CN113815617B - 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 PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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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
- B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/18009—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
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18063—Creeping
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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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/10—Change speed gearings
- B60W2510/1005—Transmission ratio engaged
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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
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/28—Wheel speed
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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
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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
- B60W2710/08—Electric propulsion units
- B60W2710/083—Torque
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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
- B60W2710/18—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
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Abstract
The invention discloses an integrated ramp start-stop control method for a centralized motor driven vehicle, which comprises the following steps: step one, designing an uphill starting auxiliary control system based on electric vehicle creep compensation; step two, designing a full-scene automatic parking control system based on driver operation, wherein 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 thirdly, designing a function integration interaction module based on starting risk assessment. The beneficial effects are that: the designed slope creep compensation control strategy can take over the pressure control of the 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 driving moment and the creep compensation control based on feedback of the electric vehicle. The method is simple in principle, high in reliability and free of additional design of a control algorithm. The starting safety under the full road scene is realized.
Description
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 has obvious advantages in the aspects of saving energy, reducing carbon dioxide emission and the like as a new energy vehicle, and has rapid development in recent years, and the high-performance electronic and electric platform carried by the centralized motor-driven vehicle greatly reduces the development difficulty of driving assistance functions.
The uphill starting auxiliary function and the automatic parking function are important guarantees for the driving safety of the vehicle driven by the centralized motor. For the former, chinese patent publication No. CN108819787A, publication No. 2018-11-16, a starting anti-slip method for unlocking electronic parking after the driver demand wheel end torque is larger than the current ramp resistance corresponding to the target wheel end torque is designed, but the unlocking moment of the method is greatly influenced by actual conditions, and the parameter calibration demand is large. Chinese patent publication No. CN111688499A, publication No. 2020-09-22, a motor starting torque adjusting method based on rotation speed error is designed, but the sensor signal is inaccurate when the vehicle starts, and the feedback control effect is difficult to guarantee. Chinese patent publication No. CN110979301A, publication No. 2020-04-10, adopts a feed-forward and feedback integrated torque control mode, but does not mention a driving and parking slope creep compensation control scheme.
For the automatic parking function, chinese patent publication No. CN108819930A, publication No. 2018-11-16, an automatic parking method based on an electronic parking brake is designed, but the tightening of the actuator requires a certain time, which is unfavorable for the frequently started and stopped congestion road sections. Chinese patent publication No. CN111422173A, publication No. 2020-07-17, devised an automatic parking method based on a hydraulic brake system, additionally calculates an automatic parking activation threshold value by using vehicle weight and gradient information, and implements a brake pressure maintaining strategy when an actual brake pressure exceeds the threshold value.
The above patent only designs a single system function, ignoring the inherent association of park and launch. In a large ramp environment, the vehicle will immediately face a risk of sliding down the ramp as the automatic park is released. Therefore, an integrated control strategy needs to be designed, and an interactive wake-up mechanism is established between the parking and starting auxiliary systems, so that safe starting and stopping assistance under the whole scene is realized.
Disclosure of Invention
The invention aims to realize the function integration of mutually independent hill-start auxiliary subsystems based on a self-defined starting risk evaluation result, solve the problems that a centralized motor-driven vehicle is difficult to control in the process of hill-start sliding and steep-slope descending caused by overlarge vehicle weight, 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:
step one, designing an uphill starting auxiliary control system based on electric vehicle creep compensation, 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 module;
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, wherein the hill start auxiliary intervention zone bit is initially 0, the function is in an unactivated state, and the designed activation conditions are as follows:
the first condition is that when at least 2 wheel speeds of 4 wheels are lower than a designed judgment vehicle stationary threshold, the vehicle is completely stopped;
the second condition is that the vehicle gear is in the D gear and the vehicle is in an uphill road section or the vehicle gear is in the R gear and the vehicle is in a downhill road section, wherein the road gradient is given by the gradient estimation module;
the third condition is that the stroke of a brake pedal and the pressure of a brake master cylinder input by a driver are respectively higher than the corresponding threshold of the designed auxiliary activation of the hill start;
when the 3 conditions are met and the duration exceeds the designed auxiliary starting time threshold, the auxiliary starting intervention mark position 1 is at the position of the auxiliary starting intervention mark, and the designed auxiliary starting creep compensation control intervention control vehicle has the brake master cylinder pressure;
after the auxiliary intervention sign position 1 is started on a slope, the designed function exit conditions are divided into two types of active exit and abnormal exit according to whether a driver performs correct operation:
the active exit is that a driver makes the pressure of the expected braking master cylinder output by the hill-climbing creep compensation control module be 0 in the designed hill-climbing auxiliary exit time threshold, at the moment, the position of the hill-climbing auxiliary intervention mark is 0, and the hill-climbing auxiliary function is restored to the initial state.
The abnormal exit conditions are as follows:
the first condition is that the duration time that the opening degree of the driving pedal is lower than the designed start intention recognition threshold of the driver exceeds the designed auxiliary slope start exit time threshold;
second, vehicle gear switching;
when at least one of the conditions is met, the auxiliary intervention mark position 0 for the slope starting is provided, and the auxiliary function for the slope starting is recovered to the initial state;
the designed hill-climbing creep compensation control of the hill-climbing auxiliary system is divided into two stages according to the starting intention of a driver:
the first stage takes the whole vehicle mass estimation and the road gradient estimation as inputs, and calculates the expected parking brake pressure P capable of ensuring the stable parking of the vehicle based on the following formula hold ；
In the middle ofFor the whole vehicle quality estimation, the quality estimation module gives +.>For road gradient estimation, the ascending slope is positive, the descending slope is negative, and g is gravity acceleration given by a gradient estimation module; r is (r) w Is the rolling radius of the tire; t (T) comp For the compensation of the braking moment of the parking slope, considering that the road gradient and the whole vehicle mass estimation have errors, the compensation value is required to compensate the estimation errors; k (k) bf And k is equal to br The 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 starting intention recognition threshold of the driver, the slope creeping compensation control module enters a stage II and increases the speed k based on the expected driving moment sent by the driver through the driving pedal rise The pressure drop speed k of the parking brake master cylinder is obtained through the modes of test calibration and the like fall The desired master cylinder pressure P for stage two is calculated in real time by hsa2 ；
P hsa2 ＝P hsa1 -k fall (k rise )·t unit (2)
T is in unit Sampling time;
because of various actual slope starting processes, road slopesThe estimation errors of the degree and the whole vehicle quality are unavoidable, and k is obtained through a test calibration mode rise And k is equal to fall The corresponding relation cannot cover all working conditions, the vehicle has a slope sliding risk, when the sensor detects that the vehicle slides on a slope, the unique creeping function of the electric vehicle is called, the actual motor driving moment is compensated, the safe starting of the vehicle is realized cooperatively, and when the auxiliary function of the slope is restored to the initial state, the creeping function is withdrawn, and the actual motor driving moment is completely controlled by a driver;
to sum up, the desired master cylinder pressure P finally output by the designed hill start assist system hsa Expressed by the following formula:
step two, designing a full-scene automatic parking control system based on driver operation, wherein 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 vehicle state, identifying the parking intention of a driver and outputting an automatic parking intervention zone bit, wherein the automatic parking intervention zone bit is initially 0, the function is in an unactivated state, and the designed activation conditions are as follows:
the first condition is that when at least 2 wheel speeds of 4 wheels are lower than a designed judgment vehicle stationary threshold, the vehicle is completely stopped;
condition two, vehicle running accelerationZero;
the third condition is that the vehicle gear is in the non-P gear;
when the conditions are met, the automatic parking intervention mark position 1 is set, and the designed hydraulic brake maintaining module is used for controlling the pressure of a brake master cylinder of the vehicle in an intervention way;
after the automatic parking intervention mark position 1, the 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 follows:
the first case, the driver performs dangerous operations including, but not limited to, opening any plurality of doors, opening the trunk, and opening the main driver seat safety belt to jeopardize personal safety;
secondly, the driver actively switches the gear of the vehicle into the P gear;
third, the running speed of the vehicle is a negative value, namely, the vehicle slides on a slope;
after the abnormal condition is triggered, the designed function response strategy module actively activates the electronic parking brake system until the system sends out an electronic parking completion zone bit and then automatically parks and intervenes in the zone bit 0;
the active exit logic is effective when the vehicle gear is D or R, and is divided into the following two cases according to the auxiliary control request zone bit output by the module designed in the step three:
in the first case, after the opening degree of the driver operation driving pedal exceeds the designed driver starting intention recognition threshold, if a risk-free starting mark is output, namely the auxiliary control request mark bit is 0, the automatic parking intervention mark bit is immediately 0, and the function is restored to an initial state;
in the second case, after the opening degree of the driver operation driving pedal exceeds the designed driver starting intention recognition threshold, if the auxiliary request mark is output, namely the auxiliary control request mark position 1 or 2, the actual vehicle speed v will be further detected x If the vehicle speed exceeds the designed vehicle successful starting speed threshold, the value is smaller than 5kmph, when the condition is met, the automatic parking intervention mark position is 0, and the function is restored to the initial state;
the hydraulic brake hold module calculates a desired parking brake pressure P based on (1) hold Driver desired master cylinder pressure P due to brake pedal operation decisions mcdri The brake pedal is gradually reduced to 0 finally along with the lifting of the brake pedal, so the module compares the two values and selects the output as the final expected automatic parking brake pressure P ah The following formula is shown:
step three, designing a function integration interaction module based on starting risk assessment:
the function integration interaction module calculates the starting risk of the vehicle in real time after the intervention of the automatic parking system, outputs an auxiliary control request zone bit according to the risk assessment result at the current moment after the starting intention of the driver is identified, and automatically invokes the control module of the system designed in the step one or the control module with the longitudinal movement 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 mass estimation value and the road gradient estimation value s At the moment, the auxiliary control request flag bit outputs a default value of 0;
wherein: m is m 0 The quality is prepared;
when the opening degree of a driver operation driving pedal exceeds the designed driver starting intention recognition threshold, if the starting risk value at the moment is larger than the designed uphill starting auxiliary risk threshold, an auxiliary request mark is set 1, a slope climbing creep compensation control module of a slope climbing auxiliary system designed 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 slope climbing creep compensation control module of the slope climbing auxiliary system, and when an automatic parking intervention mark position is set at 0 again, the designed integrated interaction module restores the initial state, and the auxiliary control request mark position is set at 0;
if the starting risk value is smaller than the designed downhill starting auxiliary risk threshold at this time, the auxiliary request sign is set 2, the original vehicle is activated to carry a longitudinal movement control module, the vehicle is ensured to accelerate slowly, the vehicle speed is automatically controlled at 5kmph, and when the vehicle speed v is the same as the vehicle speed v x When the designed vehicle successfully starts, although the auxiliary control request mark is exceededThe position 0 is shown, but the original vehicle is not withdrawn from the longitudinal movement control module until any one of the following conditions is met:
the first condition is that the opening degree of a driving pedal is larger than the designed auxiliary control exit driving threshold of the downhill vehicle speed by a driver;
condition two, vehicle starting risk value R s Is larger than the designed auxiliary risk threshold for downhill start;
the third condition is that the automatic parking intervention mark position 1 and the auxiliary control request mark position 0;
condition one indicates that the driver has the ability to control the vehicle from the container; the second condition shows that the downhill running risk of the current road is smaller, and auxiliary control is not needed; and the third condition shows that the vehicle parks again and triggers an automatic parking function, and the interactive decision-making module resets the flow.
The invention has the beneficial effects that:
the strategy response module of the uphill starting auxiliary system designed in the integrated ramp starting and stopping control method for the centralized motor-driven vehicle can accurately respond to a driver hill starting auxiliary request, and after the system is activated, the designed hill starting creep compensation control strategy can take over the pressure control of a brake master cylinder during hill starting, and smooth starting of the vehicle is cooperatively ensured through the brake decompression control based on the change rate of driving moment and the creep compensation control based on feedback of an electric vehicle. According to the invention, an automatic parking control strategy is designed based on driver operation, wherein a parking strategy response module can accurately identify a driver parking request, and a hydraulic brake maintaining module is activated, so that when the expected brake master cylinder pressure of a driver through a brake pedal operation decision is smaller than a theoretical parking brake pressure, the pressure is maintained. The method is simple in principle, high in reliability and free of additional design of a control algorithm. The invention designs the function integrated interaction module taking the automatic parking function as a core based on the self-defined hill start risk, automatically invokes the hill start auxiliary control on the uphill start risk road section, and automatically invokes the original vehicle self-provided longitudinal movement control module on the downhill start risk road section, thereby realizing the start safety in the whole road scene. The control system designed in the first step and the second step can be independently used, and the development of the application scene is realized only through the integrated module in the third step, so that the development difficulty and algorithm complexity of a single system are reduced.
Drawings
Fig. 1 is a schematic diagram of an uphill start assist control flow according to the present invention.
Fig. 2 is a schematic diagram of an automatic parking control flow according to the present invention.
Fig. 3 is a schematic diagram of a functional integration interaction flow 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:
step one, designing an uphill starting auxiliary control system based on electric vehicle creep compensation, 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 module;
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, wherein the hill start auxiliary intervention zone bit is initially 0, the function is in an unactivated state, and the designed activation conditions are as follows:
the first condition is that when at least 2 wheel speeds of 4 wheels are lower than a designed judgment vehicle stationary threshold, the vehicle is completely stopped;
the second condition is that the vehicle gear is in the D gear and the vehicle is in an uphill road section or the vehicle gear is in the R gear and the vehicle is in a downhill road section, wherein the road gradient is given by the gradient estimation module;
the third condition is that the stroke of a brake pedal and the pressure of a brake master cylinder input by a driver are respectively higher than the corresponding threshold of the designed auxiliary activation of the hill start;
when the 3 conditions are met and the duration exceeds the designed auxiliary starting time threshold, the auxiliary starting intervention mark position 1 is at the position of the auxiliary starting intervention mark, and the designed auxiliary starting creep compensation control intervention control vehicle has the brake master cylinder pressure;
after the auxiliary intervention sign position 1 is started on a slope, the designed function exit conditions are divided into two types of active exit and abnormal exit according to whether a driver performs correct operation:
the active exit is that a driver makes the pressure of the expected braking master cylinder output by the hill-climbing creep compensation control module be 0 in the designed hill-climbing auxiliary exit time threshold, at the moment, the position of the hill-climbing auxiliary intervention mark is 0, and the hill-climbing auxiliary function is restored to the initial state.
The abnormal exit conditions are as follows:
the first condition is that the duration time that the opening degree of the driving pedal is lower than the designed start intention recognition threshold of the driver exceeds the designed auxiliary slope start exit time threshold;
second, vehicle gear switching;
when at least one of the conditions is met, the auxiliary intervention mark position 0 for the slope starting is provided, and the auxiliary function for the slope starting is recovered to the initial state;
the designed hill-climbing creep compensation control of the hill-climbing auxiliary system is divided into two stages according to the starting intention of a driver:
the first stage takes the whole vehicle mass estimation and the road gradient estimation as inputs, and calculates the expected parking brake pressure P capable of ensuring the stable parking of the vehicle based on the following formula hold ；
In the middle ofFor the whole vehicle quality estimation, the quality estimation module gives +.>For road gradient estimation, the ascending slope is positive, the descending slope is negative, and g is gravity acceleration given by a gradient estimation module; r is (r) w Is the rolling radius of the tire; t (T) comp In order to compensate the braking moment of the parking slope, the compensation value is required to compensate the estimation error in consideration of the errors of road gradient and whole vehicle mass estimation；k bf And k is equal to br The 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 starting intention recognition threshold of the driver, the slope creeping compensation control module enters a stage II and increases the speed k based on the expected driving moment sent by the driver through the driving pedal rise The pressure drop speed k of the parking brake master cylinder is obtained through the modes of test calibration and the like fall The desired master cylinder pressure P for stage two is calculated in real time by hsa2 ；
P hsa2 ＝P hsa1 -k fall (k rise )·t unit (7)
T is in unit Sampling time;
because the actual slope starting process is various, the estimation errors of the road gradient and the whole vehicle mass are unavoidable, and k is obtained through a test calibration mode rise And k is equal to fall The corresponding relation cannot cover all working conditions, the vehicle has a slope sliding risk, when the sensor detects that the vehicle slides on a slope, the unique creeping function of the electric vehicle is called, the actual motor driving moment is compensated, the safe starting of the vehicle is realized cooperatively, and when the auxiliary function of the slope is restored to the initial state, the creeping function is withdrawn, and the actual motor driving moment is completely controlled by a driver;
to sum up, the desired master cylinder pressure P finally output by the designed hill start assist system hsa Expressed by the following formula:
step two, designing a full-scene automatic parking control system based on driver operation, wherein 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 vehicle state, identifying the parking intention of a driver and outputting an automatic parking intervention zone bit, wherein the automatic parking intervention zone bit is initially 0, the function is in an unactivated state, and the designed activation conditions are as follows:
the first condition is that when at least 2 wheel speeds of 4 wheels are lower than a designed judgment vehicle stationary threshold, the vehicle is completely stopped;
condition two, vehicle running accelerationZero;
the third condition is that the vehicle gear is in the non-P gear;
when the conditions are met, the automatic parking intervention mark position 1 is set, and the designed hydraulic brake maintaining module is used for controlling the pressure of a brake master cylinder of the vehicle in an intervention way;
after the automatic parking intervention mark position 1, the 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 follows:
the first case, the driver performs dangerous operations including, but not limited to, opening any plurality of doors, opening the trunk, and opening the main driver seat safety belt to jeopardize personal safety;
secondly, the driver actively switches the gear of the vehicle into the P gear;
third, the running speed of the vehicle is a negative value, namely, the vehicle slides on a slope;
after the abnormal condition is triggered, the designed function response strategy module actively activates the electronic parking brake system until the system sends out an electronic parking completion zone bit and then automatically parks and intervenes in the zone bit 0;
the active exit logic is effective when the vehicle gear is D or R, and is divided into the following two cases according to the auxiliary control request zone bit output by the module designed in the step three:
in the first case, after the opening degree of the driver operation driving pedal exceeds the designed driver starting intention recognition threshold, if a risk-free starting mark is output, namely the auxiliary control request mark bit is 0, the automatic parking intervention mark bit is immediately 0, and the function is restored to an initial state;
in the second case, after the opening degree of the driver operation driving pedal exceeds the designed driver starting intention recognition threshold, if the auxiliary request mark is output, namely the auxiliary control request mark position 1 or 2, the actual vehicle speed v will be further detected x If the vehicle speed exceeds the designed vehicle successful starting speed threshold, the value is smaller than 5kmph, when the condition is met, the automatic parking intervention mark position is 0, and the function is restored to the initial state;
the hydraulic brake hold module calculates a desired parking brake pressure P based on (1) hold Driver desired master cylinder pressure P due to brake pedal operation decisions mcdri The brake pedal is gradually reduced to 0 finally along with the lifting of the brake pedal, so the module compares the two values and selects the output as the final expected automatic parking brake pressure P ah The following formula is shown:
step three, designing a function integration interaction module based on starting risk assessment:
the function integration interaction module calculates the starting risk of the vehicle in real time after the intervention of the automatic parking system, outputs an auxiliary control request zone bit according to the risk assessment result at the current moment after the starting intention of the driver is identified, and automatically invokes the control module of the system designed in the step one or the control module with the longitudinal movement 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 mass estimation value and the road gradient estimation value s At the moment, the auxiliary control request flag bit outputs a default value of 0;
wherein: m is m 0 The quality is prepared;
when the opening degree of a driver operation driving pedal exceeds the designed driver starting intention recognition threshold, if the starting risk value at the moment is larger than the designed uphill starting auxiliary risk threshold, an auxiliary request mark is set 1, a slope climbing creep compensation control module of a slope climbing auxiliary system designed 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 slope climbing creep compensation control module of the slope climbing auxiliary system, and when an automatic parking intervention mark position is set at 0 again, the designed integrated interaction module restores the initial state, and the auxiliary control request mark position is set at 0;
if the starting risk value is smaller than the designed downhill starting auxiliary risk threshold at this time, the auxiliary request sign is set 2, the original vehicle is activated to carry a longitudinal movement control module, the vehicle is ensured to accelerate slowly, the vehicle speed is automatically controlled at 5kmph, and when the vehicle speed v is the same as the vehicle speed v x When the designed vehicle successfully starts the vehicle speed threshold, the auxiliary control request mark position 0 is exceeded, but the original vehicle is not exited from the longitudinal movement control module until any one of the following conditions is met:
the first condition is that the opening degree of a driving pedal is larger than the designed auxiliary control exit driving threshold of the downhill vehicle speed by a driver;
condition two, vehicle starting risk value R s Is larger than the designed auxiliary risk threshold for downhill start;
the third condition is that the automatic parking intervention mark position 1 and the auxiliary control request mark position 0;
condition one indicates that the driver has the ability to control the vehicle from the container; the second condition shows that the downhill running risk of the current road is smaller, and auxiliary control is not needed; and the third condition shows that the vehicle parks again and triggers an automatic parking function, and the interactive decision-making 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:
step one, designing an uphill starting auxiliary control system based on electric vehicle creep compensation, 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 module;
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, wherein the hill start auxiliary intervention zone bit is initially 0, the function is in an unactivated state, and the designed activation conditions are as follows:
the first condition is that when at least 2 wheel speeds of 4 wheels are lower than a designed judgment vehicle stationary threshold, the vehicle is completely stopped;
the second condition is that the vehicle gear is in the D gear and the vehicle is in an uphill road section or the vehicle gear is in the R gear and the vehicle is in a downhill road section, wherein the road gradient is given by the gradient estimation module;
the third condition is that the stroke of a brake pedal and the pressure of a brake master cylinder input by a driver are respectively higher than the corresponding threshold of the designed auxiliary activation of the hill start;
when the 3 conditions are met and the duration exceeds the designed auxiliary starting time threshold, the auxiliary starting intervention mark position 1 is at the position of the auxiliary starting intervention mark, and the designed auxiliary starting creep compensation control intervention control vehicle has the brake master cylinder pressure;
after the auxiliary intervention sign position 1 is started on a slope, the designed function exit conditions are divided into two types of active exit and abnormal exit according to whether a driver performs correct operation:
the active exit is that the driver makes the expected brake master cylinder pressure output by the hill-climbing creep compensation control module be 0 in the designed hill-climbing auxiliary exit time threshold, at the moment, the hill-climbing auxiliary intervention mark position is 0, the hill-climbing auxiliary function is restored to the initial state,
the abnormal exit conditions are as follows:
the first condition is that the duration time that the opening degree of the driving pedal is lower than the designed start intention recognition threshold of the driver exceeds the designed auxiliary slope start exit time threshold;
second, vehicle gear switching;
when at least one of the conditions is met, the auxiliary intervention mark position 0 for the slope starting is provided, and the auxiliary function for the slope starting is recovered to the initial state;
the designed hill-climbing creep compensation control of the hill-climbing auxiliary system is divided into two stages according to the starting intention of a driver:
the first stage takes the whole vehicle mass estimation and the road gradient estimation as inputs, and calculates the expected parking brake pressure P capable of ensuring the stable parking of the vehicle based on the following formula hold ；
In the middle ofFor the whole vehicle quality estimation, the quality estimation module gives +.>For road gradient estimation, the ascending slope is positive, the descending slope is negative, and g is gravity acceleration given by a gradient estimation module; r is (r) w Is the rolling radius of the tire; t (T) comp For the compensation of the braking moment of the parking slope, considering that the road gradient and the whole vehicle mass estimation have errors, the compensation value is required to compensate the estimation errors; k (k) bf And k is equal to br The 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 starting intention recognition threshold of the driver, the slope creeping compensation control module enters a stage II and increases the speed k based on the expected driving moment sent by the driver through the driving pedal rise The pressure drop speed k of the parking brake master cylinder is obtained through the modes of test calibration and the like fall The desired master cylinder pressure P for stage two is calculated in real time by hsa2 ；
P hsa2 ＝P hsa1 -k fall (k rise )·t unit (2)
T is in unit Sampling time;
because the actual slope starting process is various, the estimation errors of the road gradient and the whole vehicle mass are unavoidable, and k is obtained through a test calibration mode rise And k is equal to fall Corresponding relation, can not cover all working conditions, has the risk of sliding slope for the vehicle,when the sensor detects that the vehicle slides on a slope, the unique creeping function of the electric vehicle is called, the actual motor driving moment is compensated, the safe starting of the vehicle is realized cooperatively, and after the auxiliary function of the slope is recovered to the initial state, the creeping function is withdrawn, and the actual motor driving moment is completely controlled by a driver;
to sum up, the desired master cylinder pressure P finally output by the designed hill start assist system hsa Expressed by the following formula:
step two, designing a full-scene automatic parking control system based on driver operation, wherein 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 vehicle state, identifying the parking intention of a driver and outputting an automatic parking intervention zone bit, wherein the automatic parking intervention zone bit is initially 0, the function is in an unactivated state, and the designed activation conditions are as follows:
the first condition is that when at least 2 wheel speeds of 4 wheels are lower than a designed judgment vehicle stationary threshold, the vehicle is completely stopped;
condition two, vehicle running accelerationZero;
the third condition is that the vehicle gear is in the non-P gear;
when the conditions are met, the automatic parking intervention mark position 1 is set, and the designed hydraulic brake maintaining module is used for controlling the pressure of a brake master cylinder of the vehicle in an intervention way;
after the automatic parking intervention mark position 1, the 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 follows:
the first case, the driver performs dangerous operations including, but not limited to, opening any plurality of doors, opening the trunk, and opening the main driver seat safety belt to jeopardize personal safety;
secondly, the driver actively switches the gear of the vehicle into the P gear;
third, the running speed of the vehicle is a negative value, namely, the vehicle slides on a slope;
after the abnormal condition is triggered, the designed function response strategy module actively activates the electronic parking brake system until the system sends out an electronic parking completion zone bit and then automatically parks and intervenes in the zone bit 0;
the active exit logic is effective when the vehicle gear is D or R, and is divided into the following two cases according to the auxiliary control request zone bit output by the module designed in the step three:
in the first case, after the opening degree of the driver operation driving pedal exceeds the designed driver starting intention recognition threshold, if a risk-free starting mark is output, namely the auxiliary control request mark bit is 0, the automatic parking intervention mark bit is immediately 0, and the function is restored to an initial state;
in the second case, after the opening degree of the driver operation driving pedal exceeds the designed driver starting intention recognition threshold, if the auxiliary request mark is output, namely the auxiliary control request mark position 1 or 2, the actual vehicle speed v will be further detected x If the vehicle speed exceeds the designed vehicle successful starting speed threshold, the value is smaller than 5kmph, when the condition is met, the automatic parking intervention mark position is 0, and the function is restored to the initial state;
the hydraulic brake hold module calculates a desired parking brake pressure P based on (1) hold Driver desired master cylinder pressure P due to brake pedal operation decisions mcdri The brake pedal is gradually reduced to 0 finally along with the lifting of the brake pedal, so the module compares the two values and selects the output as the final expected automatic parking brake pressure P ah The following formula is shown:
step three, designing a function integration interaction module based on starting risk assessment:
the function integration interaction module calculates the starting risk of the vehicle in real time after the intervention of the automatic parking system, outputs an auxiliary control request zone bit according to the risk assessment result at the current moment after the starting intention of the driver is identified, and automatically invokes the control module of the system designed in the step one or the control module with the longitudinal movement 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 mass estimation value and the road gradient estimation value s At the moment, the auxiliary control request flag bit outputs a default value of 0;
wherein: m is m 0 The quality is prepared;
when the opening degree of a driver operation driving pedal exceeds the designed driver starting intention recognition threshold, if the starting risk value at the moment is larger than the designed uphill starting auxiliary risk threshold, an auxiliary request mark is set 1, a slope climbing creep compensation control module of a slope climbing auxiliary system designed 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 slope climbing creep compensation control module of the slope climbing auxiliary system, and when an automatic parking intervention mark position is set at 0 again, the designed integrated interaction module restores the initial state, and the auxiliary control request mark position is set at 0;
if the starting risk value is smaller than the designed downhill starting auxiliary risk threshold at this time, the auxiliary request sign is set 2, the original vehicle is activated to carry a longitudinal movement control module, the vehicle is ensured to accelerate slowly, the vehicle speed is automatically controlled at 5kmph, and when the vehicle speed v is the same as the vehicle speed v x When the designed vehicle successfully starts the vehicle speed threshold, the auxiliary control request mark position 0 is exceeded, but the original vehicle is not exited from the longitudinal movement control module until any one of the following conditions is met:
the first condition is that the opening degree of a driving pedal is larger than the designed auxiliary control exit driving threshold of the downhill vehicle speed by a driver;
condition two, vehicle starting risk value R s Is larger than the designed auxiliary risk threshold for downhill start;
the third condition is that the automatic parking intervention mark position 1 and the auxiliary control request mark position 0;
condition one indicates that the driver has the ability to control the vehicle from the container; the second condition shows that the downhill running risk of the current road is smaller, and auxiliary control is not needed; and the third condition shows that the vehicle parks again and triggers an automatic parking function, and the interactive decision-making module resets the flow.
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