CN114056335B - Power output control method, traction control unit, power system and vehicle - Google Patents
Power output control method, traction control unit, power system and vehicle Download PDFInfo
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- CN114056335B CN114056335B CN202010762292.8A CN202010762292A CN114056335B CN 114056335 B CN114056335 B CN 114056335B CN 202010762292 A CN202010762292 A CN 202010762292A CN 114056335 B CN114056335 B CN 114056335B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/20—Reducing vibrations in the driveline
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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
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
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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
- B60W30/18—Propelling the vehicle
- B60W30/20—Reducing vibrations in the driveline
- B60W2030/206—Reducing vibrations in the driveline related or induced by the engine
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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
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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
- B60W2710/10—Change speed gearings
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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
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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
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Abstract
The invention provides a power output control method, a traction control unit, a power system and a vehicle, wherein the vehicle comprises the power system, a transmission system and a wheel system; the power output control method includes: when the vehicle enters a braking state from a driving state, the driving torque is firstly rapidly reduced, then the driving torque is slowly reduced to 0, then the braking torque is slowly increased, and finally the braking torque is rapidly increased to a first target torque. The power output control method provided by the invention can avoid serious collision in the transmission system while ensuring the reaction speed of state switching by controlling the torque output by the power system of the vehicle.
Description
Technical Field
The invention belongs to the technical field of vehicles, and particularly relates to a power output control method, a traction control unit, a power system and a vehicle.
Background
In order to ensure smooth gear engagement, the gear engagement must have tooth gaps, and the occurrence of tooth gaps causes the collision of a driving gear and a driven gear at the moment of engagement, especially the problem that the engine of a fuel vehicle has torque pulsation inherently, which causes the collision of gear engagement, causes noise abnormal sound and the like.
Disclosure of Invention
In view of the above-mentioned problems, a first object of the present invention is to provide a power output control method for a vehicle, which controls a speed of a backlash variation between a driving gear and a driven gear by controlling a torque output from a power system of the vehicle, thereby reducing abnormal noise caused by collision between the driving gear and the driven gear.
A second object of the present invention is to propose a traction control unit.
A third object of the invention is to propose a power system of a vehicle.
A fourth object of the present invention is to propose a vehicle.
To achieve the above object, an embodiment of a first aspect of the present invention provides a power output control method of a vehicle, the vehicle including a power system, a transmission system, and a wheel system, the power system being drivingly connected to the wheel system through the transmission system, the transmission system including at least one stage of transmission gear sets, wherein each stage of transmission gear sets includes a driving gear and a driven gear; when the vehicle is in a driving state, the meshing surfaces of the driving gear and the driven gear are a first driving meshing surface and a second driving meshing surface respectively, and the non-meshing surfaces of the driving gear and the driven gear are a first braking meshing surface and a second braking meshing surface respectively; when the vehicle is in a driving state, the output torque of the power system is driving torque; when the vehicle is in a braking state, the output torque of the power system is braking torque;
The power output control method includes:
when the vehicle enters a braking state from a driving state, acquiring a first target torque of the power system;
controlling the powertrain to reduce the drive torque at a first unloading rate when the first brake engagement surface and the second brake engagement surface are in a disengaged state;
controlling the powertrain to reduce the drive torque at a second unloading rate until the output torque is equal to 0; wherein the first unloading rate is greater than the second unloading rate;
controlling the powertrain to increase the braking torque at a second loading rate when the first and second drive engagement surfaces are in a disengaged state;
controlling the powertrain to increase the braking torque at a first loading rate until the braking torque is equal to the first target torque; wherein the first loading rate is greater than the second loading rate.
When the vehicle enters a braking state from a driving state, the driving torque is reduced at a larger first unloading rate and the braking torque is increased at a larger first loading rate by controlling the power system so as to improve the reaction speed of state switching; and controlling the power system to reduce the driving torque at a smaller second unloading rate and to increase the braking torque at a smaller second loading rate around the value 0 of the output torque, namely before and after the direction change of the output torque, so that the first braking engagement surface and the second braking engagement surface are carried out with smaller and more stable interaction moment when being changed from a separation state to a contact state, thereby avoiding serious collision between the first braking engagement surface and the second braking engagement surface and prolonging the service life of the transmission system.
To achieve the above object, a second aspect of the present invention provides a traction control unit including a memory for storing computer-executable instructions, and a processor for executing the computer-executable instructions in the memory to perform the power output control method of the vehicle according to the above embodiment.
To achieve the above object, an embodiment of a third aspect of the present invention provides a power system, including an electric motor and a traction control unit according to the above embodiment; the traction control unit is configured to control the output torque of the motor, thereby realizing the power output control method of the vehicle as described in the above embodiment.
To achieve the above object, a fourth aspect of the present invention provides a vehicle, including the power system, the transmission system and the wheel system according to the above embodiments, the power system is in transmission connection with the wheel system through the transmission system, the transmission system includes at least one stage of transmission gear sets, wherein each stage of transmission gear sets includes a driving gear and a driven gear; when the vehicle accelerates, the meshing surfaces of the driving gear and the driven gear are respectively a first driving meshing surface and a second driving meshing surface, and the non-meshing surfaces of the driving gear and the driven gear are respectively a first braking meshing surface and a second braking meshing surface.
Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.
Drawings
Fig. 1 is a schematic view of a vehicle according to an embodiment of the present invention.
Fig. 2 is a partial schematic view of a transmission system of a vehicle in a driving state according to an embodiment of the present invention.
FIG. 3 is a partial schematic view of a drivetrain of a vehicle in an idle condition provided by an embodiment of the present invention.
Fig. 4 is a partial schematic view of a transmission system of a vehicle in a braked state according to an embodiment of the present invention.
Fig. 5 is a graph showing the change of output torque of the power system from the driving state to the braking state according to the embodiment of the present invention.
Fig. 6 is a flowchart of a power output control method according to an embodiment of the present invention.
Fig. 7 is a graph showing the change in output torque of the power system from the braking state to the driving state according to the embodiment of the present invention.
Fig. 8 is a flowchart of a power output control method according to an embodiment of the present invention.
Fig. 9 is a flowchart of a power output control method according to an embodiment of the present invention.
FIG. 10 is a graph of output torque change from a driving state to an idle state of a powertrain provided by an embodiment of the present invention.
Fig. 11 is a flowchart of a power output control method according to an embodiment of the present invention.
FIG. 12 is a graph of output torque change from a braking state to an idle state of a powertrain provided by an embodiment of the present invention.
Fig. 13 is a flowchart of a power output control method according to an embodiment of the present invention.
FIG. 14 is a graph of output torque change from an idle condition to a fully unloaded condition of the powertrain provided by an embodiment of the invention.
Fig. 15 is a flowchart of a power output control method according to an embodiment of the present invention.
Fig. 16 is a graph showing the change of output torque of the power system from the driving state to the idle state and then to the driving state according to the embodiment of the present invention.
Fig. 17 is a flowchart of a power output control method according to an embodiment of the present invention.
Fig. 18 is a graph showing the change in output torque of the powertrain from the driving state to the coasting state and then to the braking state according to the embodiment of the present invention.
Fig. 19 is a flowchart of a power output control method according to an embodiment of the present invention.
Reference numerals:
100. a vehicle;
10. a power system; 11. a motor; 12. a traction control unit;
20. a transmission system; 21. a shaft gear; 22. a two-axis gear; 23. a triaxial gear; 24. a differential gear; 201. a drive gear; 201a, a first drive engagement surface; 201b, a first brake engagement surface; 202. a driven gear; 202a, a second drive engagement surface; 202b, a second brake engagement surface;
30. A wheel system; 31. a wheel; 32. an axle.
Detailed Description
Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative and intended to explain the present invention and should not be construed as limiting the invention.
The inventor of the present invention found through research and analysis that in order to ensure smooth gear engagement, the gear engagement must have backlash, and the backlash needs to be adjusted and matched according to standards and test data, so that smoothness, temperature rise, NVH (Noise, vibration, harshness, noise, vibration and harshness) of the gear engagement reach an optimal state. In a transmission system driven by a new energy vehicle/motor, because the initial torque of the motor is large and the torque response speed is much faster than that of a fuel engine, the collision noise and abnormal sound of the engagement of gears and splines are serious correspondingly. In order to solve the above problems, there are two general methods: firstly, the precision of the transmission gear is improved, the backlash of the gear is reduced, however, the technology has strict requirements on the manufacturing process of the gear and the gear box, the production yield is lower, and the cost is higher; secondly, grease is filled in the tooth gaps so as to relieve gear collision, however, the degree of relief is limited in the mode, and the grease needs to be replenished after the grease is consumed, so that after-sales treatment is complex. For the above reasons, the inventor improves the power output control method of the vehicle to obtain the technical scheme of the invention.
A vehicle 100 and a power output control method thereof, a traction control unit 12, and a power system 10 according to an embodiment of the present invention are described below with reference to fig. 1-19.
As shown in fig. 1 and 2, in some embodiments, a vehicle 100 includes a powertrain 10, a drive train 20, and a wheel system 30, the powertrain 10 being drivingly connected to the wheel system 30 through the drive train 20, the drive train 20 including at least one stage of a drive gear set, wherein each stage of the drive gear set includes a drive gear 201 and a driven gear 202. In some embodiments, powertrain 10 includes an electric motor 11 and a traction control unit 12, and driveline 20 includes a first-axis gear 21, a second-axis gear 22, a third-axis gear 23, and a differential gear 24 that are sequentially meshed, and wheel system 30 includes wheels 31 and axles 32, wherein an output shaft of electric motor 11 is drivingly connected to first-axis gear 21 via splines, and axles 32 are drivingly connected to differential gear 24 via splines. Wherein, the first shaft gear 21 and the second shaft gear 22 form a first-stage transmission gear set through meshing, the first shaft gear 21 is a driving gear, and the second shaft gear is a driven gear; the drive gear sets of the other stages are analogized and are not described again here. It should be noted that, the matching between the shaft spline and the gear spline is similar to the meshing of the gears, and also requires a gap, and there is a problem of abnormal noise caused by collision, so that the matching between the motor shaft 12 and the spline of the shaft gear 21, and the matching between the axle 32 and the spline of the differential gear 24 can be regarded as the matching of the transmission gear set, and the problem of abnormal noise caused by collision can be solved by the power output control method of the vehicle provided by the embodiment of the invention.
As shown in fig. 2, in some embodiments, when the vehicle 100 is in a driving state, the output torque of the power system 10 is a driving torque, and the driving gear 21 of each stage of the transmission gear set 20 transmits the driving torque to the driven gear 202 through meshing with the driven gear 201, and finally transmits the driving torque to the wheel 31, so as to realize driving of the vehicle 100, where the meshing surfaces of the driving gear 201 and the driven gear 202 are respectively a first driving meshing surface 201a and a second driving meshing surface 202a, and the non-meshing surfaces of the driving gear 201 and the driven gear 202 are respectively a first braking meshing surface 201b and a second braking meshing surface 202b.
As shown in fig. 3, in some embodiments, when the vehicle 100 is in an idle state, the vehicle 100 is traveling by inertia, and the driving gear 201 does not transmit power to the driven gear 202.
In some embodiments, as shown in FIG. 4, vehicle 100 may be braked by power system 10. When the vehicle 100 is in a braking state, the output torque of the power system 20 is a braking torque, wherein the braking torque is opposite to the driving torque, and the driving gear 21 of each stage of transmission gear set 20 transmits the braking torque to the driven gear 202 through meshing with the driven gear 201, and finally transmits the braking torque to the wheels 31, so that the braking of the vehicle 100 is realized, at this time, the meshing surfaces of the driving gear 201 and the driven gear 202 are respectively a first braking meshing surface 201b and a second braking meshing surface 202b, and the non-meshing surfaces of the driving gear 201 and the driven gear 202 are respectively a first driving meshing surface 201a and a second driving meshing surface 202a.
The driving engagement surface and the braking engagement surface are defined according to the traveling direction of the vehicle 100, that is, the driving engagement surface when the vehicle 100 travels forward corresponds to the braking engagement surface when traveling backward, and the braking engagement surface when the vehicle 100 travels forward corresponds to the driving engagement surface when traveling backward;
as shown in fig. 5 and 6, in some embodiments, the power output control method provided by the present invention includes:
s1, when a vehicle enters a braking state from a driving state, acquiring a first target torque of a power system;
s2, controlling the subsystem to reduce driving torque at a first unloading rate; at this time, the first brake engagement surface and the second brake engagement surface are in a separated state;
s3, controlling the subsystem to reduce the driving torque at a second unloading rate until the output torque is equal to 0; wherein the first unloading rate is greater than the second unloading rate;
s4, controlling the braking system to increase braking torque at a second loading rate; at this time, the first driving engagement surface and the second driving engagement surface are in a separated state;
s5, controlling the braking system to increase the braking torque at the first loading rate until the braking torque is equal to the first target torque; wherein the first loading rate is greater than the second loading rate.
The vehicle 100 (such as a rail vehicle including a high-speed rail, a subway, a light rail, a straddle-type monorail, etc.) is often switched back and forth between a driving state, a coasting state, and a braking state during running, so that a driving engagement surface and a braking engagement surface of the driving gear 201 and the driven gear 202 are often switched back and forth between a contact state and a separation state, and when the driving engagement surface or the braking engagement surface of the driving gear 201 and the driven gear 202 enter the contact state at a relatively high speed, serious collision is caused and abnormal sound is generated. For example, in the prior art, when the vehicle 100 enters the braking state from the driving state, the driving torque is quickly unloaded and the braking torque is then loaded, at this time, the first driving engagement surface 201a is quickly separated from the second driving engagement surface 202a due to the existence of inertia, and the first braking engagement surface 201b is quickly collided with the second braking engagement surface 202 b.
According to the power output control method of the vehicle 100, when the vehicle 100 enters a braking state from a driving state, the driving torque is reduced at a first unloading rate and the braking torque is increased at a first loading rate through controlling the powertrain 10, so that the reaction speed of state switching is improved; near the value of 0 of the output torque, i.e., before and after the directional shift of the output torque, the control power system 10 decreases the drive torque at a second, smaller unloading rate and increases the brake torque at a second, smaller loading rate, such that the first and second brake engagement surfaces 201b, 202b proceed with a smaller, more stable interaction torque as they change from the disengaged state to the engaged state, to avoid a more severe collision of the first and second brake engagement surfaces 201b, 202b, and to increase the service life of the power transmission system 20.
Specifically, when the vehicle 100 enters the braking state from the driving state, the following process occurs between the driving gear 201 and the driven gear 202:
as shown in fig. 2, in the driving state, the first driving engagement surface 201a and the second driving engagement surface 202a are in a contact state, the first brake engagement surface 201b and the second brake engagement surface 202b are in a separation state, and the output torque of the power system 10 is the driving torque, that is, the first driving engagement surface 201a applies the driving force to the second driving engagement surface 202 a;
as shown in fig. 2, when the torque in the driving state is unloaded, the first driving engagement surface 201a and the second driving engagement surface 202a are in a contact state, the first brake engagement surface 201b and the second brake engagement surface 202b are in a separation state, and the driving torque of the power system 10 is gradually reduced, so that the driving force applied by the first driving engagement surface 201a to the second driving engagement surface 202a is gradually reduced;
as shown in fig. 3, when the coasting state is entered, the first drive engagement surface 201a and the second drive engagement surface 202a are changed from the contact state to the separation state with the backlash therebetween gradually increased, the first brake engagement surface 201b and the second brake engagement surface 202b are in the separation state with the backlash therebetween gradually decreased, until the first brake engagement surface 201b and the second brake engagement surface 202b are changed to the contact state;
As shown in fig. 4, when the torque in the braking state is applied, the first drive engagement surface 201a and the second drive engagement surface 202a are in a separated state, the first brake engagement surface 201b and the second brake engagement surface 202b are in a contact state, and the output torque of the power system 10 is changed from the drive torque to the brake torque, and the braking force applied to the second brake engagement surface 202b by the first brake engagement surface 201b is gradually increased until the brake torque reaches the first target torque.
It can be seen that the driving gear 201 and the driven gear 202 are both in the engaged state during the torque unloading phase of the driving state and the torque loading phase of the braking state, and the relative movement is stable; while in the idle state phase the backlash between the driving gear 201 and the driven gear 202 is gradually changed with the risk of serious collisions. Therefore, the power output control method of the vehicle 100 according to the embodiment of the present invention greatly reduces the settling period time of the state switching by controlling the powertrain 10 to reduce the driving torque at the larger first unloading rate and to increase the braking torque at the larger first loading rate, so as to increase the reaction speed of the state switching; at the same time, the active damping of the phase of the change in backlash occurs by controlling the powertrain 10 to reduce the drive torque at a second, smaller unloading rate and to increase the brake torque at a second, smaller loading rate, thereby reducing the risk of serious collisions and improving the service life of the powertrain 20.
As shown in fig. 7, in some embodiments, the control method of the vehicle 100 from the braking state to the driving state is similar to the control method of the vehicle 100 from the driving state to the braking state provided in the embodiment of the present invention, or may be regarded as a corresponding reverse process.
In some embodiments, the first unloading rate and the first loading rate of the output torque of the powertrain 10 are determined based on the vehicle weight, the wheel radius, the gear ratio, and the impact rate. The output torque of the power system 10 is changed at a larger first unloading rate and a larger first loading rate, and the running speed of the vehicle 100 is also changed at a larger speed, so that the first unloading rate and the first loading rate are determined according to the vehicle weight, the wheel radius, the transmission ratio and the impact rate, thereby ensuring that the impact of the vehicle 100 caused by the speed change is limited to a certain range and ensuring the riding comfort of passengers. The vehicle weight includes the sum of the weight of the vehicle 100 itself and the weight carried by the vehicle, the transmission ratio means the transmission ratio of the entire transmission from the power system 10 to the wheel system 30, and the impact ratio means the running acceleration of the vehicle 100 satisfying the riding comfort.
In some embodiments, the control subsystem is configured to control the drive torque to decrease at a first unloading rate when the drive torque decreases linearlyIs small; the braking torque increases linearly as the control subsystem increases the braking torque at the first loading rate. In some embodiments, the first offload rate ΔT 1－ And a first loading rate deltaT 1+ And the weight of the vehiclemRadius of wheelRRatio of transmissioniImpact Ratea 0 The relation between the two is: deltaT 1－ =ΔT 1+ =ma 0 R/i. In some embodiments, the impact rate is 0.75m/s 2 。
As shown in fig. 8, in some embodiments, the power output control method provided by the present invention includes:
s6, determining a first conversion torque and a second conversion torque according to the vehicle weight, the wheel radius, the transmission ratio, the transmission efficiency, the running resistance and the running acceleration;
s7, controlling the subsystem to reduce driving torque at a first unloading rate; at this time, the first brake engagement surface and the second brake engagement surface are in a separated state;
s8, if the driving torque is smaller than or equal to the first conversion torque, controlling the power system to reduce the driving torque at a second unloading rate until the output torque is equal to 0;
s9, controlling the braking system to increase braking torque at a second loading rate; at this time, the first driving engagement surface and the second driving engagement surface are in a separated state;
And S10, if the braking torque is greater than or equal to the second conversion torque, controlling the braking system to increase the braking torque at a first loading rate until the braking torque is equal to a first target torque.
Based on the wheel radius, the gear ratio, the gear efficiency, and the current vehicle weight, running resistance, and running acceleration, the estimated drive torque, i.e., the first conversion torque, at the time before and after the first drive engagement surface 201a and the second drive engagement surface 202a are separated can be calculated. Based on the wheel radius, the gear ratio, the gear efficiency, and the current vehicle weight, running resistance, and running acceleration, an estimated value of the braking torque, that is, the second conversion torque, at the time before and after the first braking engagement surface 201b and the second braking engagement surface 202b are separated can be calculated. By using the first conversion torque as the conversion condition of the first unloading rate and the second unloading rate and using the second conversion torque as the conversion condition of the first loading rate and the second loading rate, the contact ratio of the rapid change phase of the output torque and the contact phase of the main driven gear is improved, the contact ratio of the slow change phase of the output torque and the separation phase of the main driven gear is improved, the reaction speed of the vehicle 100 in switching between the driving state and the braking state is further ensured, the risk of serious collision between the driving gear 201 and the driven gear 202 is reduced, and the service life of the transmission system 20 is prolonged.
In some embodiments, the first transition torque and the second transition torque are both minimum starting torques of the vehicle 100, i.e., minimum torques that can act as a driving action and a braking action at the vehicle weight, running resistance, and running acceleration at the corresponding sampling times. In some embodiments, the first conversion torqueT n1 And a second switching torqueT n2 The method comprises the following steps:T n1,2 =ρ·R·(m·a+f)/(n·η·i) WhereinρIn order to start the torque coefficient of the motor,Rfor the radius of the wheel of the vehicle,mfor the weight of the vehicle,ain order to achieve the acceleration of the vehicle,fin order to achieve the running resistance, the vehicle is provided with a control device,nis the number of motors in the power system,ηin order to achieve a transmission efficiency, the transmission,iis a transmission ratio.
In some embodiments, the second unloading rate and the second loading rate are determined according to a pass-through filtering method, that is, the phase target torque after the period filtering is determined periodically according to the theoretical phase target torque, the phase target torque after the period filtering, and the filter coefficient, and then the linear change rate of the phase target torque after the period filtering and the phase target torque after the period filtering in one filter period is used as the second unloading rate and the second loading rate, that is, the second unloading rate is gradually reduced according to the filter period, and the second loading rate is gradually increased according to the filter period.
In some embodiments, the second offloading rate is determined from passing a first order low pass filtering method. The power output control method provided by the invention comprises the following steps: to be used for tFor the filtering period, the firstkSecondary meterTheoretical stage target torqueX(k) =T n1 －ΔT 1－ ·k·tI.e. when the driving torque is reduced toT n1 The time is reduced still at the first unloading ratek·tTheoretical value of the latter, and whenT n1 －ΔT 1－ ·k·tWhen less than 0, takeX(k) =0; according to theoretical stage target torqueX(k) And (d)k-1 post-filter stage target torqueY(k-1) determining the firstkPost-sub-filter phase target torqueY(k)=μX(k)+(1-μ)Y(k-1) whereinY(0)= T n1 ，μIs a filter coefficient, andμ>0; according to the firstk-1 post-filter stage target torqueY(k-1), the firstkPost-sub-filter phase target torqueY(k) And a filter periodtDetermine the firstkSecond unloading rate delta of filter periodT 2－ =[Y(k-1)-Y(k)]/tThe method comprises the steps of carrying out a first treatment on the surface of the When the first iskPost-sub-filter phase target torqueY(k) When the torque is smaller than zero, takingY(k) =0. In some embodiments, the near zero torque is 1N/m.
In some embodiments, the second loading rate is determined according to a first order low pass filtering method. The power output control method provided by the invention comprises the following steps: to be used fortFor the filtering period, the firstkStage target torque of sub-calculation theoryX(k) =ΔT 1+ ·k·tI.e. loading time at a first loading rate after the drive torque has been reduced to 0k·tA theoretical value of the braking torque; according to theoretical stage target torqueX(k) And (d)k-1 post-filter stage target torqueY(k-1) determining the firstkPost-sub-filter phase target torque Y(k)=μX(k)+(1-μ)Y(k-1) whereinY(0)=0，μIs a filter coefficient, andμ>0; according to the firstk-1 post-filter stage target torqueY(k-1), the firstkPost-sub-filter phase target torqueY(k) And a filter periodtDetermine the firstkSecond loading rate delta of each filtering periodT 2+ =[Y(k)-Y(k-1)]/t。
In other embodiments, the second unloading rate is inversely related to time, such that the second unloading rate decreases with increasing time; the second load rate is positively linearly related to time, so the second load rate increases with increasing time. In other embodiments, the second unloading rate and the second loading rate are both constant over time.
As shown in fig. 9, in other embodiments, the power output control method provided by the present invention includes:
s11, controlling the subsystem to reduce driving torque at a first unloading rate; at this time, the first brake engagement surface and the second brake engagement surface are in a separated state;
s12, if the first driving engagement surface and the second driving engagement surface are changed from a contact state to a separation state, controlling the power system to reduce the driving torque at a second unloading rate until the output torque is equal to 0;
s13, controlling the braking system to increase braking torque at a second loading rate; at this time, the first driving engagement surface and the second driving engagement surface are in a separated state;
And S14, if the first brake engagement surface and the second brake engagement surface are changed from the separated state to the contact state, controlling the power system to increase the brake torque at the first loading rate until the brake torque is equal to the first target torque.
By arranging the sensor to detect the contact state between the driving gear 201 and the driven gear 202, the change rate of the output torque is accurately switched, the contact ratio of the rapid change phase of the output torque and the contact phase of the driving gear and the driven gear is further improved, the contact ratio of the slow change phase of the output torque and the separation phase of the driving gear and the driven gear is further improved, the reaction speed of the vehicle 100 in switching between the driving state and the braking state is ensured, the risk of serious collision between the driving gear 201 and the driven gear 202 is reduced, and the service life of the transmission system 20 is prolonged.
As shown in fig. 10 and 11, in some embodiments, the power output control method provided by the present invention includes:
s15, determining a first idle running torque according to the resistance torque born by the wheel system and the transmission system, the rotational inertia and the angular acceleration of the power system, the rotational inertia and the angular acceleration of the transmission system and the rotational inertia and the angular acceleration of the wheel system; wherein the direction of the first idle torque is the same as the direction of the driving torque;
S16, when the vehicle enters an idle state from a driving state, the power system is controlled to output first idle torque, so that the first brake engagement surface and the second brake engagement surface are in a separated state.
According to the power output control method of the vehicle 100 provided by the embodiment of the invention, the first idle torque is determined according to the rotational inertia, the angular acceleration and the resistance torque received by each system, and the first idle torque is output through the control power system 10, so that the first brake engagement surface 201b and the second brake engagement surface 202b are in a separated state on the premise that the idle state requirement of the vehicle 100 is met, the driving gear 201 does not transmit power to the driven gear 202 by virtue of inertia running, and the situation that the backlash between the first brake engagement surface 201b and the second brake engagement surface 202b is reduced rapidly due to the inertia of the driven gear 202 after the output driving torque is unloaded by the power system 10 is avoided, so that the collision abnormal sound between the driving gear 201 and the driven gear 202 is greatly relieved, and the service life of the transmission system 20 is prolonged.
As shown in fig. 10, in some embodiments, controlling the power system 10 to output a first coasting torque when the vehicle enters the coasting state from the driving state includes: control subsystem 10 reduces the drive torque at the first unloading rate until the drive torque is equal to the first idle torque.
As shown in fig. 12 and 13, in some embodiments, the power output control method provided by the present invention includes:
s17, determining a second idle running torque according to the resistance torque born by the wheel system and the transmission system, the rotational inertia and the angular acceleration of the power system, the rotational inertia and the angular acceleration of the transmission system and the rotational inertia and the angular acceleration of the wheel system; wherein the direction of the second idle torque is the same as the direction of the braking torque;
and S18, when the vehicle enters an idle state from a braking state, controlling the power system to output a second idle torque so that the first driving engagement surface and the second driving engagement surface are in a separated state.
According to the power output control method of the vehicle 100 provided by the embodiment of the invention, the second idle torque is determined according to the rotational inertia, the angular acceleration and the resistance torque received by each system, and the second idle torque is output through the control subsystem 10, so that the first driving engagement surface 201a and the second driving engagement surface 202a are in a separated state on the premise that the idle state requirement of the vehicle 100 is met, the driving gear 201 does not transmit power to the driven gear 202 by virtue of inertia running, and the situation that the backlash between the first driving engagement surface 201a and the second driving engagement surface 202a is rapidly reduced due to the inertia of the driving gear 201 after the output braking torque is unloaded by the power subsystem 10 is avoided, so that the collision abnormal sound between the driving gear 201 and the driven gear 202 is greatly relieved, and the service life of the transmission system 20 is prolonged.
As shown in fig. 12, in some embodiments, controlling the power system 10 to output a second coasting torque when the vehicle enters the coasting state from the braking state includes: control subsystem 10 reduces the braking torque at the first unloading rate until the braking torque is equal to the second idle torque.
In some embodiments, the first idler torqueT m1 And a second idle torqueT m2 The calculation modes of the method are the same as follows:T m1,2 =2T r +T g +J e α e +2J r α r +2J g α g whereinT r For the drag torque to which the wheel system is subjected,T g in order to resist torque experienced by the drive train,J e andα e the equivalent moment of inertia and angular acceleration of the motor,J r andα r the equivalent moment of inertia and angular acceleration of the wheel system respectively,J g andα g the equivalent moment of inertia and angular acceleration of the drive train, respectively.
As shown in fig. 14 and 15, in some embodiments, the power output control method provided by the present invention includes:
s19, obtaining the maximum unloading rate of the output torque;
s20, when the vehicle is in an idle state, if the running speed of the vehicle becomes 0, the power system is controlled to reduce the output torque at the maximum unloading rate until the output torque is 0.
When the vehicle 100 is ready for inbound or in storage, the vehicle may be stopped by decelerating in a continuous coasting state until it is stopped, during which the output torque is the first coasting torque or the second coasting torque and will remain constant, but after the vehicle 100 is stopped, the output torque will cause the power system 10 to stall; if the vehicle 100 slides onto the ramp and parks in the idle state, and the first idle torque or the second idle torque is insufficient to maintain the parking state, the vehicle may possibly slide, and at this time, the power system 10 will be blocked or the degree of sliding will be increased, so that the anti-sliding protection needs to be triggered, so that the vehicle 100 performs emergency braking; if the vehicle 100 is in an idle state, the output torque will cause the powertrain 10 to stall when the vehicle 100 fails or suddenly stops due to another accident. That is, when the vehicle 100 is in the idle state, if the running speed of the vehicle 100 becomes 0, the power output control method of the vehicle 100 according to the embodiment of the present invention controls the powertrain 10 to reduce the output torque at the maximum unloading rate until the output torque becomes 0, so as to solve the problems of sliding of the vehicle or stalling of the powertrain 10 caused by the output torque of the powertrain 10 in the shortest time, so as to improve the safety of the vehicle 100.
It should be noted that, the maximum unloading rate of the output torque is related to the voltage level of the controller in the power system 10, the performance of the power device, and the like, and is specifically determined according to the actual measurement result. In some embodiments, the maximum unloading torque for the output torque is 3N.m/ms+ -5%.
As shown in fig. 16 and 17, in some embodiments, the power output control method provided by the present invention includes:
s21, when the vehicle enters a driving state or a braking state from an idle state, acquiring a second target torque and a current output torque of the power system;
s22, if the second target torque is the same as the current output torque in direction, obtaining a third loading rate of the output torque;
s23, controlling the subsystem to linearly increase the output torque at the third loading rate until the output torque is equal to the second target torque.
Since the first idling torque output from the rear power system 10 when the vehicle 100 enters the idling state from the driving state is the same as the direction of the driving torque, and the second idling torque output from the rear power system 10 when the vehicle 100 enters the idling state from the braking state is the same as the direction of the braking torque, if the second target torque is the same as the direction of the output torque from the vehicle 100 when the vehicle 100 enters the idling state, it is explained that the vehicle 100 is ready to enter the same running state as before the idling state. That is, the engagement state of the driving gear 201 and the driven gear 202 does not change greatly during the forward and backward of the idle state of the vehicle 100, so that the reaction speed of the state switching can be effectively ensured by controlling the powertrain 10 to linearly and rapidly increase the output torque at the third loading rate. In some embodiments, the third load rate Δ T 3+ And the weight of the vehiclemRadius of wheelRRatio of transmissioniImpact Ratea 0 The relation between the two is: deltaT 3+ =ma 0 R/i 。
As shown in fig. 18 and 19, in some embodiments, the power output control method provided by the present invention includes:
s24, when the vehicle enters a driving state or a braking state from an idle state, acquiring a second target torque and a current output torque of the power system;
s25, if the second target torque is opposite to the current output torque, acquiring a third unloading rate and a fourth loading rate of the output torque; wherein the third unloading rate is less than the fourth loading rate;
s26, controlling the subsystem to reduce the output torque at a third unloading rate until the output torque is equal to 0;
and S27, controlling the subsystem to increase the output torque at a fourth loading rate until the output torque is equal to the second target torque.
If the second target torque is opposite to the output torque direction of the vehicle 100 in the coasting state, it is indicated that the vehicle 100 is ready to enter a different running state than before the coasting state. That is, during the forward and backward traveling of the vehicle 100, the meshing states of the driving gear 201 and the driven gear 202 will be switched, and at this time, the driving gear 201 and the driven gear 202 will possibly collide and give off abnormal sound. Therefore, in the power output control method provided by the invention, the output torque is reduced at the smaller third unloading rate, and the phase of the change of the backlash is actively buffered, so that the risk of serious collision is reduced, and the service life of the transmission system 20 is prolonged; and then increasing the reverse output torque at a fourth larger loading rate to improve the reaction speed of state switching.
In some embodiments, the third unloading rate is determined according to a filtering method, and the calculation manner is similar to that of the second loading rate, which is not described herein. In some embodiments, the fourth load rate ΔT 4+ And the weight of the vehiclemRadius of wheelRRatio of transmissioniImpact Ratea 0 The relation between the two is: deltaT 4+ =ma 0 R/i 。
In other embodiments, the third unloading rate is positively linearly related to time, so the third unloading rate increases with increasing time. In other embodiments, the third unloading rate is constant over time.
In order to implement the above-described embodiment, the present invention also proposes a traction control unit 12 for implementing the power output control method of the vehicle 100 as described in the above-described embodiment. The traction control unit 12 of the embodiment of the present invention performs power output control on the vehicle 100 by acquiring information, calculating data, performing a series of judgment and other programs, thereby avoiding the problem of serious collision during the gear engagement process.
In order to implement the above embodiment, the present invention also proposes a power system 10 comprising an electric motor 11 and a traction control unit 12 according to the above embodiment. The traction control unit 12 is used to control the output torque of the motor 11 so as to implement the power distribution method of the vehicle 100 as described in the above embodiment. Comprising an electric motor 11 and a traction control unit 12 according to the above described embodiments; the traction control unit 12 is used to control the output torque of the motor 11, thereby realizing the power output control method of the vehicle 100 as described in the above embodiment.
In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, the different embodiments or examples described in this specification and the features of the different embodiments or examples may be combined and combined by those skilled in the art without contradiction.
Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present invention, the meaning of "plurality" means at least two, for example, two, three, etc., unless specifically defined otherwise.
Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more executable instructions for implementing specific logical functions or steps of the process, and additional implementations are included within the scope of the preferred embodiment of the present invention in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order from that shown or discussed, depending on the functionality involved, as would be understood by those reasonably skilled in the art of the embodiments of the present invention.
Logic and/or steps represented in the flowcharts or otherwise described herein, e.g., a ordered listing of executable instructions for implementing logical functions, can be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions. For the purposes of this description, a "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of the computer-readable medium would include the following: an electrical connection (electronic device) having one or more wires, a portable computer diskette (magnetic device), a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). In addition, the computer readable medium may even be paper or other suitable medium on which the program is printed, as the program may be electronically captured, via, for instance, optical scanning of the paper or other medium, then compiled, interpreted or otherwise processed in a suitable manner, if necessary, and then stored in a computer memory.
It is to be understood that portions of the present invention may be implemented in hardware, software, firmware, or a combination thereof. In the above-described embodiments, the various steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. As with the other embodiments, if implemented in hardware, may be implemented using any one or combination of the following techniques, as is well known in the art: discrete logic circuits having logic gates for implementing logic functions on data signals, application specific integrated circuits having suitable combinational logic gates, programmable Gate Arrays (PGAs), field Programmable Gate Arrays (FPGAs), and the like.
Those of ordinary skill in the art will appreciate that all or a portion of the steps carried out in the method of the above-described embodiments may be implemented by a program to instruct related hardware, where the program may be stored in a computer readable storage medium, and where the program, when executed, includes one or a combination of the steps of the method embodiments.
In addition, each functional unit in the embodiments of the present invention may be integrated in one processing module, or each unit may exist alone physically, or two or more units may be integrated in one module. The integrated modules may be implemented in hardware or in software functional modules. The integrated modules may also be stored in a computer readable storage medium if implemented in the form of software functional modules and sold or used as a stand-alone product.
The above-mentioned storage medium may be a read-only memory, a magnetic disk or an optical disk, or the like. While embodiments of the present invention have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the invention, and that variations, modifications, alternatives and variations may be made to the above embodiments by one of ordinary skill in the art within the scope of the invention.
Claims (13)
1. A power output control method of a vehicle, characterized in that the vehicle comprises a power system, a transmission system and a wheel system, wherein the power system is in transmission connection with the wheel system through the transmission system, the transmission system comprises at least one stage of transmission gear set, and each stage of transmission gear set comprises a driving gear and a driven gear; when the vehicle is in a driving state, the meshing surfaces of the driving gear and the driven gear are a first driving meshing surface and a second driving meshing surface respectively, and the non-meshing surfaces of the driving gear and the driven gear are a first braking meshing surface and a second braking meshing surface respectively; when the vehicle is in a driving state, the output torque of the power system is driving torque; when the vehicle is in a braking state, the output torque of the power system is braking torque;
The power output control method includes:
when the vehicle enters a braking state from a driving state, acquiring a first target torque of the power system;
controlling the powertrain to reduce the drive torque at a first unloading rate when the first brake engagement surface and the second brake engagement surface are in a disengaged state;
controlling the powertrain to reduce the drive torque at a second unloading rate until the output torque is equal to 0; wherein the first unloading rate is greater than the second unloading rate;
controlling the powertrain to increase the braking torque at a second loading rate when the first and second drive engagement surfaces are in a disengaged state;
controlling the powertrain to increase the braking torque at a first loading rate until the braking torque is equal to a first target torque; wherein the first loading rate is greater than the second loading rate.
2. The power output control method of a vehicle according to claim 1, characterized in that the first unloading rate and the first loading rate are determined according to a vehicle weight, a wheel radius, a transmission ratio, and an impact rate of the vehicle.
3. The power output control method of a vehicle according to claim 1, characterized by further comprising:
After the power system is controlled to reduce the driving torque at a first unloading rate, if the driving torque is smaller than or equal to a first conversion torque, the power system is controlled to reduce the driving torque at a second unloading rate;
after the power system is controlled to increase the braking torque at the second loading rate, if the braking torque is greater than or equal to the second conversion torque, the power system is controlled to increase the braking torque at the first loading rate;
wherein the first and second conversion torques are determined according to a vehicle weight, a wheel radius, a transmission ratio, a transmission efficiency, a running resistance, and a running acceleration of the vehicle.
4. The power output control method of a vehicle according to claim 1, characterized in that after controlling the power system to reduce the drive torque at a first unloading rate, if the first drive engagement surface and the second drive engagement surface are changed from a contact state to a separation state, the power system is controlled to reduce the drive torque at a second unloading rate.
5. The power output control method of a vehicle according to claim 1, characterized in that after controlling the power system to increase the braking torque at a second loading rate, if the first braking engagement surface and the second braking engagement surface are changed from a disengaged state to a contacted state, the power system is controlled to increase the braking torque at a first loading rate.
6. The power output control method of a vehicle according to claim 1, characterized by further comprising:
when the vehicle enters an idle state from a driving state, controlling the power system to output a first idle torque so that the first brake engagement surface and the second brake engagement surface are in a separated state; wherein the direction of the first idler torque is the same as the direction of the driving torque;
or alternatively, the process may be performed,
when the vehicle enters an idle state from a braking state, controlling the power system to output a second idle torque so that the first driving engagement surface and the second driving engagement surface are in a separated state; wherein the direction of the second idle torque is the same as the direction of the braking torque.
7. The power output control method of the vehicle according to claim 6, characterized in that the first idling torque and the second idling torque are determined based on resistance torque to which the wheel system and the power train are subjected, rotational inertia and angular acceleration of the power train, rotational inertia and angular acceleration of the wheel system.
8. The power output control method of a vehicle according to claim 6, characterized by further comprising:
Obtaining a maximum unloading rate of the output torque;
and when the vehicle is in an idle state, if the running speed of the vehicle becomes 0, controlling the power system to reduce the output torque at the maximum unloading rate until the output torque is 0.
9. The power output control method of a vehicle according to claim 6, characterized by further comprising:
when the vehicle enters a driving state or a braking state from an idle state, acquiring a second target torque and a current output torque of the power system;
and if the second target torque is the same as the current output torque, acquiring a third loading rate of the output torque, and controlling the power system to linearly increase the output torque at the third loading rate until the output torque is equal to the second target torque.
10. The power output control method of a vehicle according to claim 6, characterized by further comprising:
when the vehicle enters a driving state or a braking state from an idle state, acquiring a second target torque of the power system and a current output torque of the power system;
if the second target torque is opposite to the current output torque, a third unloading rate and a fourth loading rate of the output torque are obtained; wherein the third unloading rate is less than the fourth loading rate;
Controlling the powertrain to reduce the output torque at the third unloading rate until the output torque is equal to 0;
controlling the powertrain to increase the output torque at the fourth loading rate until the output torque is equal to the second target torque.
11. A traction control unit comprising a memory for storing computer-executable instructions, a processor running the computer-executable instructions in the memory to perform the power output control method of the vehicle according to any one of claims 1-10.
12. A power system of a vehicle, characterized by comprising an electric motor and a traction control unit according to claim 11; the traction control unit is used for controlling the output torque of the motor.
13. A vehicle comprising the powertrain of claim 12, a transmission system and a wheel system, the powertrain in driving communication with the wheel system via the transmission system, the transmission system comprising at least one stage of transmission gear sets, wherein each stage of transmission gear set comprises a drive gear and a driven gear; when the vehicle accelerates, the meshing surfaces of the driving gear and the driven gear are respectively a first driving meshing surface and a second driving meshing surface, and the non-meshing surfaces of the driving gear and the driven gear are respectively a first braking meshing surface and a second braking meshing surface.
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