inaccurate torque calculation in the vehicle parking starting process, slow starting and vehicle sliding.
Description
Technical Field
The invention belongs to the technical field of hill parking starting control, and particularly relates to a parking starting driving torque control method based on steering wheel turning angles and gradients.
Background
In a vehicle equipped with an automatic transmission in the related art, a hill start Control method is generally performed based on a flat ground start, and an engine is controlled by a constant rotation speed strategy, and a hill start assist device such as an ESC (Electronic Stability Control), an EPB (Electronic parking Brake), or a handbrake signal is added, thereby achieving the purpose of preventing a hill slip.
However, the hill start control method using the constant rotation speed of the engine as the control strategy in the related art has the disadvantages that the output of the engine torque is only based on the accelerator pedal, and the influence of the hill resistance is not considered, so that in the case of following a hill, a driver is difficult to step the accelerator pedal to a proper opening degree to generate a proper torque, particularly a new hand, and if the driver steps the accelerator pedal to a small opening degree, the hill-slip phenomenon is easy to occur; if the driver steps on the accelerator pedal to a large opening, the vehicle is likely to accelerate too fast and fall over in front.
The starting control program in the current market depends on the calibration of the vehicle, different gradients, different loads, different power systems and different steering angles. Corresponding calibration is needed, and meanwhile, the calculated initial starting torque is not accurate enough, so that the situation that the torque is too large or too small often exists. The starting leap can be caused by overlarge starting torque; too little starting torque can result in slow starting and even vehicle slipping.
Disclosure of Invention
The invention aims to provide a parking starting driving torque control method based on a steering wheel angle and a gradient so as to solve the problems.
In order to solve the technical problems, the invention is realized by the following technical scheme:
the invention relates to a parking starting driving torque control method based on steering wheel turning angle and gradient, which comprises the following steps:
stp1 and EPS send the current steering wheel angle information and current gradient information to the APU;
stp2, APU calculates a proper driving torque value A from the existing self-learning value according to the steering wheel angle information and the gradient information;
stp3, ESC gives the current braking force information A to APU, EPB gives the current braking force information B to APU;
stp4, APU converts and obtains the driving torque value B which is needed to be used currently according to the obtained braking force information A and the braking force information B,
stp5, comparing the driving torque value B with the driving torque value A, and judging whether the difference value of the two exceeds a threshold value;
if the driving torque value A exceeds the threshold value, the driving torque value A obtained in the step Stp2 is sent to the VCU, the brake is gradually released, and starting is started;
if the driving torque value B does not exceed the threshold value, the driving torque value B obtained in the step Stp4 is sent to the VCU, the brake is gradually released, and starting is started;
stp6, in the starting process, ESC sends the wheel speed information of the vehicle to APU, APU converts the wheel speed information into acceleration information;
stp7, comparing the current actual acceleration with the expected comfortable acceleration, and adjusting to obtain a new driving torque value C;
stp8, judging the stability of the current steering wheel angle and gradient, and storing a new driving torque value C obtained by Stp7 when the change of the angle is less than a preset value A and the change of the gradient is less than a preset value B in a T time range and using the new driving torque value C as an updated self-learning value.
Further, in the step 7, when the actual acceleration is larger than the expected acceleration and the absolute value of the difference between the actual acceleration and the expected acceleration is larger than the preset value B, the vehicle starts too fast, and the driving torque value C is reduced;
if the actual acceleration is smaller than the expected acceleration and the absolute value of the difference between the actual acceleration and the expected acceleration is larger than the preset value B, the vehicle starts too slowly, and the driving torque value C is increased at the moment;
and if the absolute value of the difference value between the actual acceleration and the expected acceleration is less than or equal to the preset value B, starting the vehicle to be stable, and at the moment, not changing the driving torque value C.
Further, in the step 7, when the actual acceleration is larger than the expected acceleration, the vehicle starts too fast, and the driving torque value C is reduced; when the actual acceleration is less than the desired acceleration, the vehicle is launched too slowly, at which time the drive torque value C is adjusted higher.
Further, in the Stp8, if the change in the rotation angle is greater than or equal to a preset value a or the change in the gradient is greater than or equal to a preset value B, no operation is performed.
The invention has the following beneficial effects:
the method can be applied to the vehicle model with the automatic parking system, and can reduce vehicle starting leaping caused by inaccurate torque calculation in the vehicle parking starting process, slow starting and vehicle starting sliding; meanwhile, in the parking starting torque control process, the consistency of the vehicle can be less relied on, and the calibration workload is reduced.
The invention carries out self-learning of starting driving torque based on the information of the steering wheel turning angle and the gradient, can quickly calculate the driving force required by vehicle starting, ensures the smoothness of vehicle starting and the rapidity of vehicle starting, and simultaneously, the system judges that under the steady-state working condition, the torque value can be adjusted and the self-learning can be updated according to the actual motion state of the vehicle.
Of course, it is not necessary for any product in which the invention is practiced to achieve all of the above-described advantages at the same time.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is a flowchart of a parking starting driving torque control method according to the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the description of the present invention, it is to be understood that the terms "opening," "upper," "lower," "thickness," "top," "middle," "length," "inner," "peripheral," and the like are used in an orientation or positional relationship that is merely for convenience in describing and simplifying the description, and do not indicate or imply that the referenced component or element must have a particular orientation, be constructed and operated in a particular orientation, and thus should not be considered as limiting the present invention.
Referring to fig. 1, the present invention relates to a parking starting driving torque control method based on steering wheel angle and gradient, including the following steps:
stp1 and EPS send the current steering wheel angle information and current gradient information to the APU;
stp2, APU calculates a proper driving torque value A from the existing self-learning value according to the steering wheel angle information and the gradient information;
stp3, ESC gives the current braking force information A to APU, EPB gives the current braking force information B to APU;
stp4, APU converts and obtains the driving torque value B which is needed to be used currently according to the obtained braking force information A and the braking force information B,
stp5, comparing the driving torque value B with the driving torque value A, and judging whether the difference value of the two exceeds a threshold value;
if the driving torque value A exceeds the threshold value, the driving torque value A obtained in the step Stp2 is sent to the VCU, the brake is gradually released, and starting is started;
if the driving torque value B does not exceed the threshold value, the driving torque value B obtained in the step Stp4 is sent to the VCU, the brake is gradually released, and starting is started;
stp6, in the starting process, ESC sends the wheel speed information of the vehicle to APU, APU converts the wheel speed information into acceleration information;
stp7, comparing the current actual acceleration with the expected comfortable acceleration, and adjusting to obtain a new driving torque value C;
stp8, judging the stability of the current steering wheel angle and gradient, and storing a new driving torque value C obtained by Stp7 when the change of the angle is less than a preset value A and the change of the gradient is less than a preset value B in a T time range and using the new driving torque value C as an updated self-learning value.
Preferably, in step Stp7, when the actual acceleration is greater than the expected acceleration and the absolute value of the difference between the actual acceleration and the expected acceleration is greater than a preset value B, the vehicle is started too fast, and the driving torque value C is reduced;
if the actual acceleration is smaller than the expected acceleration and the absolute value of the difference between the actual acceleration and the expected acceleration is larger than the preset value B, the vehicle starts too slowly, and the driving torque value C is increased at the moment;
and if the absolute value of the difference value between the actual acceleration and the expected acceleration is less than or equal to the preset value B, starting the vehicle to be stable, and at the moment, not changing the driving torque value C.
Preferably, at Stp7, when the actual acceleration is greater than the desired acceleration, the vehicle is launched too fast, at which time the drive torque value C is adjusted down; when the actual acceleration is less than the desired acceleration, the vehicle is launched too slowly, at which time the drive torque value C is adjusted higher.
Preferably, in Stp8, if the change in the rotation angle is greater than or equal to a preset value a or the change in the gradient is greater than or equal to a preset value B, no operation is performed.
In the above, the following steps:
VCU: a Vehicle Control Unit;
EPB: an Electronic Parking brake, Electronic park braker;
MCU: a Motor Control Unit;
ESC: vehicle body Electronic Stability Control;
APU: an Automatic Parking control Unit, an Automatic Parking Unit;
EPS: electronic Power Steering system, Electric Power Steering.
In the description herein, references to the description of "one embodiment," "an example," "a specific example" or the like are intended to mean 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 invention. In this specification, the schematic representations of the terms used above do not necessarily 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.
The preferred embodiments of the invention disclosed above are intended to be illustrative only. The preferred embodiments are not intended to be exhaustive or to limit the invention to the precise embodiments disclosed. Obviously, many modifications and variations are possible in light of the above teaching. The embodiments were chosen and described in order to best explain the principles of the invention and the practical application, to thereby enable others skilled in the art to best utilize the invention. The invention is limited only by the claims and their full scope and equivalents.
Claims (4)
1. The parking starting driving torque control method based on the steering wheel angle and the gradient is characterized by comprising the following steps of:
stp1 and EPS send the current steering wheel angle information and current gradient information to the APU;
stp2, APU calculates a proper driving torque value A from the existing self-learning value according to the steering wheel angle information and the gradient information;
stp3, ESC gives the current braking force information A to APU, EPB gives the current braking force information B to APU;
stp4, APU converts and obtains the driving torque value B which is needed to be used currently according to the obtained braking force information A and the braking force information B,
stp5, comparing the driving torque value B with the driving torque value A, and judging whether the difference value of the two exceeds a threshold value;
if the driving torque value A exceeds the threshold value, the driving torque value A obtained in the step Stp2 is sent to the VCU, the brake is gradually released, and starting is started;
if the driving torque value B does not exceed the threshold value, the driving torque value B obtained in the step Stp4 is sent to the VCU, the brake is gradually released, and starting is started;
stp6, in the starting process, ESC sends the wheel speed information of the vehicle to APU, APU converts the wheel speed information into acceleration information;
stp7, comparing the current actual acceleration with the expected comfortable acceleration, and adjusting to obtain a new driving torque value C;
stp8, judging the stability of the current steering wheel angle and gradient, and storing a new driving torque value C obtained by Stp7 when the change of the angle is less than a preset value A and the change of the gradient is less than a preset value B in a T time range and using the new driving torque value C as an updated self-learning value.
2. A vehicle starting drive torque control method according to claim 1, wherein in step Stp7, when the actual acceleration is larger than the expected acceleration and the absolute value of the difference between the actual acceleration and the expected acceleration is larger than a preset value B, the vehicle is started too fast, and the drive torque value C is adjusted down;
if the actual acceleration is smaller than the expected acceleration and the absolute value of the difference between the actual acceleration and the expected acceleration is larger than the preset value B, the vehicle starts too slowly, and the driving torque value C is increased at the moment;
and if the absolute value of the difference value between the actual acceleration and the expected acceleration is less than or equal to the preset value B, starting the vehicle to be stable, and at the moment, not changing the driving torque value C.
3. A vehicle starting drive torque control method according to claim 1, wherein in said Stp7, when the actual acceleration is larger than the desired acceleration, the vehicle is started too fast, and the drive torque value C is adjusted down; when the actual acceleration is less than the desired acceleration, the vehicle is launched too slowly, at which time the drive torque value C is adjusted higher.
4. A vehicle starting drive torque control method according to claim 1, wherein in said Stp8, if the change in the steering angle is greater than or equal to a preset value a or the change in the gradient is greater than or equal to a preset value B, no operation is performed.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110456177.2A CN113173165A (en) | 2021-04-26 | 2021-04-26 | Parking starting driving torque control method based on steering wheel turning angle and gradient |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110456177.2A CN113173165A (en) | 2021-04-26 | 2021-04-26 | Parking starting driving torque control method based on steering wheel turning angle and gradient |
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| Publication Number | Publication Date |
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| CN113173165A true CN113173165A (en) | 2021-07-27 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202110456177.2A Withdrawn CN113173165A (en) | 2021-04-26 | 2021-04-26 | Parking starting driving torque control method based on steering wheel turning angle and gradient |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114771488A (en) * | 2022-06-20 | 2022-07-22 | 坤泰车辆系统(常州)股份有限公司 | Starting automatic release control method suitable for EPB and EPS integrated scheme |
-
2021
- 2021-04-26 CN CN202110456177.2A patent/CN113173165A/en not_active Withdrawn
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114771488A (en) * | 2022-06-20 | 2022-07-22 | 坤泰车辆系统(常州)股份有限公司 | Starting automatic release control method suitable for EPB and EPS integrated scheme |
| CN114771488B (en) * | 2022-06-20 | 2022-09-20 | 坤泰车辆系统(常州)股份有限公司 | Starting automatic release control method suitable for EPB and EPS integrated scheme |
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Application publication date: 20210727 |
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| WW01 | Invention patent application withdrawn after publication |