CN113815617A - Integrated ramp start-stop control method for centralized motor-driven vehicle - Google Patents

Integrated ramp start-stop control method for centralized motor-driven vehicle Download PDF

Info

Publication number
CN113815617A
CN113815617A CN202111184789.7A CN202111184789A CN113815617A CN 113815617 A CN113815617 A CN 113815617A CN 202111184789 A CN202111184789 A CN 202111184789A CN 113815617 A CN113815617 A CN 113815617A
Authority
CN
China
Prior art keywords
vehicle
starting
auxiliary
designed
driver
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
CN202111184789.7A
Other languages
Chinese (zh)
Other versions
CN113815617B (en
Inventor
赵健
杜金朋
朱冰
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Jilin University
Original Assignee
Jilin University
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Jilin University filed Critical Jilin University
Priority to CN202111184789.7A priority Critical patent/CN113815617B/en
Publication of CN113815617A publication Critical patent/CN113815617A/en
Application granted granted Critical
Publication of CN113815617B publication Critical patent/CN113815617B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • 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
    • 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
    • B60W30/18063—Creeping
    • 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
    • B60W2510/1005—Transmission ratio engaged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/28—Wheel speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/18—Braking system
    • B60W2710/182—Brake pressure, e.g. of fluid or between pad and disc
    • 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
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal 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

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Regulating Braking Force (AREA)

Abstract

The invention discloses an integrated ramp start-stop control method for a centralized motor-driven vehicle, which comprises the following steps: designing an uphill starting auxiliary control system based on creep compensation of an electric vehicle; designing a full-scene automatic parking control system based on the operation of a driver, wherein the following description of the full-scene automatic parking control system is replaced by an automatic parking system, and the automatic parking system comprises a parking strategy response module and a hydraulic brake maintaining module; and step three, designing a function integration interaction module based on starting risk assessment. Has the advantages that: the designed slope starting creeping compensation control strategy can take over the pressure control of a brake master cylinder during slope starting, and the smooth starting of the vehicle is cooperatively ensured through the brake pressure reduction control based on the change rate of the driving torque and the feedback-based creeping compensation control of the electric vehicle. The method is simple in principle, does not need to additionally design a control algorithm, and is high in reliability. The starting safety under the all-road scene is realized.

Description

Integrated ramp start-stop control method for centralized motor-driven vehicle
Technical Field
The invention relates to an integrated ramp start-stop control method for a vehicle, in particular to an integrated ramp start-stop control method for a centralized motor-driven vehicle.
Background
At present, the centralized motor-driven vehicle as an important category of new energy vehicles has obvious advantages in the aspects of energy saving, carbon dioxide emission reduction and the like, the development is rapid in recent years, and the difficulty in developing a driving assistance function is greatly reduced by a high-performance electronic and electric platform mounted on the vehicle.
The hill start assisting function and the automatic parking function are important guarantees of the hill driving safety of the centralized motor-driven vehicle. For the former, chinese patent publication No. CN108819787A, publication No. 2018-11-16, a starting anti-creep method for unlocking electronic parking when the wheel end torque required by the driver is greater than the target wheel end torque corresponding to the current ramp resistance is designed, but the unlocking time in this method is greatly affected by the actual situation, and the parameter calibration requirement is large. Chinese patent publication No. CN111688499A, publication No. 2020-09-22, designs a motor starting torque adjusting method based on a rotating speed error, but a sensor signal is inaccurate when a vehicle starts, and a feedback control effect is difficult to guarantee. Chinese patent publication No. CN110979301A, publication No. 2020-04-10, adopts a feedforward and feedback integrated torque control mode, but does not mention a slope-rising creep compensation control scheme for driving and parking.
For the automatic parking function, an automatic parking method based on an electronic parking brake is designed according to Chinese patent publication No. CN108819930A and publication No. 2018-11-16, but the tightening of the actuator needs a certain time and is not beneficial to a congested road section which is frequently started and stopped. Chinese patent publication No. CN111422173A, publication No. 2020-07-17, designs an automatic parking method based on a hydraulic brake system, which additionally calculates an automatic parking activation threshold value by using vehicle weight and gradient information, and implements a brake pressure holding strategy when an actual brake pressure exceeds the threshold value.
The above patent is designed for only a single system function, ignoring the inherent association of parking and take off. In a large grade environment, the vehicle will be immediately exposed to a risk of rolling off the grade as the automatic parking is released. Therefore, an integrated control strategy needs to be designed, an interactive awakening mechanism is established between the parking and starting auxiliary systems, and the safe starting and stopping auxiliary under the full scene is realized.
Disclosure of Invention
The invention aims to realize the function integration of mutually independent hill auxiliary subsystems based on a self-defined starting risk evaluation result, solve the problems that the speed of a centralized motor-driven vehicle is not easy to control when the vehicle runs on a hill for starting and running down a steep slope caused by overlarge weight, and the like, and provide an integrated hill start-stop control method for the centralized motor-driven vehicle.
The invention provides an integrated ramp start-stop control method for a centralized motor-driven vehicle, which comprises the following steps:
designing an uphill starting auxiliary control system based on creep compensation of an electric vehicle, wherein the uphill starting auxiliary control system is replaced by a hill starting auxiliary system, and the hill starting auxiliary system comprises a hill starting strategy response module and a hill starting creep compensation control part;
the hill start strategy response module is responsible for monitoring the vehicle state, identifying the intention of a driver and outputting a hill start auxiliary intervention zone bit, the hill start auxiliary intervention zone bit is initially set to be 0, the function is in an inactivated state, and the designed activation conditions are as follows:
the method comprises the following steps that under the condition one, when at least 2 of 4 wheel speeds are lower than a designed judgment vehicle stationary threshold, a vehicle stops completely;
the second condition is that the vehicle gear is in a D gear and the vehicle is in an uphill road section or the vehicle gear is in an R gear and the vehicle is in a downhill road section, wherein the road gradient is given by a gradient estimation module;
the condition III is that the brake pedal stroke and the brake master cylinder pressure input by the driver are respectively higher than the corresponding thresholds of the designed hill start auxiliary activation;
when the 3 conditions are met and the duration time exceeds the designed slope starting auxiliary activation time threshold, the slope starting auxiliary intervention mark position is 1, and the designed slope starting creeping compensation controls the brake master cylinder pressure of the intervention control vehicle;
after the position 1 of the slope starting auxiliary intervention mark, the designed function exit conditions are divided into two types of active exit and abnormal exit according to whether the driver performs correct operation:
the active quitting is that the driver enables the expected brake master cylinder pressure output by the slope climbing creep compensation control module to be 0 within the designed slope climbing auxiliary quitting time threshold, at the moment, the slope climbing auxiliary intervention mark position is 0, and the slope climbing auxiliary function is recovered to the initial state.
The dysfunctional exit condition is as follows:
the method comprises the following steps that under the condition that the opening of a driving pedal is lower than a designed driver starting intention recognition threshold, the duration exceeds a designed hill-start auxiliary exit time threshold;
the second condition is that the vehicle gear is switched;
when at least one of the above conditions is met, the hill start auxiliary intervention mark position is 0, and the hill start auxiliary function is restored to the initial state;
the hill start crawling compensation control of the designed hill start auxiliary system is divided into two stages according to the starting intention of a driver:
and in the first stage, the total vehicle mass estimated value and the road gradient estimated value are used as input, and the expected parking brake pressure P capable of ensuring the vehicle to stably park on the slope is calculated based on the following formulahold；
Figure BDA0003298706980000031
In the formula
Figure BDA0003298706980000041
The quality estimation module gives the estimation value of the whole vehicle quality,
Figure BDA0003298706980000042
estimating the gradient of the road, wherein the uphill slope is positive, the downhill slope is negative, the gradient is given by a gradient estimation module, and g is gravity acceleration; r iswIs the tire rolling radius; t iscompFor slope-staying braking torque compensation, considering that the road gradient and the finished vehicle mass estimation have errors, the compensation value is needed to make up for the estimation error; k is a radical ofbfAnd k isbrThe braking efficiency coefficients of the front wheel and the rear wheel are respectively;
when the starting intention of the driver is detected, namely the opening degree of the driving pedal is larger than the identification threshold of the starting intention of the driver, the hill-start crawling compensation control module enters a second stage based on the communication of the driverDesired rate of drive torque increase k from an overdrive pedalriseObtaining the pressure reduction speed k of the slope-retaining brake master cylinder by the modes of test calibration and the likefallCalculating the desired brake master cylinder pressure P of stage two in real time by the following formulahsa2；
Phsa2＝Phsa1-kfall(krise)·tunit (2)
In the formula tunitIs the sampling time;
because the actual hill-start process is various, the road gradient and the estimation error of the whole vehicle mass are inevitable, and k is obtained by a test calibration moderiseAnd k isfallCorresponding relations, all working conditions cannot be covered, the vehicle has a slope slipping risk, when the sensor detects that the vehicle slips down the slope, the unique crawling function of the electric vehicle is called, the driving torque of the actual motor is compensated, the safe starting of the vehicle is realized in a coordinated mode, after the slope starting auxiliary function is restored to the initial state, the crawling function is quitted, and the driving torque of the actual motor is completely controlled by a driver;
in conclusion, the designed hill start auxiliary system finally outputs the expected brake master cylinder pressure PhsaRepresented by the formula:
Figure BDA0003298706980000043
designing a full-scene automatic parking control system based on the operation of a driver, wherein the following description of the full-scene automatic parking control system is replaced by an automatic parking system, and the automatic parking system comprises a parking strategy response module and a hydraulic brake maintaining module;
the parking strategy response module is responsible for monitoring the state of the vehicle, identifying the parking intention of a driver and outputting an automatic parking intervention mark position, the automatic parking intervention mark position is initially set to be 0, the function is in an inactivated state, and the designed activation conditions are as follows:
the method comprises the following steps that under the condition one, when at least 2 of 4 wheel speeds are lower than a designed judgment vehicle stationary threshold, a vehicle stops completely;
condition two, vehicleAcceleration of travel
Figure BDA0003298706980000051
Is zero;
the third condition is that the vehicle gear is not the P gear;
when the conditions are met, automatically parking the vehicle to an intervention mark position 1, and designing a hydraulic brake maintaining module to intervene to control the pressure of a brake master cylinder of the vehicle;
after the automatic parking intervention mark position 1, designed function exit conditions are divided into two types of active exit and abnormal exit according to whether a driver performs correct operation:
the abnormal exit condition can be summarized as the following two cases:
in the first situation, a driver carries out dangerous operations including but not limited to opening any of a plurality of vehicle doors, opening a trunk and opening a safety belt of a main driving position to endanger personal safety;
in the second situation, the driver actively switches the vehicle gear into the P gear;
in the third case, the vehicle running speed is a negative value, namely, the vehicle runs on a slope;
after the abnormal condition is triggered, the designed function response strategy module actively activates an electronic parking braking system until the system sends an electronic parking completion flag bit, and the electronic parking intervention flag bit is automatically parked at a flag position 0;
the active exit logic is effective when the gear of the vehicle is the D gear or the R gear, and is divided into the following two conditions according to the auxiliary control request zone bit output by the module designed in the step three:
in the first situation, after the opening degree of a driving pedal operated by a driver exceeds a designed driver starting intention identification threshold, if a risk-free starting mark is output, namely an auxiliary control request mark bit is 0, an automatic parking intervention mark bit is immediately set to 0, and the function is recovered to the initial state;
in the second situation, after the opening degree of the driving pedal operated by the driver exceeds the designed recognition threshold of the starting intention of the driver, if an auxiliary request mark, namely an auxiliary control request mark position 1 or 2, is output, the actual vehicle speed v is further detectedxDoor for judging whether vehicle has successfully started or notLimiting, wherein the value is less than 5kmph, when the condition is met, the automatic parking intervention mark position is 0, and the function is recovered to the initial state;
the hydraulic brake hold module calculates a desired parking brake pressure P based on equation (1)holdDriver desired master cylinder pressure P due to brake pedal operation decisionmcdriWill gradually decrease to a final value of 0 as the brake pedal is raised, so the module compares the magnitude of the two values and selects the output as the final desired automatic parking brake pressure PahAs shown in the following formula:
Figure BDA0003298706980000061
thirdly, designing a function integration interaction module based on starting risk assessment:
after the automatic parking system is involved, the function integration interaction module calculates vehicle starting risks in real time, outputs an auxiliary control request flag bit according to a risk evaluation result at the current moment after identifying the starting intention of a driver, and automatically calls a control module of the designed system or a longitudinal motion control module of the original vehicle to assist the driver to safely start;
after the automatic parking intervention mark position 1, the function integration interaction module calculates a vehicle starting risk value R in real time according to the whole vehicle quality estimated value and the road gradient estimated value by the following formulasAt this time, the auxiliary control request flag bit outputs a default value of 0;
Figure BDA0003298706980000062
in the formula: m is0Is the quality of the preparation;
when the opening degree of a driving pedal operated by a driver exceeds a designed driver starting intention identification threshold, if a starting risk value at the moment is greater than a designed uphill starting auxiliary risk threshold, an auxiliary request mark is 1, a designed uphill starting crawling compensation control module of a uphill starting auxiliary system in the first step is activated, the vehicle is still in a static state at the moment, the actual brake master cylinder pressure is determined by the uphill starting crawling compensation control module of the uphill starting auxiliary system, and when an automatic parking intervention mark position is set to be 0 again, the designed integrated interaction module restores to an initial state and the auxiliary control request mark position is 0;
if the starting risk value is smaller than the designed downhill starting auxiliary risk threshold, the auxiliary request mark is set to be 2, the original vehicle is activated to be provided with a longitudinal motion control module, the vehicle is enabled to be slowly accelerated, the vehicle speed is automatically controlled to be 5kmph, and when the vehicle speed v is lower than the designed downhill starting auxiliary risk threshold, the vehicle speed v is controlled to be 5kmphxWhen the vehicle speed threshold of the designed vehicle is exceeded, although the auxiliary control request mark position is 0, the original vehicle does not exit from the longitudinal motion control module until any one of the following conditions is met:
the method comprises the following steps that under the first condition, a driver enables the opening degree of a driving pedal to be larger than a designed downhill vehicle speed auxiliary control exit driving threshold;
second condition, vehicle starting risk value RsGreater than the designed downhill starting auxiliary risk threshold;
a third condition is that the automatic parking is intervened in the mark position 1, and the auxiliary control request mark position 0;
condition one indicates that the driver has the ability to gracefully control the vehicle; the condition two shows that the downhill driving risk of the current road is small, and auxiliary control is not needed; and the third condition shows that the vehicle stops again and triggers the automatic parking function, and the interactive decision module resets the flow.
The invention has the beneficial effects that:
the strategy response module of the hill start assisting system designed in the integrated hill start-stop control method for the centralized motor-driven vehicle can accurately respond to the hill start assisting request of a driver, after the system is activated, the designed hill start creeping compensation control strategy can take over the pressure control of a brake master cylinder during the hill start, and the smooth start of the vehicle is cooperatively ensured through the brake pressure reduction control based on the change rate of the driving moment and the feedback-based creep compensation control of the electric vehicle. The invention designs an automatic parking control strategy based on the operation of a driver, wherein a parking strategy response module can accurately identify the parking request of the driver, and activates a hydraulic brake holding module, so that when the expected brake master cylinder pressure of the driver through the brake pedal operation decision is smaller than the theoretical parking brake pressure, the pressure is held. The method is simple in principle, does not need to additionally design a control algorithm, and is high in reliability. The invention designs a function integration interaction module taking an automatic parking function as a core based on the self-defined hill starting risk, automatically calls hill starting auxiliary control on an uphill starting risk road section, and automatically calls a longitudinal motion control module of an original vehicle on a downhill starting dangerous road section, thereby realizing the starting safety in the whole road scene. The control system designed in the first step and the second step can be independently used, the expansion of the application scene is realized only by the integrated module in the third step, and the development difficulty and the algorithm complexity of a single system are reduced.
Drawings
Fig. 1 is a schematic flow chart of hill start assist control according to the present invention.
Fig. 2 is a schematic flow chart of the automatic parking control according to the present invention.
Fig. 3 is a schematic diagram of the functional integration interaction process according to the present invention.
Detailed Description
Please refer to fig. 1 to 3:
the invention provides an integrated ramp start-stop control method for a centralized motor-driven vehicle, which comprises the following steps:
designing an uphill starting auxiliary control system based on creep compensation of an electric vehicle, wherein the uphill starting auxiliary control system is replaced by a hill starting auxiliary system, and the hill starting auxiliary system comprises a hill starting strategy response module and a hill starting creep compensation control part;
the hill start strategy response module is responsible for monitoring the vehicle state, identifying the intention of a driver and outputting a hill start auxiliary intervention zone bit, the hill start auxiliary intervention zone bit is initially set to be 0, the function is in an inactivated state, and the designed activation conditions are as follows:
the method comprises the following steps that under the condition one, when at least 2 of 4 wheel speeds are lower than a designed judgment vehicle stationary threshold, a vehicle stops completely;
the second condition is that the vehicle gear is in a D gear and the vehicle is in an uphill road section or the vehicle gear is in an R gear and the vehicle is in a downhill road section, wherein the road gradient is given by a gradient estimation module;
the condition III is that the brake pedal stroke and the brake master cylinder pressure input by the driver are respectively higher than the corresponding thresholds of the designed hill start auxiliary activation;
when the 3 conditions are met and the duration time exceeds the designed slope starting auxiliary activation time threshold, the slope starting auxiliary intervention mark position is 1, and the designed slope starting creeping compensation controls the brake master cylinder pressure of the intervention control vehicle;
after the position 1 of the slope starting auxiliary intervention mark, the designed function exit conditions are divided into two types of active exit and abnormal exit according to whether the driver performs correct operation:
the active quitting is that the driver enables the expected brake master cylinder pressure output by the slope climbing creep compensation control module to be 0 within the designed slope climbing auxiliary quitting time threshold, at the moment, the slope climbing auxiliary intervention mark position is 0, and the slope climbing auxiliary function is recovered to the initial state.
The dysfunctional exit condition is as follows:
the method comprises the following steps that under the condition that the opening of a driving pedal is lower than a designed driver starting intention recognition threshold, the duration exceeds a designed hill-start auxiliary exit time threshold;
the second condition is that the vehicle gear is switched;
when at least one of the above conditions is met, the hill start auxiliary intervention mark position is 0, and the hill start auxiliary function is restored to the initial state;
the hill start crawling compensation control of the designed hill start auxiliary system is divided into two stages according to the starting intention of a driver:
and in the first stage, the total vehicle mass estimated value and the road gradient estimated value are used as input, and the expected parking brake pressure P capable of ensuring the vehicle to stably park on the slope is calculated based on the following formulahold；
Figure BDA0003298706980000101
In the formula
Figure BDA0003298706980000102
The quality estimation module gives the estimation value of the whole vehicle quality,
Figure BDA0003298706980000103
estimating the gradient of the road, wherein the uphill slope is positive, the downhill slope is negative, the gradient is given by a gradient estimation module, and g is gravity acceleration; r iswIs the tire rolling radius; t iscompFor slope-staying braking torque compensation, considering that the road gradient and the finished vehicle mass estimation have errors, the compensation value is needed to make up for the estimation error; k is a radical ofbfAnd k isbrThe braking efficiency coefficients of the front wheel and the rear wheel are respectively;
when the starting intention of the driver is detected, namely the opening degree of the driving pedal is larger than the identification threshold of the starting intention of the driver, the hill-start crawling compensation control module enters a second stage and increases the speed k based on the expected driving torque sent by the driver through the driving pedalriseObtaining the pressure reduction speed k of the slope-retaining brake master cylinder by the modes of test calibration and the likefallCalculating the desired brake master cylinder pressure P of stage two in real time by the following formulahsa2；
Phsa2＝Phsa1-kfall(krise)·tunit (7)
In the formula tunitIs the sampling time;
because the actual hill-start process is various, the road gradient and the estimation error of the whole vehicle mass are inevitable, and k is obtained by a test calibration moderiseAnd k isfallCorresponding relations, all working conditions cannot be covered, the vehicle has a slope slipping risk, when the sensor detects that the vehicle slips down the slope, the unique crawling function of the electric vehicle is called, the driving torque of the actual motor is compensated, the safe starting of the vehicle is realized in a coordinated mode, after the slope starting auxiliary function is restored to the initial state, the crawling function is quitted, and the driving torque of the actual motor is completely controlled by a driver;
in conclusion, the designed hill start auxiliary system finally outputs the expected brake master cylinder pressure PhsaRepresented by the formula:
Figure BDA0003298706980000104
designing a full-scene automatic parking control system based on the operation of a driver, wherein the following description of the full-scene automatic parking control system is replaced by an automatic parking system, and the automatic parking system comprises a parking strategy response module and a hydraulic brake maintaining module;
the parking strategy response module is responsible for monitoring the state of the vehicle, identifying the parking intention of a driver and outputting an automatic parking intervention mark position, the automatic parking intervention mark position is initially set to be 0, the function is in an inactivated state, and the designed activation conditions are as follows:
the method comprises the following steps that under the condition one, when at least 2 of 4 wheel speeds are lower than a designed judgment vehicle stationary threshold, a vehicle stops completely;
second condition, vehicle running acceleration
Figure BDA0003298706980000111
Is zero;
the third condition is that the vehicle gear is not the P gear;
when the conditions are met, automatically parking the vehicle to an intervention mark position 1, and designing a hydraulic brake maintaining module to intervene to control the pressure of a brake master cylinder of the vehicle;
after the automatic parking intervention mark position 1, designed function exit conditions are divided into two types of active exit and abnormal exit according to whether a driver performs correct operation:
the abnormal exit condition can be summarized as the following two cases:
in the first situation, a driver carries out dangerous operations including but not limited to opening any of a plurality of vehicle doors, opening a trunk and opening a safety belt of a main driving position to endanger personal safety;
in the second situation, the driver actively switches the vehicle gear into the P gear;
in the third case, the vehicle running speed is a negative value, namely, the vehicle runs on a slope;
after the abnormal condition is triggered, the designed function response strategy module actively activates an electronic parking braking system until the system sends an electronic parking completion flag bit, and the electronic parking intervention flag bit is automatically parked at a flag position 0;
the active exit logic is effective when the gear of the vehicle is the D gear or the R gear, and is divided into the following two conditions according to the auxiliary control request zone bit output by the module designed in the step three:
in the first situation, after the opening degree of a driving pedal operated by a driver exceeds a designed driver starting intention identification threshold, if a risk-free starting mark is output, namely an auxiliary control request mark bit is 0, an automatic parking intervention mark bit is immediately set to 0, and the function is recovered to the initial state;
in the second situation, after the opening degree of the driving pedal operated by the driver exceeds the designed recognition threshold of the starting intention of the driver, if an auxiliary request mark, namely an auxiliary control request mark position 1 or 2, is output, the actual vehicle speed v is further detectedxIf the vehicle speed exceeds the designed vehicle speed threshold for successful starting, the value is less than 5kmph, when the condition is met, the automatic parking intervention mark position is 0, and the function is recovered to the initial state;
the hydraulic brake hold module calculates a desired parking brake pressure P based on equation (1)holdDriver desired master cylinder pressure P due to brake pedal operation decisionmcdriWill gradually decrease to a final value of 0 as the brake pedal is raised, so the module compares the magnitude of the two values and selects the output as the final desired automatic parking brake pressure PahAs shown in the following formula:
Figure BDA0003298706980000121
thirdly, designing a function integration interaction module based on starting risk assessment:
after the automatic parking system is involved, the function integration interaction module calculates vehicle starting risks in real time, outputs an auxiliary control request flag bit according to a risk evaluation result at the current moment after identifying the starting intention of a driver, and automatically calls a control module of the designed system or a longitudinal motion control module of the original vehicle to assist the driver to safely start;
sign is intervene in automatic parking to function integration interaction moduleAfter the position 1, calculating a vehicle starting risk value R in real time according to the whole vehicle quality estimation value and the road gradient estimation value by the following formulasAt this time, the auxiliary control request flag bit outputs a default value of 0;
Figure BDA0003298706980000122
in the formula: m is0Is the quality of the preparation;
when the opening degree of a driving pedal operated by a driver exceeds a designed driver starting intention identification threshold, if a starting risk value at the moment is greater than a designed uphill starting auxiliary risk threshold, an auxiliary request mark is 1, a designed uphill starting crawling compensation control module of a uphill starting auxiliary system in the first step is activated, the vehicle is still in a static state at the moment, the actual brake master cylinder pressure is determined by the uphill starting crawling compensation control module of the uphill starting auxiliary system, and when an automatic parking intervention mark position is set to be 0 again, the designed integrated interaction module restores to an initial state and the auxiliary control request mark position is 0;
if the starting risk value is smaller than the designed downhill starting auxiliary risk threshold, the auxiliary request mark is set to be 2, the original vehicle is activated to be provided with a longitudinal motion control module, the vehicle is enabled to be slowly accelerated, the vehicle speed is automatically controlled to be 5kmph, and when the vehicle speed v is lower than the designed downhill starting auxiliary risk threshold, the vehicle speed v is controlled to be 5kmphxWhen the vehicle speed threshold of the designed vehicle is exceeded, although the auxiliary control request mark position is 0, the original vehicle does not exit from the longitudinal motion control module until any one of the following conditions is met:
the method comprises the following steps that under the first condition, a driver enables the opening degree of a driving pedal to be larger than a designed downhill vehicle speed auxiliary control exit driving threshold;
second condition, vehicle starting risk value RsGreater than the designed downhill starting auxiliary risk threshold;
a third condition is that the automatic parking is intervened in the mark position 1, and the auxiliary control request mark position 0;
condition one indicates that the driver has the ability to gracefully control the vehicle; the condition two shows that the downhill driving risk of the current road is small, and auxiliary control is not needed; and the third condition shows that the vehicle stops again and triggers the automatic parking function, and the interactive decision module resets the flow.

Claims (1)

1. An integrated ramp start-stop control method for a centralized motor-driven vehicle, characterized by: the method comprises the following steps:
designing an uphill starting auxiliary control system based on creep compensation of an electric vehicle, wherein the uphill starting auxiliary control system is replaced by a hill starting auxiliary system, and the hill starting auxiliary system comprises a hill starting strategy response module and a hill starting creep compensation control part;
the hill start strategy response module is responsible for monitoring the vehicle state, identifying the intention of a driver and outputting a hill start auxiliary intervention zone bit, the hill start auxiliary intervention zone bit is initially set to be 0, the function is in an inactivated state, and the designed activation conditions are as follows:
the method comprises the following steps that under the condition one, when at least 2 of 4 wheel speeds are lower than a designed judgment vehicle stationary threshold, a vehicle stops completely;
the second condition is that the vehicle gear is in a D gear and the vehicle is in an uphill road section or the vehicle gear is in an R gear and the vehicle is in a downhill road section, wherein the road gradient is given by a gradient estimation module;
the condition III is that the brake pedal stroke and the brake master cylinder pressure input by the driver are respectively higher than the corresponding thresholds of the designed hill start auxiliary activation;
when the 3 conditions are met and the duration time exceeds the designed slope starting auxiliary activation time threshold, the slope starting auxiliary intervention mark position is 1, and the designed slope starting creeping compensation controls the brake master cylinder pressure of the intervention control vehicle;
after the position 1 of the slope starting auxiliary intervention mark, the designed function exit conditions are divided into two types of active exit and abnormal exit according to whether the driver performs correct operation:
the active quitting is that the driver enables the expected brake master cylinder pressure output by the slope climbing creep compensation control module to be 0 within the designed slope climbing auxiliary quitting time threshold, at the moment, the slope climbing auxiliary intervention mark position is 0, the slope climbing auxiliary function is recovered to the initial state,
the dysfunctional exit condition is as follows:
the method comprises the following steps that under the condition that the opening of a driving pedal is lower than a designed driver starting intention recognition threshold, the duration exceeds a designed hill-start auxiliary exit time threshold;
the second condition is that the vehicle gear is switched;
when at least one of the above conditions is met, the hill start auxiliary intervention mark position is 0, and the hill start auxiliary function is restored to the initial state;
the hill start crawling compensation control of the designed hill start auxiliary system is divided into two stages according to the starting intention of a driver:
and in the first stage, the total vehicle mass estimated value and the road gradient estimated value are used as input, and the expected parking brake pressure P capable of ensuring the vehicle to stably park on the slope is calculated based on the following formulahold；
Figure FDA0003298706970000021
In the formula
Figure FDA0003298706970000022
The quality estimation module gives the estimation value of the whole vehicle quality,
Figure FDA0003298706970000023
estimating the gradient of the road, wherein the uphill slope is positive, the downhill slope is negative, the gradient is given by a gradient estimation module, and g is gravity acceleration; r iswIs the tire rolling radius; t iscompFor slope-staying braking torque compensation, considering that the road gradient and the finished vehicle mass estimation have errors, the compensation value is needed to make up for the estimation error; k is a radical ofbfAnd k isbrThe braking efficiency coefficients of the front wheel and the rear wheel are respectively;
when the starting intention of the driver is detected, namely the opening degree of the driving pedal is larger than the identification threshold of the starting intention of the driver, the hill-start crawling compensation control module enters a second stage and increases the speed k based on the expected driving torque sent by the driver through the driving pedalriseObtaining the pressure reduction speed k of the slope-retaining brake master cylinder by the modes of test calibration and the likefallReal-time calculation by the following formulaDesired master cylinder pressure P for phase twohsa2；
Phsa2＝Phsa1-kfall(krise)·tunit (2)
In the formula tunitIs the sampling time;
because the actual hill-start process is various, the road gradient and the estimation error of the whole vehicle mass are inevitable, and k is obtained by a test calibration moderiseAnd k isfallCorresponding relations, all working conditions cannot be covered, the vehicle has a slope slipping risk, when the sensor detects that the vehicle slips down the slope, the unique crawling function of the electric vehicle is called, the driving torque of the actual motor is compensated, the safe starting of the vehicle is realized in a coordinated mode, after the slope starting auxiliary function is restored to the initial state, the crawling function is quitted, and the driving torque of the actual motor is completely controlled by a driver;
in conclusion, the designed hill start auxiliary system finally outputs the expected brake master cylinder pressure PhsaRepresented by the formula:
Figure FDA0003298706970000031
designing a full-scene automatic parking control system based on the operation of a driver, wherein the following description of the full-scene automatic parking control system is replaced by an automatic parking system, and the automatic parking system comprises a parking strategy response module and a hydraulic brake maintaining module;
the parking strategy response module is responsible for monitoring the state of the vehicle, identifying the parking intention of a driver and outputting an automatic parking intervention mark position, the automatic parking intervention mark position is initially set to be 0, the function is in an inactivated state, and the designed activation conditions are as follows:
the method comprises the following steps that under the condition one, when at least 2 of 4 wheel speeds are lower than a designed judgment vehicle stationary threshold, a vehicle stops completely;
second condition, vehicle running acceleration
Figure FDA0003298706970000032
Is zero;
the third condition is that the vehicle gear is not the P gear;
when the conditions are met, automatically parking the vehicle to an intervention mark position 1, and designing a hydraulic brake maintaining module to intervene to control the pressure of a brake master cylinder of the vehicle;
after the automatic parking intervention mark position 1, designed function exit conditions are divided into two types of active exit and abnormal exit according to whether a driver performs correct operation:
the abnormal exit condition can be summarized as the following two cases:
in the first situation, a driver carries out dangerous operations including but not limited to opening any of a plurality of vehicle doors, opening a trunk and opening a safety belt of a main driving position to endanger personal safety;
in the second situation, the driver actively switches the vehicle gear into the P gear;
in the third case, the vehicle running speed is a negative value, namely, the vehicle runs on a slope;
after the abnormal condition is triggered, the designed function response strategy module actively activates an electronic parking braking system until the system sends an electronic parking completion flag bit, and the electronic parking intervention flag bit is automatically parked at a flag position 0;
the active exit logic is effective when the gear of the vehicle is the D gear or the R gear, and is divided into the following two conditions according to the auxiliary control request zone bit output by the module designed in the step three:
in the first situation, after the opening degree of a driving pedal operated by a driver exceeds a designed driver starting intention identification threshold, if a risk-free starting mark is output, namely an auxiliary control request mark bit is 0, an automatic parking intervention mark bit is immediately set to 0, and the function is recovered to the initial state;
in the second situation, after the opening degree of the driving pedal operated by the driver exceeds the designed recognition threshold of the starting intention of the driver, if an auxiliary request mark, namely an auxiliary control request mark position 1 or 2, is output, the actual vehicle speed v is further detectedxIf the vehicle speed exceeds the designed vehicle speed threshold for successful starting, the value is less than 5kmph, when the condition is met, the automatic parking intervention mark position is 0, and the function is recovered to the initial state;
hydraulic brake hold module based on equation (1) calculationDesired parking brake pressure PholdDriver desired master cylinder pressure P due to brake pedal operation decisionmcdriWill gradually decrease to a final value of 0 as the brake pedal is raised, so the module compares the magnitude of the two values and selects the output as the final desired automatic parking brake pressure PahAs shown in the following formula:
Figure FDA0003298706970000041
thirdly, designing a function integration interaction module based on starting risk assessment:
after the automatic parking system is involved, the function integration interaction module calculates vehicle starting risks in real time, outputs an auxiliary control request flag bit according to a risk evaluation result at the current moment after identifying the starting intention of a driver, and automatically calls a control module of the designed system or a longitudinal motion control module of the original vehicle to assist the driver to safely start;
after the automatic parking intervention mark position 1, the function integration interaction module calculates a vehicle starting risk value R in real time according to the whole vehicle quality estimated value and the road gradient estimated value by the following formulasAt this time, the auxiliary control request flag bit outputs a default value of 0;
Figure FDA0003298706970000051
in the formula: m is0Is the quality of the preparation;
when the opening degree of a driving pedal operated by a driver exceeds a designed driver starting intention identification threshold, if a starting risk value at the moment is greater than a designed uphill starting auxiliary risk threshold, an auxiliary request mark is 1, a designed uphill starting crawling compensation control module of a uphill starting auxiliary system in the first step is activated, the vehicle is still in a static state at the moment, the actual brake master cylinder pressure is determined by the uphill starting crawling compensation control module of the uphill starting auxiliary system, and when an automatic parking intervention mark position is set to be 0 again, the designed integrated interaction module restores to an initial state and the auxiliary control request mark position is 0;
if the starting risk value is smaller than the designed downhill starting auxiliary risk threshold, the auxiliary request mark is set to be 2, the original vehicle is activated to be provided with a longitudinal motion control module, the vehicle is enabled to be slowly accelerated, the vehicle speed is automatically controlled to be 5kmph, and when the vehicle speed v is lower than the designed downhill starting auxiliary risk threshold, the vehicle speed v is controlled to be 5kmphxWhen the vehicle speed threshold of the designed vehicle is exceeded, although the auxiliary control request mark position is 0, the original vehicle does not exit from the longitudinal motion control module until any one of the following conditions is met:
the method comprises the following steps that under the first condition, a driver enables the opening degree of a driving pedal to be larger than a designed downhill vehicle speed auxiliary control exit driving threshold;
second condition, vehicle starting risk value RsGreater than the designed downhill starting auxiliary risk threshold;
a third condition is that the automatic parking is intervened in the mark position 1, and the auxiliary control request mark position 0;
condition one indicates that the driver has the ability to gracefully control the vehicle; the condition two shows that the downhill driving risk of the current road is small, and auxiliary control is not needed; and the third condition shows that the vehicle stops again and triggers the automatic parking function, and the interactive decision module resets the flow.
CN202111184789.7A 2021-10-12 2021-10-12 Integrated ramp start-stop control method for centralized motor driven vehicle Active CN113815617B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202111184789.7A CN113815617B (en) 2021-10-12 2021-10-12 Integrated ramp start-stop control method for centralized motor driven vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202111184789.7A CN113815617B (en) 2021-10-12 2021-10-12 Integrated ramp start-stop control method for centralized motor driven vehicle

Publications (2)

Publication Number Publication Date
CN113815617A true CN113815617A (en) 2021-12-21
CN113815617B CN113815617B (en) 2023-11-07

Family

ID=78916411

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202111184789.7A Active CN113815617B (en) 2021-10-12 2021-10-12 Integrated ramp start-stop control method for centralized motor driven vehicle

Country Status (1)

Country Link
CN (1) CN113815617B (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114458459A (en) * 2022-01-27 2022-05-10 中国第一汽车股份有限公司 Method and system for improving engine starting smoothness through hydraulic assistance
CN116163844A (en) * 2023-04-21 2023-05-26 潍柴动力股份有限公司 In-cylinder brake automatic control method, engine and vehicle

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH08113121A (en) * 1994-08-22 1996-05-07 Hino Motors Ltd On-slope starting auxiliary device
CN105922992A (en) * 2015-02-26 2016-09-07 福特全球技术公司 Method for supporting vehicle with slope start assistant system starting on slope
CN109080500A (en) * 2018-07-13 2018-12-25 武汉理工大学 A kind of distribution drives adaptive parking and the auxiliary starting control method of off-road vehicle
CN110341496A (en) * 2019-07-09 2019-10-18 武汉理工大学 A kind of ramp speed operation travel control method of distributed driving off-road vehicle
CN112477862A (en) * 2019-08-23 2021-03-12 上海汽车集团股份有限公司 Method and device for realizing vehicle uphill starting auxiliary control

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH08113121A (en) * 1994-08-22 1996-05-07 Hino Motors Ltd On-slope starting auxiliary device
CN105922992A (en) * 2015-02-26 2016-09-07 福特全球技术公司 Method for supporting vehicle with slope start assistant system starting on slope
CN109080500A (en) * 2018-07-13 2018-12-25 武汉理工大学 A kind of distribution drives adaptive parking and the auxiliary starting control method of off-road vehicle
CN110341496A (en) * 2019-07-09 2019-10-18 武汉理工大学 A kind of ramp speed operation travel control method of distributed driving off-road vehicle
CN112477862A (en) * 2019-08-23 2021-03-12 上海汽车集团股份有限公司 Method and device for realizing vehicle uphill starting auxiliary control

Non-Patent Citations (3)

* Cited by examiner, † Cited by third party
Title
周震;: "基于LM3108K的交流电动机软启停实验系统设计", 机电工程技术, no. 03 *
张树培;张友坤;王庆年;张雷;: "坡道行驶工况下CVT传动比控制", 江苏大学学报(自然科学版), no. 03 *
鲁佳;刘海鸥;彭建鑫;席军强;: "机械式自动变速器重型军用轮式车辆坡道起步控制策略研究", 兵工学报, no. 08 *

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114458459A (en) * 2022-01-27 2022-05-10 中国第一汽车股份有限公司 Method and system for improving engine starting smoothness through hydraulic assistance
CN116163844A (en) * 2023-04-21 2023-05-26 潍柴动力股份有限公司 In-cylinder brake automatic control method, engine and vehicle

Also Published As

Publication number Publication date
CN113815617B (en) 2023-11-07

Similar Documents

Publication Publication Date Title
CN110341496B (en) Ramp low-speed working condition running control method for distributed driving cross-country vehicle
CN113815617B (en) Integrated ramp start-stop control method for centralized motor driven vehicle
JP4371270B2 (en) Vehicle driving force device
CN107791887B (en) Electric automobile hill start auxiliary control method
CN111890949A (en) New energy automobile slope-sliding prevention control method
CN109080500B (en) Self-adaptive parking and starting assisting control method for distributed driving cross-country vehicle
CN110641432B (en) Combined brake control method based on brake-by-wire and electronic parking brake
US8670911B2 (en) Vehicle stop control device and vehicle stop control method
CN107901908A (en) The control method and control system of electric car uphill starting
JP5154379B2 (en) Vehicle braking control device
CN106926709B (en) Braking energy recovery device and method and light electric vehicle
CN114347802B (en) Active anti-slip control method for new energy vehicle
JP5554843B2 (en) Method for reducing steering torque during brake operation
CN106114287B (en) A kind of electric automobile antiskid control system and control method
CN114475266B (en) Anti-slip control method and device, electronic equipment and storage medium
CN111196162A (en) Control method for preventing wheel reversal in regenerative braking of electric automobile
JP2006200526A (en) Output characteristic control device for vehicle
CN113525374A (en) Method for controlling vehicle, vehicle controller and vehicle body stabilizing system
CN114194191A (en) Method for improving storage vehicle ramp slope-parking vehicle-sliding condition
JP3957057B2 (en) Vehicle traveling control apparatus and method
CN114407676A (en) Torque control method and system for strong-sliding energy recovery and vehicle
CN113147427A (en) Control method for preventing electric automobile from sliding down slope, vehicle control unit and electric automobile
CN111404446A (en) Motor anti-stalling control method under EPB working condition
CN110626348A (en) Pure electric commercial vehicle hill start control method based on real-time quality identification
US6893380B2 (en) Traction control system including converter protection function

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant