CN114212094B - Vehicle acceleration management method based on MPC control - Google Patents

Vehicle acceleration management method based on MPC control Download PDF

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CN114212094B
CN114212094B CN202111460907.2A CN202111460907A CN114212094B CN 114212094 B CN114212094 B CN 114212094B CN 202111460907 A CN202111460907 A CN 202111460907A CN 114212094 B CN114212094 B CN 114212094B
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acceleration
control
engine
vehicle
time domain
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CN114212094A (en
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董定欢
郭祥靖
刘勇
余建华
刘双平
周杰敏
关孟樵
谭宪琦
陈曼
蒋江楚
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Dongfeng Trucks Co ltd
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W50/00Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/107Longitudinal acceleration
    • GPHYSICS
    • G06COMPUTING; CALCULATING OR COUNTING
    • G06FELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00Computer-aided design [CAD]
    • G06F30/10Geometric CAD
    • G06F30/15Vehicle, aircraft or watercraft design
    • GPHYSICS
    • G06COMPUTING; CALCULATING OR COUNTING
    • G06FELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00Computer-aided design [CAD]
    • G06F30/20Design optimisation, verification or simulation
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W50/00Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001Details of the control system
    • B60W2050/0019Control system elements or transfer functions
    • B60W2050/0028Mathematical models, e.g. for simulation
    • B60W2050/0037Mathematical models of vehicle sub-units
    • B60W2050/0039Mathematical models of vehicle sub-units of the propulsion unit

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  • Mathematical Optimization (AREA)
  • Pure & Applied Mathematics (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

The application discloses a vehicle acceleration management method based on MPC control. The process is as follows: setting an acceleration composite performance index combining a final value type and an integral type; analyzing the dynamic characteristics of an engine control system to establish a state equation; establishing constraint conditions of performance indexes of an engine control system; acquiring actual parameters of a vehicle, determining an optimal solution of engine torque in a control time domain by a numerical optimization method based on acceleration composite performance indexes, state equations, constraint conditions and the actual parameters, and applying the optimal solution to an engine control system to perform acceleration control; and continuing to roll the predicted time domain forwards for one step length, and repeating the steps to realize the real-time control of the acceleration. The application combines the optimal control and the rolling time domain, and can realize continuous adaptation to the state quantity change by continuously rolling the time domain and timely process the sudden change so as to realize real-time optimal control.

Description

Vehicle acceleration management method based on MPC control
Technical Field
The application belongs to the technical field of automobiles, and particularly relates to a vehicle acceleration management method based on MPC control.
Background
Chinese patent application No. 'a device and method for calibrating vehicle parameters' (application No.: CN 201610086216.3) discloses a device and method for calibrating vehicle parameters, the device comprising: a receiving unit that receives a vehicle parameter and an acceleration limit threshold value, and a speed value corresponding to the acceleration limit threshold value; a VAM characteristic control unit for controlling the opening and closing of the VAM characteristic; the simulation calculation unit is used for performing simulation calculation on the acceleration time and the acceleration oil consumption according to the vehicle parameters under the condition that the VAM characteristics are started; the control unit is used for determining the VAM characteristic calibration parameters according to the acceleration time and the acceleration oil consumption calculated by the simulation calculation unit; the control unit is also configured to control the acceleration of the vehicle in accordance with the acceleration limit in the event that the VAM characteristic is on.
The prior art device can automatically control the throttle signal of the engine by judging the signal of the tire slip (the ratio between the driving force of the engine torque transmitted to the driving wheels and the maximum adhesion force FL, max of the FL tire) and the throttle signal of the driver, thereby limiting the driving wheel slip in the simulation model. Only one constraint of the control system is determined, and a plurality of constraints of the actual vehicle are not considered.
The distribution value of the vehicle acceleration is ACCVAM and Lim1 when the speed of the vehicle is smaller than or equal to VELVAM 1; when the speed of the vehicle is greater than or equal to VELVAM2, the acceleration limit is ACCVAM, lim2; when the vehicle speed is greater than VELVAM1 and less than VELVAM2, the acceleration limit is obtained by linear interpolation. The acceleration limit value is only determined according to the vehicle speed for vehicle acceleration management, only the fuel economy is considered, and the application scenes of strong demands on the vehicle dynamics such as vehicle overtaking are not considered.
Disclosure of Invention
The application aims to solve the defects of the background technology and provides a vehicle acceleration management method based on MPC control.
The technical scheme adopted by the application is as follows: a vehicle acceleration management method based on MPC control sets an acceleration composite performance index combining a final value type and an integral type;
analyzing the dynamic characteristics of an engine control system to establish a state equation;
establishing constraint conditions of performance indexes of an engine control system;
acquiring actual parameters of a vehicle, determining an optimal solution of engine torque in a control time domain by a numerical optimization method based on acceleration composite performance indexes, state equations, constraint conditions and the actual parameters, and applying the optimal solution to an engine control system to perform acceleration control;
and continuing to roll the predicted time domain forwards for one step length, and repeating the steps to realize the real-time control of the acceleration.
Further, the acceleration composite performance index is that
Wherein J is an acceleration composite performance index, t 0 To control the initial time of the time domain, t f For controlling the final time of the time domain, a is the actual acceleration value in the control process, a req For controlling the demand of acceleration during a process, engSpeed is the engine speed, T is the engine torque, k 1 And k 2 The vehicle dynamic index adjustment coefficient and the vehicle fuel economy index adjustment coefficient are respectively.
Further, the state equation includes
dv/dt=a
Wherein v is the vehicle speed, and a is the actual acceleration value in the control process.
Further, the state equation includes
T=I*[d(EngSpeed)/dt]
Where T is engine torque, I is moment of inertia, and EngSpeed is engine speed.
Further, the state equation includes
F=T*k/r=δ*m*a req
Wherein F is the driving force of the wheel edge, T is the torque of the engine, k is the transmission ratio of the engine to the wheels, r is the radius of the wheels, delta is the conversion coefficient of the rotating mass of the automobile, m is the mass of the automobile, and a req To the desired value of acceleration during control.
Further, the acceleration demand value in the control process is obtained by finding out the demand torque value corresponding to the current accelerator through an accelerator-torque table and then obtaining the relation between the torque and the acceleration.
Further, the constraint includes
EngSpeed min ≤EngSpeed≤EngSpeed max
T min ≤T≤T max
v min ≤v≤v max
Wherein EngSpeed is the engine speed; engSpeed min 、EngSpeed max The lower limit value and the upper limit value of the engine speed are respectively; t is engine torque; t (T) min 、T max The lower limit value of the engine torque and the upper limit value of the engine torque are respectively; v is the vehicle speed; v (V) min 、V max The vehicle speed lower limit value and the vehicle speed upper limit value are respectively.
Further, the method also comprises discretization processing, and when discretization interval deltaT is set, the time domain t epsilon t is controlled 0 ,t f ]Dividing by the discrete interval to obtain the discrete point number n of the control time domain.
Further, the numerical optimization method comprises the following steps: and traversing all values in the constraint area for all discrete time points in the control time domain by the engine torque, and finding out the minimum value of the acceleration composite performance index, wherein the engine torque corresponding to the minimum value is the optimal solution.
Still further, the process of traversing all values within the constraint area is: the method comprises the steps of collecting actual vehicle speed, engine rotating speed and engine torque, respectively inputting the actual vehicle speed, the engine rotating speed and the engine torque into each state equation, obtaining a plurality of engine torque values, and taking the engine torque within a constraint condition range to calculate an acceleration composite performance index.
The beneficial effects of the application are as follows:
1. the application establishes composite performance indexes of a plurality of targets, optimizes the dynamic performance and the fuel economy of the vehicle, can meet the requirements of the dynamic performance of the vehicle in application scenes such as uphill or overtaking, and can avoid high oil consumption caused by bad driving habit of a large foot accelerator of a driver.
2. The application processes the actual physical limiting conditions of the control system, processes a plurality of constraint conditions of the nonlinear system, including constraint conditions such as engine speed, engine torque, vehicle speed limit and the like, has the performance optimization based on the actual conditions, is not similar under simple ideal conditions, and has accuracy and practicability.
3. The application establishes the state equation of the control system by analyzing the dynamic characteristics of the control system, thereby realizing the processing of the response delay of the system.
4. The MPC control method is combined optimization of the prediction model and the rolling time domain, predicts the dynamic characteristics of the system through a state equation, and simultaneously carries out optimization solution on the rolling time domain continuously, so that continuous adaptation to state quantity change can be realized, sudden change can be processed in time, and real-time optimization control is realized.
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FIG. 1 is a control flow chart of the present application.
Detailed Description
The following describes the embodiments of the present application further with reference to the drawings. The description of these embodiments is provided to assist understanding of the present application, but is not intended to limit the present application. In addition, technical features of the embodiments of the present application described below may be combined with each other as long as they do not collide with each other.
In the description of the present application, it should be understood that the terms "upper," "lower," "front," "rear," "left," "right," "top," "bottom," "inner," "outer," and the like indicate or are based on the orientation or positional relationship shown in the drawings, merely to facilitate description of the present application and to simplify the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present application.
Where the terms "comprising," "having," and "including" are used in this specification, there may be additional or alternative parts unless the use is made, the terms used may generally be in the singular but may also mean the plural.
It should be noted that although the terms "first," "second," "top," "bottom," "one side," "another side," "one end," "the other end," etc. may be used and used in this specification to describe various components, these components and portions should not be limited by these terms. These terms are only used to distinguish one element from another element. For example, a first element could be termed a second element, and, similarly, a second element could be termed a first element, with top and bottom elements, under certain circumstances, also being interchangeable or convertible with one another; the components at one end and the other end may be the same or different in performance from each other.
In addition, when constituting the components, although not explicitly described, it is understood that a certain error region is necessarily included.
In describing positional relationships, for example, when positional sequences are described as "on," "above," "below," and "next," unless words or terms such as "just" or "directly" are used, it is also possible to include cases where there is no contact or contact between them. If a first element is referred to as being "on" a second element, it does not mean that the first element must be located above the second element in the figures. The upper and lower portions of the component will change in response to changes in the angle and orientation of the view. Thus, in the drawings or in actual construction, if it is referred to that a first element is "on" a second element, it can comprise the case that the first element is "under" the second element and the case that the first element is "over" the second element. In describing the time relationship, unless "just" or "direct" is used, a case where there is no discontinuity between steps may be included in describing "after", "subsequent" and "preceding".
The features of the various embodiments of the application may be combined or spliced with one another, either in part or in whole, and may be implemented in a variety of different configurations as will be well understood by those skilled in the art. Embodiments of the present application may be performed independently of each other or may be performed together in an interdependent relationship.
The biggest feature of the Model Predictive (MPC) control method is that, with respect to the LQR, PID, etc., the MPC can consider various constraints of the spatial state variables, whereas the LQR, PID, etc., control can only consider various constraints of the input and output variables. MPC is applicable to both linear and nonlinear systems. In the MPC algorithm, a model describing the dynamic behavior of the object is required, and the function of this model is to predict the future dynamics of the system. That is, the output at time k+1 can be predicted from the state at time k of the system and the control input at time k. Because of the influence of external interference and model mismatch, the predicted output and the actual output of the system have deviation, if the measured value can measure the deviation, the control input of the next moment can be solved on line according to the measured value of the measured deviation at the next moment, namely, the deviation value is optimized. If the entire sequence of solved control outputs is applied to the system, the measured value at time k+1 cannot affect the control action, that is, the external disturbance or model error information included in the measured value cannot be effectively utilized. So we apply the first component of the optimal solution at each sampling instant to the system, re-predict the future output of the system and solve the optimal solution according to the newly obtained measurement value as the initial condition at the next sampling instant, and continue to apply the first component of the optimal solution at this instant to the system, thus repeating to infinity. The predictive control does not employ a constant global optimization objective, but rather a time-roll-forward finite time domain optimization strategy. This means that the optimization process is not performed once off-line, but repeatedly on-line. The MPC control can make up the condition that PID control can only process single input and single output, and increase multi-target setting, thereby better realizing process and final state control
According to the application, a MPC model predictive control method is adopted to manage vehicle acceleration, as shown in FIG. 1, and the performance index of control output is designed first. The performance index is divided into an integral type performance index and a final value type performance index. The integral performance index is designed as a requirement that a system state quantity (vehicle acceleration) and a system control quantity (engine torque) should be achieved in the control process. The final value type performance index is designed as the requirement that the final state of the control system should be reached. The scheme adopts the combination of composite performance indexes, namely final value type and integral type performance indexes, and comprehensively considers the two performance requirements of the process and the final state.
Wherein t is 0 To control the beginning of the time domainStart time, t f To control the final time of the time domain, x (t f ) In order to achieve the system state at the final time, θ (x (t f ),t f ) The final state of the control system is required to be reached; x (t) is the system state in the control time domain, u (t) is the system control quantity in the control time domain, and F (x (t), u (t) and t) are the requirements to be met in the control process.
And then establishing a state equation by analyzing the dynamic characteristics of the system. The state equation includes that the relation between the vehicle acceleration and the vehicle speed of the system state quantity is expressed by a first-order differential equation, the relation between the engine torque and the engine speed of the system control quantity is expressed by a first-order differential equation, and the relation between the engine speed and the vehicle speed is related to a transmission coefficient. The state equation serves as a primary constraint on the performance index.
And finally, establishing other constraint conditions for controlling the performance index of the system. The engine speed range may be determined subject to actual physical constraints. The engine torque range may be determined by engine design goals. The vehicle speed range may be determined based on the safety limit.
After the establishment of the performance index, the state equation and the constraint condition is completed, the { T } in the control time domain is obtained through a numerical optimization method 0 ,T 1 ,T 2 ,……,T n-1 Optimal solution { U }, for 0 ,U 1 ,U 2 ,……,U n-1 And the first optimal solution U 0 The method is applied to a control system. The prediction horizon is then scrolled forward by one step, i.e., T in the previous horizon 1 Becomes T in the latter time domain 0 And so on. And continuously updating the optimal solution according to the latest state equation of the system. Therefore, the performance indexes of vehicle dynamic property and fuel economy can be realized by realizing acceleration management, so that the vehicle can have enough power when overtaking or ascending. And the high oil consumption caused by the fact that the driver jerks the accelerator can be improved while necessary power can be realized under other application scenes, so that oil and oil are saved as much as possible. The model predictive control can enable the vehicle to predict new system dynamic characteristics in a continuously updated control time domain, so that the acceleration limit value which can be adapted to the vehicle under various complex working conditions is not set by the vehicle speed alone.
Example 1:
the performance index set by the vehicle acceleration management is a composite performance index, and the acceleration limit value is set by comprehensively considering the dynamic property and the economical efficiency. The dynamic property of the vehicle is designed in such a way that the acceleration can reach the required value as soon as possible under the constraint condition, so as to meet the power requirements of the vehicle when the vehicle goes uphill and overtakes. Vehicle fuel economy is designed to minimize fuel consumption during control.
Wherein J is an acceleration composite performance index, t 0 To control the initial time of the time domain, t f For controlling the final time of the time domain, a is the actual acceleration value in the control process, a req To control the demand value of acceleration during the process, the vehicle dynamics is expressed as a desired (a-a req ) 2 The minimum acceleration can reach the required value as soon as possible; engSpeed is the engine speed, trq is the engine torque, and F (EngSpeed, trq) is the oil quantity value based on a look-up table of speed and engine torque. Fuel economy is manifested by minimal fuel consumption during control. k (k) 1 And k 2 The coefficient is adjusted for the vehicle dynamics index/fuel economy index. When it is determined that the steering angle signal from the vehicle stability determination system (ESC) control module is greater than the calibration limit or the transmission control unit is executing a downshift operation, the entire control time domain k is set 2 =0, at which time the performance index selects to optimize vehicle dynamics; when none of the foregoing conditions is satisfied, k 1 And k 2 The values of (2) are calibrated according to the user targets, and the performance index simultaneously considers the vehicle dynamics and the fuel economy.
And then establishing a state equation by analyzing the dynamic characteristics of the system. The state equation serves as a primary constraint on the performance index. The state equation includes that the relation between the system state quantity vehicle acceleration and the vehicle speed is expressed by a first-order differential equation:
dv/dt=a
in the above expression, v is the vehicle speed, and a is the actual value of the vehicle acceleration.
The relation between the engine torque and the engine speed of the system control quantity is expressed by a first order differential equation:
T=I*[d(EngSpeed)/dt]
in the above formula, T is engine torque, I is rotational inertia, and EngSpeed is engine speed.
And (5) detecting a required torque value corresponding to the current accelerator through the accelerator-torque table. And then the required value of the vehicle acceleration is obtained according to the relation between the torque and the acceleration:
F=T*k/r=δ*m*a req
in the above formula, F is the driving force of the wheel edge, T is the torque of the engine, k is the transmission ratio of the engine to the wheels, r is the radius of the wheels, delta is the conversion coefficient of the rotating mass of the automobile, m is the mass of the automobile, and a req Is a required value of the acceleration of the vehicle.
The relation between the engine speed and the vehicle speed is related to the transmission coefficient, and the relation is as follows:
EngSpeed=k*v
in the above equation, engSpeed is the engine speed, k is the engine-to-wheel ratio, and v is the vehicle speed.
And finally, establishing other constraint conditions of the control system. The engine speed range may be determined subject to actual physical constraints. The engine torque range may be determined by engine design goals. The vehicle speed range may be determined based on the safety limit. The constraint conditions include:
EngSpeed min ≤EngSpeed≤EngSpeed max
T min ≤T≤T max
v min ≤v≤v max
wherein EngSpeed is the engine speed; engSpeed min 、EngSpeed max The lower limit value and the upper limit value of the engine speed are respectively; t is engine torque; t (T) min 、T max The lower limit value of the engine torque and the upper limit value of the engine torque are respectively; v is the vehicle speed; v (V) min 、V max The vehicle speed lower limit value and the vehicle speed upper limit value are respectively.
Performance targets, state equations and constraint barsAnd after the piece establishment is completed, discretizing. Setting discretization interval deltaT, controlling time domain t E [ t ] 0 ,t f ]Dividing by the discrete interval to obtain the discrete point number n of the control time domain. For all discrete time points in the control time domain
{t 0 ,t 1 ,t 2 ,……,t n-1 And traversing all values (actually detected vehicle speed, rotation speed and torque) in a constraint area by a controller computing unit to obtain a plurality of torque values, taking the torque within a constraint condition range to compute a performance index, and finding out the minimum value of the performance index J, wherein the T value is the optimal solution. The optimal solution T is applied to the control system. The predicted horizon is then scrolled forward one step, i.e., t in the previous horizon 1 Becomes t in the latter time domain 0 And so on until t in the previous time domain n-1 Becomes t in the latter time domain n And then repeating the optimization control operation, so that the method can be continuously adapted to new state variables and realize real-time optimization control. The optimized control in the rolling time domain enables the vehicle to adapt to new system dynamic characteristics in the continuously updated control time domain, and can ensure that the vehicle can find the adaptive acceleration limit under different running conditions instead of simply setting the acceleration limit by the vehicle speed. When the vehicle overtakes or climbs a slope, the acceleration required by the power performance can be controlled as soon as possible, and the power performance and the fuel economy of the vehicle can be comprehensively considered under other application scenes.
It should be understood that the specific order or hierarchy of steps in the processes disclosed are examples of exemplary approaches. Based on design preferences, it is understood that the specific order or hierarchy of steps in the processes may be rearranged without departing from the scope of the present disclosure. The accompanying method claims present elements of the various steps in a sample order, and are not meant to be limited to the specific order or hierarchy presented.
The foregoing description of the embodiments and specific examples of the present application has been presented for purposes of illustration and description; this is not the only form of practicing or implementing the application as embodied. The description covers the features of the embodiments and the method steps and sequences for constructing and operating the embodiments. However, other embodiments may be utilized to achieve the same or equivalent functions and sequences of steps.
In the foregoing detailed description, various features are grouped together in a single embodiment for the purpose of streamlining the disclosure. This method of disclosure is not to be interpreted as reflecting an intention that the claimed embodiments of the subject matter require more features than are expressly recited in each claim. Rather, as the following claims reflect, application lies in less than all features of a single disclosed embodiment. Thus the following claims are hereby expressly incorporated into this detailed description, with each claim standing on its own as a separate preferred embodiment of this application.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present application. As will be apparent to those skilled in the art; various modifications to these embodiments will be readily apparent, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the disclosure. Thus, the present disclosure is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
The foregoing description includes examples of one or more embodiments. It is, of course, not possible to describe every conceivable combination of components or methodologies for purposes of describing the aforementioned embodiments, but one of ordinary skill in the art may recognize that many further combinations and permutations of various embodiments are possible. Accordingly, the embodiments described herein are intended to embrace all such alterations, modifications and variations that fall within the scope of the appended claims. Furthermore, as used in the specification or claims, the term "comprising" is intended to be inclusive in a manner similar to the term "comprising," as interpreted when employed as a transitional word in a claim. Furthermore, any use of the term "or" in the specification of the claims is intended to mean "non-exclusive or".
Those of skill in the art will further appreciate that the various illustrative logical blocks (illustrative logical block), units, and steps described in connection with the embodiments of the application may be implemented by electronic hardware, computer software, or combinations of both. To clearly illustrate this interchangeability of hardware and software, various illustrative components (illustrative components), elements, and steps have been described above generally in terms of their functionality. Whether such functionality is implemented as hardware or software depends upon the particular application and design requirements of the overall system. Those skilled in the art may implement the described functionality in varying ways for each particular application, but such implementation is not to be understood as beyond the scope of the embodiments of the present application.
The various illustrative logical blocks or units described in the embodiments of the application may be implemented or performed with a general purpose processor, a digital signal processor, an Application Specific Integrated Circuit (ASIC), a field programmable gate array or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described. A general purpose processor may be a microprocessor, but in the alternative, the general purpose processor may be any conventional processor, controller, microcontroller, or state machine. A processor may also be implemented as a combination of computing devices, e.g., a digital signal processor and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a digital signal processor core, or any other similar configuration.
The foregoing description is only of the preferred embodiments of the application and the technical principles employed. It will be understood by those skilled in the art that the present application is not limited to the particular embodiments described herein, and that various obvious changes, rearrangements, combinations, and substitutions can be made by those skilled in the art without departing from the scope of the application. Therefore, while the application has been described in connection with the above embodiments, the application is not limited to the embodiments, but may be embodied in many other equivalent forms without departing from the spirit or scope of the application, which is set forth in the following claims.

Claims (10)

1. A vehicle acceleration management method based on MPC control is characterized in that:
setting an acceleration composite performance index combining a final value type and an integral type;
analyzing the dynamic characteristics of an engine control system to establish a state equation;
establishing constraint conditions of performance indexes of an engine control system;
acquiring actual parameters of a vehicle, determining an optimal solution of engine torque in a control time domain by a numerical optimization method based on acceleration composite performance indexes, state equations, constraint conditions and the actual parameters, and applying the optimal solution to an engine control system to perform acceleration control; the actual parameters of the vehicle are actual vehicle speed, engine speed and engine torque;
and continuing to roll the predicted time domain forwards for one step length, and repeating the steps to realize the real-time control of the acceleration.
2. The MPC control-based vehicle acceleration management method according to claim 1, wherein: the acceleration composite performance index is
Wherein J is an acceleration composite performance index, t 0 To control the initial time of the time domain, t f For controlling the final time of the time domain, a is the actual acceleration value in the control process, a req For controlling the demand of acceleration during a process, engSpeed is the engine speed, T is the engine torque, k 1 And k 2 Respectively, vehicle powerAnd (3) a performance index adjustment coefficient and a vehicle fuel economy index adjustment coefficient.
3. The MPC control-based vehicle acceleration management method according to claim 1, wherein: the state equation includes
dv/dt=a
Wherein v is the vehicle speed, and a is the actual acceleration value in the control process.
4. The MPC control-based vehicle acceleration management method according to claim 1, wherein: the state equation includes
T=I*[d(EngSpeed)/dt]
Where T is engine torque, I is moment of inertia, and EngSpeed is engine speed.
5. The MPC control-based vehicle acceleration management method according to claim 1, wherein: the state equation includes
F=T*k/r=δ*m*a req
Wherein F is the driving force of the wheel edge, T is the torque of the engine, k is the transmission ratio of the engine to the wheels, r is the radius of the wheels, delta is the conversion coefficient of the rotating mass of the automobile, m is the mass of the automobile, and a req To the desired value of acceleration during control.
6. The MPC control-based vehicle acceleration management method of claim 5, wherein: and the acceleration demand value in the control process is obtained by finding out the current demand torque value corresponding to the accelerator through an accelerator-torque table and then obtaining the relation between the torque and the acceleration.
7. The MPC control-based vehicle acceleration management method according to claim 1, wherein: the constraint condition includes
EngSpeed min ≤EngSpeed≤EngSpeed max
T min ≤T≤T max
v min ≤v≤v max
Wherein EngSpeed is the engine speed; engSpeed min 、EngSpeed max The lower limit value and the upper limit value of the engine speed are respectively; t is engine torque; t (T) min 、T max The lower limit value of the engine torque and the upper limit value of the engine torque are respectively; v is the vehicle speed; v (V) min 、V max The vehicle speed lower limit value and the vehicle speed upper limit value are respectively.
8. The MPC control-based vehicle acceleration management method according to claim 1, wherein: also comprises discretization processing, if discretization interval deltaT is set, the time domain t E [ t ] is controlled 0 ,t f ]Dividing by the discrete interval to obtain the discrete point number n of the control time domain.
9. The MPC control-based vehicle acceleration management method according to claim 1, wherein: the numerical optimization method comprises the following steps: and traversing all values in the constraint area for all discrete time points in the control time domain by the engine torque, and finding out the minimum value of the acceleration composite performance index, wherein the engine torque corresponding to the minimum value is the optimal solution.
10. The MPC control-based vehicle acceleration management method of claim 9, wherein: the process of traversing all values within the constraint area is: the method comprises the steps of collecting actual vehicle speed, engine rotating speed and engine torque, respectively inputting the actual vehicle speed, the engine rotating speed and the engine torque into each state equation, obtaining a plurality of engine torque values, and taking the engine torque within a constraint condition range to calculate an acceleration composite performance index.
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