CN114407655A - Control method of pure electric mine car - Google Patents
Control method of pure electric mine car Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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- B60L2240/00—Control parameters of input or output; Target parameters
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- B60L2240/42—Drive Train control parameters related to electric machines
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- Y02T10/60—Other road transportation technologies with climate change mitigation effect
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Abstract
A control method of a pure electric mine car comprises a vehicle control unit VCU, a traction control unit DCU, an auxiliary converter unit ACU, a battery management system BMS, a combination instrument and a vehicle-mounted terminal, wherein the vehicle control unit VCU, the traction control unit DCU, the auxiliary converter unit ACU, the battery management system BMS, the combination instrument and the vehicle-mounted terminal are connected with each other through a CAN bus to form a local area network, and a VCU control logic main program comprises system initialization, signal detection, signal processing, fault diagnosis, high-voltage power-on/power-off control, auxiliary control, traction brake control and signal output. The pure electric mine car disclosed by the invention improves the safety and health performance index to a certain extent, can reduce the operation cost, improve the productivity and the like, and becomes an important component in a low-carbon solution of a mine.
Description
Technical Field
The invention relates to a mine car, in particular to a control method of a pure electric mine car.
Background
The existing mine car adopts a Cummins electronic injection engine and an Allison full-automatic electronic control gearbox, both are provided with respective control units and CAN bus interfaces, and the electronic control systems of the engine and the gearbox CAN share control parameters through a unified standard based on SAE-J1939. The original vehicle has no independent vehicle control unit, and the automatic transmission control unit ECU is used as a comprehensive control unit, so that the signal detection and the operation control of the automatic transmission can be realized, and other subsystems and related electric signals can be acquired and processed, thereby realizing the comprehensive processing of the whole vehicle signal and the operation logic control. The original vehicle has high oil consumption and high energy consumption, and is not economical and environment-friendly enough.
Disclosure of Invention
The invention aims to solve the technical problem of providing a pure electric mine car control method which is low in oil consumption, low in energy consumption, economic and environment-friendly.
In order to solve the technical problems, the technical scheme of the invention is as follows: a control method of a pure electric mine car comprises the following steps that a vehicle control unit VCU, a traction control unit DCU, an auxiliary converter unit ACU, a battery management system BMS, a combined instrument and a vehicle-mounted terminal are included in a pure electric mine car control system, the vehicle control unit VCU, the traction control unit DCU, the auxiliary converter unit ACU, the battery management system BMS, the combined instrument and the vehicle-mounted terminal are connected with one another through a CAN bus to form a local area network, and the control method comprises the following steps:
(1) initializing a system: the vehicle control unit VCU detects the initial state of a key switch and a direction handle operation switch signal in the DI input; if the vehicle control unit VCU detects that the corresponding DI signal input detection value does not accord with the initial default value, the input detection value is judged to be invalid, the initial default value is directly adopted as an output state value, and the corresponding signal is reported to initialize fault alarm; if the corresponding DI initialization is failure-free, the input detection value is adopted as the output state value;
(2) signal detection: analyzing the information received by the vehicle control unit VCU according to a communication protocol;
(3) signal processing: the method comprises the steps of general information processing, direction judgment, AI analysis, indicator light and alarm light processing, fault signal processing and DO signal processing;
(4) and (3) fault judgment: the fault diagnosis comprises VCU diagnosis fault, DCU diagnosis fault, ACU diagnosis fault, BMS diagnosis fault and TMS fault diagnosis; the VCU directly acquires vehicle state information through a hard wire to perform fault diagnosis or receives fault information of the DCU, the ACU, the BMS and the TMS through the CAN bus, and performs fault display and alarm functions through the combination instrument after comprehensive judgment processing;
(5) high voltage up/down control: when the key switch is turned to the ON position, the VCU performs self-detection without 3-stage fault, the charger is not connected and the high voltage is not electrified successfully, and then the high voltage is electrified; after the vehicle runs at zero speed, the direction handle returns to the middle zero position, the enabling switch is driven to reset, the key switch turns on the ACC position or closes the emergency power-off switch, the high-voltage loop is disconnected, and the high-voltage power-off is successful;
(6) auxiliary control;
(7) traction braking control: the method comprises the steps of calculating traction torque, calculating electric braking torque and controlling a traction motor;
(8) and (6) outputting the signals.
The pure electric mine car disclosed by the invention improves the safety and health performance index to a certain extent, can also reduce the operation cost, improve the productivity and the like, and becomes an important component in a low-carbon solution of a mine. The pure electric mine car adopts a microcomputer network control system based on a bus communication protocol, and control units which are distributed in each car and independently complete specific functions are interconnected through a bus technology to form a local area network so as to achieve the purposes of resource sharing, cooperative work, decentralized detection and centralized control; the vehicle control unit VCU is used as a control center of the whole vehicle, so that the energy distribution and management of the whole vehicle are effectively carried out, the working states of all parts are optimized, and the vehicle state detection, logic control, fault diagnosis and protection are mainly realized.
As an improvement, in the step (3), the general information processing includes: calculating the speed of the vehicle, calculating the working time of a power battery, calculating the running mileage, calculating the endurance mileage, calculating the charge and discharge capacity of a single running time, obtaining the life signal of the whole vehicle and setting the software version number of a VCU.
As a refinement, in the step (3), the direction judgment: the driver operates a direction handle positioned on a console in a cab to select the running direction of the vehicle, the direction handle is provided with three gears, namely a D gear, an N gear and an R gear, three gear signals are sent to a VCU and a DCU through hard wires, and the direction signals are determined by three switch contact signals.
As an improvement, in the step (3), the AI parsing includes: accelerator pedal processing, electric brake handle processing and sensor processing.
As an improvement, in the step (3), the indicator lamp and the alarm lamp are processed:
1) a steering filter blockage warning lamp; when the steering oil filter pressure switch is effective, a steering filter blocking alarm lamp is set to be 1, a fault alarm is given, a 'steering filter blocking' fault level 1 is reported, and a code is displayed;
2) lifting the filter blockage alarm lamp: when the lifting oil filter pressure switch is effective, a lifting filter blockage alarm lamp is set to be 1, a fault alarm is given, a lifting filter blockage fault level 1 is reported, and a code is displayed;
3) turn to low pressure alarm lamp: when a steering pressure switch is effective or a steering system pressure low 2/3-level fault is effective, a steering low-pressure alarm lamp is set to be 1;
4) low-pressure alarm lamp: when a brake pressure switch is effective or a brake system pressure low 2/3-level fault is effective, setting a low-air-pressure alarm lamp to be 1;
5) alarm lamp for low residual power of power battery: when the VCU acquires that the SOC is less than or equal to 20%, setting a power battery residual quantity low alarm lamp as 1, and performing a power reduction mode by traction output;
6) service brake pilot lamp: when the VCU acquires that the electric braking percentage is more than 1% or the brake pressure switch is effective, a service brake indicator lamp is set to be 1;
7) parking brake indicator light: when the VCU judges that the parking brake is effective according to the state of the parking brake pressure switch, a parking brake indicator lamp is set to be 1;
8) brake release indicator light: when the VCU judges that mechanical brake release is effective according to the states of the brake pressure switches and the VCU acquires that the electric brake percentage is less than or equal to 1%, a brake release indicator lamp is set to be 1;
9) power battery charge indicator lamp: when the VCU acquires that the charging state sent by the BMS is 1, setting a power battery charging indicator lamp as 1;
10) the power battery on-off indicator lamp: when the VCU acquires that the state of the main negative contactor sent by the BMS is closed, the power battery on-off indicator lamp is set to be 1;
11) power battery major failure indicator lamp: when the VCU acquires that the current highest fault level sent by the BMS is 3, setting a major fault indicator lamp of the power battery as 1;
12) power battery residual capacity low indicator light: when the VCU acquires that the current SOC sent by the BMS is less than 20%, setting a power battery residual capacity low indicator lamp as 1;
13) high braking temperature: when the VCU acquires that the brake oil temperature switch is effective, setting the brake temperature to be 1;
14) low pressure of the front brake accumulator: when the VCU acquires that the pressure switch of the front brake accumulator is effective, the pressure of the front brake accumulator is 1;
15) low rear brake accumulator pressure: when the VCU acquires that the pressure switch of the rear brake accumulator is effective, the pressure of the rear brake accumulator is 1;
16) the steering oil temperature is high: when the VCU acquires that the hydraulic oil temperature switch is effective, the steering oil temperature is set to be 1;
17) the liquid level of the oil tank is low: when the VCU collects that the oil tank liquid level switch is effective, the oil tank liquid level is set to be 1.
As an improvement, in the step (3), the fault signal processing includes: the method comprises the following steps of battery capacity processing and alarming, temperature alarming, traction motor overspeed alarming, brake pressure switch, steering system pressure sensor, direction and speed fault processing, CAN communication state detection and electric brake failure and deficiency.
As an improvement, in the step (3), the DO signal processing includes: the system comprises a running preparation, a battery contactor state, a water pump motor start-stop, a brake release, an emergency brake, a parking brake, a service brake, a brake lamp relay, a steering energy accumulator oil drain valve relay and an air conditioner relay.
As an improvement, in the step (4), the fault ranking rule is as follows:
the VCU carries out grade division on all faults, corresponding fault protection processing is carried out according to different fault grades, and the fault grades are divided into 3 grades:
and 3, level: a very severe failure; the treatment method comprises the following steps: the combination instrument displays a fault code, and lights a 3-level fault indicator lamp to prompt 'stop immediately', and drives a buzzer to give an alarm; the VCU controls traction unloading and prohibits traction. After parking, a driver should cut off the high voltage electricity and immediately check the fault;
and 2, stage: a more severe failure; the treatment method comprises the following steps: the combination instrument displays a fault code, and lights a 2-level fault indicator lamp to prompt speed limit operation and drive a buzzer to give an alarm; the VCU limits the running speed to be not higher than 10 km/h. The vehicle runs at a limited speed and runs to a safe zone to process faults;
level 1: general failure; the treatment method comprises the following steps: the combination instrument displays a fault code, and lights a 1-level fault indicator lamp to prompt 'fault warning' and drive a buzzer to alarm; the vehicle may continue to operate until a nearby service station handles the fault.
As an improvement, in the step (7), the traction motor control:
1) traction motor control mode:
the traction motor control mode comprises a rotating speed control mode and a torque control mode, the torque control mode is adopted, real-time target torque and rotating speed limit are sent to the DCU, the DCU gives a motor torque value according to the real-time target torque, and the DCU can automatically reduce the torque when the rotating speed exceeds the rotating speed limit;
2) the running direction is as follows:
judging an effective direction handle as the running direction of the vehicle, sending the effective direction handle to a DCU (digital control unit), and controlling the direction of a traction motor; when the vehicle runs backwards, the speed is limited to 10 km/h;
3) the working state of the traction motor is as follows:
the working state of the traction motor is divided into traction, braking, standby and stop states. The working state of the motor refers to a control flow chart of the traction motor;
4) and (3) hill start control:
the vehicle has a hill start control function, when the vehicle is ready to start on a hill, the vehicle applies parking brake, moves the direction handle to make the vehicle in a forward/backward state, and increases the rotation speed of the traction motor by using the accelerator pedal; when the pushing force is felt, the brake is relieved, and the vehicle starts to run forwards or backwards; when the vehicle speed is zero speed, whether the parking brake is applied or not, the vehicle is allowed to be loaded, if the loading exceeds 10S, the parking brake is not relieved, and a 'parking loading overtime' fault is reported (3 level). When the accelerator pedal returns to zero or the parking brake is relieved, the fault is eliminated; when the speed of the vehicle is non-zero speed, if the parking brake is in an applied state, a buzzer is driven to give an alarm, and a fault of 'parking traction and applying at the same time' is reported (3 level); and at zero speed, the vehicle is not dragged or stopped, and the fault is eliminated.
Compared with the prior art, the invention has the following beneficial effects:
the pure electric mine car disclosed by the invention improves the safety and health performance index to a certain extent, can also reduce the operation cost, improve the productivity and the like, and becomes an important component in a low-carbon solution of a mine. The pure electric mine car adopts a microcomputer network control system based on a bus communication protocol, and control units which are distributed in each car and independently complete specific functions are interconnected through a bus technology to form a local area network so as to achieve the purposes of resource sharing, cooperative work, decentralized detection and centralized control; the vehicle control unit VCU is used as a control center of the whole vehicle, so that the energy distribution and management of the whole vehicle are effectively carried out, the working states of all parts are optimized, and the vehicle state detection, logic control, fault diagnosis and protection are mainly realized.
Drawings
Fig. 1 is a topological diagram of a vehicle network control system.
FIG. 2 is a diagram of the main program of the control logic.
Fig. 3 is a flow chart of initialization state detection.
Fig. 4 is a high voltage up/down control flow chart.
Detailed Description
The invention is further described below with reference to the accompanying drawings.
The utility model provides a pure electric mine car control system, includes vehicle control unit VCU, traction control unit DCU, auxiliary converter unit ACU, battery management system BMS, combination appearance and vehicle mounted terminal, and vehicle control unit VCU, traction control unit DCU, auxiliary converter unit ACU, battery management system BMS, combination appearance and vehicle mounted terminal pass through CAN bus interconnect and form the LAN.
As shown in fig. 1, the VCU, as a control center of the entire vehicle, collects an operation instruction of a driver and state information of each system component of the entire vehicle in real time, and performs a control decision according to a corresponding control strategy, thereby implementing functions of monitoring, controlling and managing the entire vehicle and each system component.
As shown in fig. 2, the main program of the VCU control logic includes system initialization, signal detection, signal processing, fault diagnosis, high voltage up/down control, auxiliary control, traction brake control and signal output.
1.1 System initialization
As shown in fig. 3, the VCU detects an initialization state of an operation switch signal such as a key switch and a direction knob in the DI input. If the VCU detects that the corresponding DI signal input detection value does not accord with the initial default value, the VCU judges that the input detection value is invalid, directly adopts the initial default value as an output state value, and reports a corresponding signal to initialize fault alarm; if the corresponding DI initialization is not faulty, the input detection value is adopted as the output state value.
1.2 Signal detection
And analyzing the information received by the VCU according to the communication protocol.
1.3 Signal processing
1.3.1 general information processing
1.3.1.1 vehicle speed calculation
(1) Vehicle speed calculation
Calculating the vehicle speed by adopting the rotating speed of the traction motor:
wherein:
v-vehicle speed, unit: km/h;
ndtraction motor speed (real-time acquisition), unit: r/min;
r-tire rolling radius, 0.9, unit: m;
μc-reducer transmission ratio, 17.83.
(2) Zero speed of vehicle
Considering that the signal collected by the motor speed sensor has certain fluctuation, the VCU judges that the output vehicle zero-speed signal is effective when the vehicle speed is less than 2km/h (the motor speed is 157r/min, and the wheel speed is 8.8r/min and is approximately equal to 0.15 r/s). The zero-speed signal is mainly used for the judgment precondition or condition of the following signals or faults:
1) effectively judging the reversing of the direction handle;
2) judging the illegal reversing fault of the direction handle;
3) judging the effectiveness of a vehicle preparation mode;
4) judging the motor detection abnormity or locked rotor fault;
5) judging the input error fault of the drive enabling switch;
6) and simultaneously applying fault judgment to the parking loading overtime fault and the parking traction.
1.3.1.2 working hours
And accumulating the calculated time length as the working time by taking the high voltage power battery switch-on as a starting point and the high voltage power battery switch-off as an end point.
1.3.1.3 operating Mileage calculation
The mileage includes single-time mileage and total accumulated mileage, and the accumulated mileage is mainly accumulated into small-scale mileage through program circulation once, and then is accumulated into single-time mileage and total accumulated mileage.
Defining:
v-current vehicle speed, unit: 0.01 km/h;
t-program running period, unit: ms;
Snewmileage in a single cycle, unit: 0.01 m;
S8subtotal mileage, unit: m;
ssoldlast subtotal mileage, unit: m;
Stsingle trip mileage, unit: 0.1 km;
Stoldlast single mileage, unit: 0.1 km;
SAtotal accumulated mileage, units: 0.1 Km;
SAoldlast total accumulated mileage, unit: 0.1 km;
the accumulated mileage of the program running once is as follows:
and (3) counting mileage in a small scale:
Ss＝Ssold+Snew/100
when the subtotal mileage is more than or equal to 100m, accumulating the subtotal mileage into daily driving mileage, and resetting the subtotal mileage; when the whole vehicle is electrified again to work, resetting the single driving mileage:
and storing the calculated subtotal mileage and the calculated total accumulated mileage in an electrically erasable read-only memory for permanent storage without loss in power failure.
1.3.1.4 range calculation
The estimation of the vehicle energy consumption rate and the endurance mileage refers to relevant regulations of GB/T18386-2017 Experimental method for energy consumption rate and endurance mileage of electric vehicles. The driving mileage of the vehicle can be estimated according to the nominal capacity of the power battery, the current value of the SOC and the like as follows:
wherein,
e-nominal capacity of battery, 367 kWh;
c-energy consumption rate, unit: kwh/km;
SOC-percentage of remaining battery, unit: percent;
Sxendurance mileage, unit: km;
after the vehicle is formally operated, aiming at the energy consumption rate C, after charging is completed once (the jump of the SOC value is more than 30 percent, the charging is regarded as effective), automatic calibration is carried out once, namely, a default initial energy consumption rate C0 is adopted in the first formal operation process, when the next charging is carried out, the energy consumption rate obtained according to the energy consumed by the vehicle before charging and the driving mileage is used as an effective value of the energy consumption rate at the next time, and so on, the VCU can automatically calibrate the energy consumption rate according to the charging condition, and the accuracy of the driving mileage is improved.
1.3.1.5 run Single Charge and discharge
And (3) accumulating and calculating the discharge amount and the return amount in the single running of the vehicle:
PB＝IB×UB
wherein:
PBpower battery real-time power, unit: w;
IBpower battery real-time current, unit: a;
UBpower cell real-time voltage, unit: v;
when the real-time power is larger than 0, accumulating the real-time power into the discharge capacity of single operation; when the real-time power is less than 0, the power is added to the single-run charge.
1.3.1.6 Life (heartbeat) signal of whole vehicle
The VCU life (heartbeat) signal is calculated every 20 ms:
Ln＝Ln-1+1 n∈[1,255]
wherein:
Ln-a current vital signal value;
Ln-1-upper 20ms vital signal values;
L0-0；
when n is 255, overflow, start calculation from 0.
1.3.1.7 software version number
And processing the software version number sent by the BMS, and setting the software version number of the VCU.
1.3.2 Direction determination
The driver operates a direction handle located on the center console of the cab to select a vehicle travel direction. The direction handle has three positions of 'D' (forward position), 'N' (middle zero position) and 'R' (backward position), three gear signals are sent to the VCU and the DCU through hard wires, the direction signals are determined by three switch contact signals, and the detailed table is shown in a table 3:
table 3 direction handle basic action logic control table
1) When the VCU detects other combinations except the combination shown in the table 3, the VCU reports a 'direction handle fault' (3 levels), and after the fault, the fault is eliminated after the combination 1S shown in the table 3 is detected;
2) the direction handle can only be changed when the vehicle runs at zero speed, the vehicle runs at zero speed without faults, the handle is regarded as an effective signal, namely, the handle signal is set as a vehicle running direction signal when the vehicle runs at zero speed, and the combination instrument displays the running direction of the vehicle;
3) when the vehicle is in non-zero speed, the direction is changed or the handle is in the middle zero position, and the fault of 'illegal direction change of the direction handle' is reported (level 3); after the handle returns to the middle zero position after parking, the fault is eliminated;
4) if the BMS main and negative contactors are not closed, the direction handle is detected to be in a non-middle zero position, the fault (grade 3) that the direction handle is set illegally and whether the handle gear is in the middle zero position is checked is reported, and the high-voltage pre-charging of the converter is forbidden. Only when the direction handle returns to zero, the fault is eliminated.
1.3.3AI resolution
1.3.3.1 Accelerator pedal handling
Adopt former car accelerator pedal as the accelerator pedal after the vehicle transformation, the total stroke of footboard is 17, and the output voltage scope: 0.55-4.00 VDC;
setting a dead zone: the pedal output is increased from 0 when the voltage output is 5 percent (4.00-0.55) × 5 percent to 0.1725) of the effective range of the voltage output, namely 0.7225V (0.55+0.1725), and the pedal output is 0 when the voltage output is 0.55-0.7225V, so that misoperation is prevented;
the method comprises the following steps of (1) arriving in advance: setting 5% of an effective range of the accelerator pedal advanced voltage output to reach 100% of the output, namely when the voltage reaches 3.8275V (4.00-0.1725), the pedal output is 100%;
and (3) fault setting: when the output voltage is lower than the lowest value of 0.3V or higher than the highest value of 0.3V, alarming, and showing in a table 4:
TABLE 4 Accelerator pedal alarm Signal
1.3.3.2 electric brake handle handling
The electric brake handle linearly outputs 1 path of electric signals at-20 degrees to 20 degrees, VCU electric brake control operation is carried out according to the output curve characteristic, and the linear output voltage corresponding to-20 degrees to 20 degrees is as follows: 0.5V-4.5 VDC, and the linear corresponding electric braking percentage is 0-100%;
setting a dead zone: when the voltage output is 10% of the effective range (4.5-0.5-4), namely (0.5+4 x 10-0.9V), the pedal output is increased from 0, and the pedal output is 0 at 0.5-0.9V, so that misoperation is prevented;
the method comprises the following steps of (1) arriving in advance: setting 10% of an effective range of accelerator pedal advance voltage output to reach 100% of output, namely, when the voltage reaches (4.5-4 x 10% ═ 4.1V), the pedal output is 100%;
and (3) fault setting: when the output voltage is lower than the lowest value of 0.3V or higher than the highest value of 0.3V, alarming, and showing in a table 5:
watch 5 electric brake handle alarm signal
1.3.3.3 sensor processing
The VCU directly collects an electric signal of a pressure sensor of the steering system, and the pressure sensor outputs 4-20 mA of current and linearly corresponds to 0-25 MPa of brake pressure. Judging states such as the pressure of a vehicle steering system according to the pressure detected by the sensor;
1.3.4 handling of indicator and alarm lights
1) Turn to filter jam warning lamp: when the steering oil filter pressure switch is effective, a steering filter blocking alarm lamp is set to be 1, a fault alarm is given, a 'steering filter blocking' fault (level 1) is reported, and a code is displayed;
2) lifting the filter blockage alarm lamp: when the lifting oil filter pressure switch is effective, a lifting filter blockage alarm lamp is set to be 1, a fault alarm is given, a lifting filter blockage fault (level 1) is reported, and a code is displayed;
3) turn to low pressure alarm lamp: when a steering pressure switch is effective or a steering system pressure low 2/3-level fault is effective, a steering low-pressure alarm lamp is set to be 1;
4) low-pressure alarm lamp: when a brake pressure switch is effective or a brake system pressure low 2/3-level fault is effective, setting a low-air-pressure alarm lamp to be 1;
5) alarm lamp for low residual power of power battery: when the VCU acquires that the SOC is less than or equal to 20%, setting a power battery residual quantity low alarm lamp as 1, and performing a power reduction mode by traction output;
6) service brake pilot lamp: when the VCU acquires that the electric braking percentage is more than 1% or the brake pressure switch is effective, a service brake indicator lamp is set to be 1;
7) parking brake indicator light: when the VCU judges that the parking brake is effective according to the state of the parking brake pressure switch, a parking brake indicator lamp is set to be 1;
8) brake release indicator light: when the VCU judges that mechanical brake release is effective according to the states of the brake pressure switches and the VCU acquires that the electric brake percentage is less than or equal to 1%, a brake release indicator lamp is set to be 1;
9) power battery charge indicator lamp: when the VCU acquires that the charging state sent by the BMS is 1, the power battery charging indicator lamp is set to be 1;
10) the power battery on-off indicator lamp: when the VCU acquires that the state of the main negative contactor sent by the BMS is closed, the power battery on-off indicator lamp is set to be 1;
11) power battery major failure indicator lamp: when the VCU acquires that the current highest fault level sent by the BMS is 3, setting a major fault indicator lamp of the power battery as 1;
12) power battery residual capacity low indicator light: when the VCU acquires that the current SOC sent by the BMS is less than 20%, setting a power battery residual quantity low indicator lamp as 1;
13) high braking temperature: when the VCU acquires that the brake oil temperature switch is effective, setting the brake temperature to be 1;
14) low pressure of the front brake accumulator: when the VCU acquires that the pressure switch of the front brake accumulator is effective, the pressure of the front brake accumulator is 1;
15) low rear brake accumulator pressure: when the VCU acquires that the pressure switch of the rear brake accumulator is effective, the pressure of the rear brake accumulator is 1;
16) the steering oil temperature is high: when the VCU acquires that the hydraulic oil temperature switch is effective, the steering oil temperature is set to be 1;
17) the liquid level of the oil tank is low: when the VCU collects that the oil tank liquid level switch is effective, the oil tank liquid level is set to be 1.
1.3.5 Fault Signal processing
1.3.5.1 accumulator electric quantity processing and alarming
The electric quantity of the storage battery is directly obtained by the power supply of the VCU. When the electric quantity of the storage battery meets the requirement of the meter 7, alarming;
table 7 accumulator electric quantity alarm
When the storage battery has 1 and 2-stage faults, setting a yellow fault indicator lamp of the storage battery as 1; when the storage battery has a 3-level fault, a red storage battery fault indicator lamp is set to be 1.
1.3.5.2 temperature alarm
The temperature of the traction motor, the temperature of the converter, the temperature of the water pump motor and the temperature of the steering pump motor are directly acquired by the DCU and the ACU, and the VCU is acquired through the CAN bus. When the temperature meets the conditions shown in the table 8, an alarm is given;
TABLE 8 temperature alarm
1.3.5.3 traction motor overspeed alarm
The rotating speed of the traction motor is directly acquired by a DCU (digital control Unit), and a VCU (virtual control Unit) acquires the rotating speed through a CAN (controller area network) bus. When the rotating speed of the traction motor meets the requirement of the meter 9, alarming;
TABLE 9 overspeed ALARM FOR TRACTION MOTOR
1.3.5.4 brake pressure switch
When the brake pressure meets the requirement of the meter 10, alarming;
meter 10 brake pressure warning signal
1.3.5.5 steering System pressure sensor
When the pressure of the steering system meets the pressure of the meter 11, alarming;
meter 11 steering System pressure alarm Signal
When the steering pressure is low, the converter controls the rotating speed of the steering motor to be increased to 1500 rpm; when the steering pressure is normal, the converter controls the rotating speed of the steering motor to be 600 rpm.
1.3.5.6 Direction and speed Fault handling
1) The direction of motor operation is not consistent with the given direction
When the actual direction of the traction motor is equal to 1, the running direction of the motor is considered to be forward; when the actual direction position of the traction motor is equal to 0, the running direction of the motor is considered to be backward; otherwise, the vehicle is stationary;
when the vehicle is at a non-zero speed, detecting that the running direction of the motor is inconsistent with the given direction, and reporting a fault that the running direction of the motor is inconsistent with the given direction (level 3);
2) abnormal or locked-rotor detection of motor speed
When the vehicle is at non-zero speed, the speed of the traction motor is detected to be continuously 1S and 0, and the 'abnormal detection or locked rotor of the speed of the traction motor' is reported (3 level).
1.3.5.7CAN communication status detection
1) When the VCU detects that the life (heartbeat) signal of the DCU lasts for 500ms and is not refreshed, reporting that the DCU1 communication is failed (level 3), and the failure disappears after the signal is refreshed;
2) when the VCU detects that the life (heartbeat) signal of the ACU lasts for 500ms and is not refreshed, the DCU2 communication fault is reported (level 3), and the fault disappears after the signal is refreshed;
3) when the VCU detects that the life (heartbeat) signal of the BMS lasts for 500ms and is not refreshed, the 'BMS communication fault' (level 2) is reported, and the fault disappears after the signal is refreshed.
1.3.5.8 failure and insufficiency of electric brake
1) Failure of electric brake
When the VCU receives the electric brake failure fed back by the DCU, or judges that the recharging limit power is 0% according to the fault fed back by the BMS, the fault of 'electric brake failure' is reported (level 3);
2) insufficient electric braking
And when the VCU judges that the recharging limit power is 50% or the SOC value fed back by the BMS is too high according to the fault fed back by the BMS, reporting the fault of 'insufficient electric braking' (level 2).
1.3.6DO Signal processing
1.3.6.1 Ready to Run (READY)
When the main contactor of the converter is closed and the whole vehicle has no 3-level fault, setting READY to be 1, otherwise, setting 0.
1.3.6.2 Battery contactor status
The VCU collects the state information of the main negative contactor sent by the BMS, and sends the state of the main negative contactor to the DCU through the CAN bus and the hard line to be used as one of the trigger instructions for pre-charging the converter.
1.3.6.3 Water Pump Motor Start stop
When the VCU detects that the water pump switch is equal to 1, the VCU sets the water pump motor to start and stop equal to 1, namely, a water pump motor starting instruction is sent to the ACU.
When the VCU detects that the water pump switch is equal to 0, the water pump motor is set to start and stop equal to 0, and a water pump motor stop instruction is sent to the ACU.
1.3.6.4 brake mitigation
The detected pressure of the current/rear axle brake pressure switch is more than 4.5bar, the service brake is 0, and the brake release is 1.
1.3.6.5 emergency braking
When the VCU detects that the parking brake pressure switch is 1 or the emergency electric brake switch is 1, the emergency brake is set to 1.
1.3.6.6 parking brake
When the VCU detects that the parking brake pressure switch is 1, the parking brake is set to 1.
1.3.6.7 service brake
When the VCU acquires that the electric braking percentage is more than 1% or the brake pressure switch is effective, the service brake is set to 1.
1.3.6.8 brake lamp relay
When the emergency brake is 1 or the parking brake is 1 or the service brake is 1, the brake lamp relay is 1.
1.3.6.9 steering accumulator oil drain valve relay
When the VCU detects that the key switch is turned off, the oil valve relay is set to 1.
1.3.6.10 air-conditioning relay
When the VCU detects that the high voltage on the converter is finished, the air-conditioning relay is set to be 1.
1.4 Fault diagnostics
The fault diagnosis mainly comprises VCU diagnosis faults, DCU diagnosis faults, ACU diagnosis faults, BMS diagnosis faults and TMS diagnosis faults. The VCU directly obtains vehicle state information through a hard wire to carry out fault diagnosis (formed by the processes of system initialization, signal processing and the like) or receives fault information of a DCU, an ACU, a BMS, a TMS and the like through a CAN bus, and fault display and alarm functions are carried out through a combination instrument after comprehensive judgment processing.
1.4.1 Fault Classification rules
The VCU carries out grade division on all faults, corresponding fault protection processing is carried out according to different fault grades, and the fault grades are divided into 3 grades:
and 3, level: very serious fault
The treatment method comprises the following steps: the combination instrument displays a fault code, and lights a 3-level fault indicator lamp to prompt 'stop immediately', and drives a buzzer to give an alarm; the VCU controls traction unloading and prohibits traction. After parking, a driver should cut off the high voltage electricity and immediately check the fault;
and 2, stage: more serious failure
The treatment method comprises the following steps: the combination instrument displays a fault code, and lights a 2-level fault indicator lamp to prompt speed limit operation and drive a buzzer to give an alarm; the VCU limits the running speed to be not higher than 10 km/h. The vehicle runs at a limited speed and runs to a safe zone to process faults;
level 1: general failure
The treatment method comprises the following steps: the combination instrument displays a fault code, and lights a 1-level fault indicator lamp to prompt 'fault warning' and drive a buzzer to alarm; the vehicle may continue to operate until a nearby service station handles the fault.
1.4.2 Fault code partitioning rules
The fault code division rule refers to the compilation principle and requirements of GB/T7027 and 2002 basic principle and method for information classification and coding. The fault code is represented by a 5-digit number, as shown in table 12:
table 12 fault code representation method
1.5 high voltage power up/down control
As shown in fig. 4, when the key switch is turned to the ON position, the VCU self-checks that there is no 3-stage fault, the charger is not connected, and the high voltage is not powered up successfully, the high voltage is powered up; after the vehicle is at zero speed, the direction handle returns to the middle zero position, the drive enabling switch is reset, the key switch turns to the ACC position or closes the emergency power-off switch, the high-voltage loop is disconnected, and the high-voltage power-off is successful.
1.6 traction brake control
1.6.1 traction Torque calculation
1.6.1.1 Motor traction characteristics
(1) Normal mode motor traction characteristics
a) The motor rotating speed is 0-342 r/min, and the torque is 9760N.m in a constant torque stage;
b) the motor rotating speed is 342-2154 r/min, and the traction power is 350kW in a constant power stage;
c) the motor rotating speed is 2154-3550 r/min, and the natural characteristic stage is adopted;
(2) reduced power mode motor traction characteristics
a) The rotating speed of the motor is 0-263 r/min, and the transition stage is carried out;
b) the rotating speed of the motor is 263-3550 r/min, and the traction power is 210kW in a constant power stage.
1.6.1.2 tractive torque calculation
(1) According to the normal mode motor traction characteristics, a process traction torque is obtained:
a) when the maximum allowable output power of the power battery is more than or equal to 350kw, Pqmax＝350kW；
b) When the maximum allowable output power of the power battery is less than 350kw,
Fqmax＝UBmax×ISfmax
(2) according to the traction characteristics of the power-reducing mode motor, obtaining a process traction torque:
a) when the maximum allowable output power of the power battery is more than or equal to 210kw, Pqmax＝210kW；
b) When BMS limits discharge power by 50%, Pqmax＝210kW；
c) When the maximum allowable output power of the power battery is less than 210kw,
Fqmax＝UBmax×Isfmax
wherein:
Tq-process traction torque, in n.m;
n-traction motor speed, unit, r/min;
Pqmax-maximum traction power in kW;
UBmax-the current voltage value of the power cell, in units, V;
IBfmax-maximum allowable discharge current of the power cell, in units, a.
1.6.2 electric brake Torque calculation
1.6.2.1 electric braking characteristic of motor
1) The motor rotating speed is 0-260 r/min, and the torque linearly decreases;
2) the rotating speed of the motor is 260-925 r/min, and the braking torque is 6000N.m in a constant torque braking stage;
3) the rotating speed of the motor is 925-2103 r/min, and the electric braking power is 581kw at a constant power stage;
4) the rotation speed of the motor is 2103-3550 r/min, and the motor has a natural characteristic stage.
1.6.2.2 electric brake torque calculation
According to the electric braking characteristics of the traction motor, obtaining a process electric braking torque:
wherein:
Tz-process electric brake torque, in units, n.m;
n-traction motor speed, unit, r/min;
Pzmax-maximum electric braking power, in kW;
1) When emergency braking is effective, the brake is put in
2) When the maximum allowable feedback power of the power battery is larger than or equal to 581kw, Pamax＝581kW；
3) When the maximum allowable feedback power of the power battery is less than 581 kw;
Pzmax＝UBmax×IBemax
4) when BMS limits recharge power by 50%, Pzmax＝290kW；
Wherein:
UBmax-the current voltage value of the power cell, in units, V;
IBemax-maximum allowable charging current of the power battery, in units, a.
1.6.3 traction Motor control
1) Traction motor control mode
The traction motor control mode includes a rotation speed control mode and a torque control mode. And sending the real-time target torque and the rotating speed limit to the DCU by adopting a torque control mode. The DCU gives a motor torque value according to the real-time target torque, and automatically reduces the torque when the rotating speed exceeds the rotating speed limit;
2) direction of travel
Judging an effective direction handle as the running direction of the vehicle, sending the effective direction handle to a DCU (digital control unit), and controlling the direction of a traction motor; when the vehicle runs backwards, the speed is limited to 10 km/h;
3) traction motor operating condition
The working state of the traction motor is divided into traction, braking, standby and stop states. The working state of the motor refers to a control flow chart of the traction motor;
4) hill start control
The vehicle is provided with a hill start control function, and when the vehicle is ready to start on a hill, the vehicle applies a parking brake, moves a steering handle to a forward/backward state, and increases the rotation speed of a traction motor by an accelerator pedal. When the pushing force is felt, the braking is released and the vehicle starts to run forward or backward. When the vehicle speed is zero speed, whether the parking brake is applied or not is allowed to be loaded, if the loading exceeds 10S, the parking brake is not relieved, and a 'parking loading overtime' fault is reported (3 level). When the accelerator pedal returns to zero or the parking brake is relieved, the fault is eliminated.
When the speed of the vehicle is non-zero speed, if the parking brake is in an applied state, a buzzer is driven to give an alarm, and a fault of 'parking traction and applying at the same time' is reported (3 level); and at zero speed, the vehicle is not dragged or stopped, and the fault is eliminated.
1) When a level 3 fault occurs: a traction state: the target torque is 0; a braking state: the target torque is equal to the motor torque;
2) when a 2-level fault occurs, activating a 2-level fault speed limit flag to be 1: a traction state: the speed limit of the vehicle is 10 km/h; a braking state: the target torque is equal to the motor torque;
3) when no fault or a level 1 fault occurs: a traction state: the target torque is equal to the motor torque; a braking state: the target torque is equal to the motor torque;
4) when BMS limits power by 0%: a traction state: the target torque is 0; a braking state: the target torque is 0.
After the target torque is obtained according to the principle, an ascending step length and a descending step length are set for the target torque, so that the torque is given to be smooth and free of impact. Setting the torque ascending step length to be 140N.m (ascending 70 times); the step down was set to 100n.m (98 drops).
Claims (9)
1. The utility model provides a pure electric mine car control method, pure electric mine car control system includes vehicle control unit VCU, traction control unit DCU, auxiliary converter unit ACU, battery management system BMS, combination appearance and vehicle mounted terminal, vehicle control unit VCU, traction control unit DCU, auxiliary converter unit ACU, battery management system BMS, combination appearance and vehicle mounted terminal pass through CAN bus interconnect and form the LAN, its characterized in that: the control method comprises the following steps:
(1) initializing a system: the vehicle control unit VCU detects the initial state of a key switch and a direction handle operation switch signal in the DI input; if the vehicle control unit VCU detects that the corresponding DI signal input detection value does not accord with the initial default value, the input detection value is judged to be invalid, the initial default value is directly adopted as an output state value, and the corresponding signal is reported to initialize fault alarm; if the corresponding DI initialization is failure-free, the input detection value is adopted as the output state value;
(2) signal detection: analyzing the information received by the vehicle control unit VCU according to a communication protocol;
(3) signal processing: the method comprises the steps of general information processing, direction judgment, AI analysis, indicator light and alarm light processing, fault signal processing and DO signal processing;
(4) and (3) fault judgment: the fault diagnosis comprises VCU diagnosis fault, DCU diagnosis fault, ACU diagnosis fault, BMS diagnosis fault and TMS fault diagnosis; the VCU directly obtains vehicle state information through a hard wire to carry out fault diagnosis or receives fault information of the DCU, the ACU, the BMS and the TMS through the CAN bus, and fault display and alarm functions are carried out through the combination instrument after comprehensive judgment processing;
(5) high voltage up/down control: when the key switch is turned to the ON position, the VCU performs self-detection without 3-stage fault, the charger is not connected and the high voltage is not electrified successfully, and then the high voltage is electrified; after the vehicle runs at zero speed, the direction handle returns to the middle zero position, the enable switch is driven to reset, the key switch turns on the ACC position or closes the emergency power-off switch, the high-voltage loop is disconnected, and the high-voltage power-off is successful;
(6) auxiliary control;
(7) traction braking control: the method comprises the steps of calculating traction torque, calculating electric braking torque and controlling a traction motor;
(8) and (6) outputting the signals.
2. The pure electric mine car control method according to claim 1, characterized in that: in the step (3), the general information processing includes: calculating the speed of the vehicle, calculating the working time of the power battery, calculating the running mileage, calculating the endurance mileage, charging and discharging the quantity of the running single time, obtaining the life signal of the whole vehicle and setting the software version number of the VCU.
3. The pure electric mine car control method according to claim 1, characterized in that: in the step (3), the direction judgment: the driver operates a direction handle positioned on a console in a cab to select the running direction of the vehicle, the direction handle is provided with three gears, namely a D gear, an N gear and an R gear, three gear signals are sent to a VCU and a DCU through hard wires, and the direction signals are determined by three switch contact signals.
4. The pure electric mine car control method according to claim 1, characterized in that: in the step (3), the AI parsing includes: accelerator pedal processing, electric brake handle processing and sensor processing.
5. The pure electric mine car control method according to claim 1, characterized in that: in the step (3), the indicator lamp and the alarm lamp are processed:
1) a steering filter blockage warning lamp; when the steering oil filter pressure switch is effective, a steering filter blockage alarm lamp is set to be 1, a fault alarm is given, a 'steering filter blockage' fault level 1 is reported, and a code is displayed;
2) lifting the filter blockage alarm lamp: when the lifting oil filter pressure switch is effective, a lifting filter blockage alarm lamp is set to be 1, a fault alarm is given, a lifting filter blockage fault level 1 is reported, and a code is displayed;
3) turn to low pressure alarm lamp: when a steering pressure switch is effective or a steering system pressure low 2/3-level fault is effective, a steering low-pressure alarm lamp is set to be 1;
4) low-pressure alarm lamp: when a brake pressure switch is effective or a brake system pressure low 2/3-level fault is effective, setting a low-air-pressure alarm lamp to be 1;
5) alarm lamp for low residual power of power battery: when the VCU acquires that the SOC is less than or equal to 20%, a power battery residual capacity low alarm lamp is set to be 1, and the power reducing mode is executed by traction output;
6) service brake pilot lamp: when the VCU acquires that the electric braking percentage is more than 1% or the brake pressure switch is effective, a service brake indicator lamp is set to be 1;
7) parking brake indicator light: when the VCU judges that the parking brake is effective according to the state of the parking brake pressure switch, a parking brake indicator lamp is set to be 1;
8) brake release indicator light: when the VCU judges that mechanical brake release is effective according to the states of the brake pressure switches and the VCU acquires that the electric brake percentage is less than or equal to 1%, a brake release indicator lamp is set to be 1;
9) power battery charge indicator lamp: when the VCU acquires that the charging state sent by the BMS is 1, setting a power battery charging indicator lamp as 1;
10) the power battery on-off indicator lamp: when the VCU acquires that the state of the main negative contactor sent by the BMS is closed, the power battery on-off indicator lamp is set to be 1;
11) power battery major failure indicator lamp: when the VCU acquires that the current highest fault level sent by the BMS is 3, setting a major fault indicator lamp of the power battery as 1;
12) power battery residual capacity low indicator light: when the VCU acquires that the current SOC sent by the BMS is less than 20%, setting a power battery residual capacity low indicator lamp as 1;
13) high braking temperature: when the VCU acquires that the brake oil temperature switch is effective, setting the brake temperature to be 1;
14) low pressure of the front brake accumulator: when the VCU acquires that the pressure switch of the front brake accumulator is effective, the pressure of the front brake accumulator is 1;
15) low rear brake accumulator pressure: when the VCU acquires that the pressure switch of the rear brake accumulator is effective, the pressure of the rear brake accumulator is 1;
16) the steering oil temperature is high: when the VCU acquires that the hydraulic oil temperature switch is effective, the steering oil temperature is set to be 1;
17) the liquid level of the oil tank is low: when the VCU collects that the oil tank liquid level switch is effective, the oil tank liquid level is set to be 1.
6. The pure electric mine car control method according to claim 1, characterized in that: in the step (3), the fault signal processing includes: the method comprises the following steps of storage battery electric quantity processing and alarming, temperature alarming, traction motor overspeed alarming, brake pressure switch, steering system pressure sensor, direction and speed fault processing, CAN communication state detection and electric brake failure and deficiency.
7. The pure electric mine car control method according to claim 1, characterized in that: in the step (3), the DO signal processing includes: the system comprises a running preparation, a battery contactor state, a water pump motor start-stop, a brake release, an emergency brake, a parking brake, a service brake, a brake lamp relay, a steering energy accumulator oil drain valve relay and an air conditioner relay.
8. The pure electric mine car control method according to claim 1, characterized in that: in the step (4), the fault level division rule is as follows:
the VCU carries out grade division on all faults, corresponding fault protection processing is carried out according to different fault grades, and the fault grades are divided into 3 grades:
and 3, level: a very severe failure; the treatment method comprises the following steps: the combination instrument displays a fault code, and lights a 3-level fault indicator lamp to prompt 'stop immediately', and drives a buzzer to give an alarm; the VCU controls traction unloading and prohibits traction. After parking, a driver should cut off the high voltage electricity and immediately check the fault;
and 2, stage: a more severe failure; the treatment method comprises the following steps: the combination instrument displays a fault code, and lights a 2-level fault indicator lamp to prompt speed limit operation and drive a buzzer to give an alarm; the VCU limits the running speed to be not higher than 10 km/h. The vehicle runs at a limited speed and runs to a safe zone to process faults;
level 1: general failure; the treatment method comprises the following steps: the combination instrument displays a fault code, and lights a 1-level fault indicator lamp to prompt 'fault warning' and drive a buzzer to alarm; the vehicle may continue to operate until a nearby service station handles the fault.
9. The pure electric mine car control method according to claim 1, characterized in that: in the step (7), the traction motor is controlled:
1) traction motor control mode:
the traction motor control mode comprises a rotating speed control mode and a torque control mode, the torque control mode is adopted, real-time target torque and rotating speed limit are sent to the DCU, the DCU gives a motor torque value according to the real-time target torque, and when the rotating speed exceeds the rotating speed limit, the DCU can automatically reduce the torque;
2) the running direction is as follows:
judging an effective direction handle as the running direction of the vehicle, sending the effective direction handle to a DCU (digital control unit), and controlling the direction of a traction motor; when the vehicle runs backwards, the speed is limited to 10 km/h;
3) the working state of the traction motor is as follows:
the working state of the traction motor is divided into traction, braking, standby and stop states. The working state of the motor refers to a control flow chart of the traction motor;
4) and (3) hill start control:
the vehicle has a hill start control function, when the vehicle is ready to start on a hill, the vehicle applies parking brake, moves the direction handle to make the vehicle in a forward/backward state, and increases the rotation speed of the traction motor by using the accelerator pedal; when the pushing force is felt, the brake is relieved, and the vehicle starts to run forwards or backwards; when the vehicle speed is zero speed, whether the parking brake is applied or not is allowed to be loaded, if the loading exceeds 10S, the parking brake is not relieved, and a 'parking loading overtime' fault is reported (3 level). When the accelerator pedal returns to zero or the parking brake is relieved, the fault is eliminated; when the speed of the vehicle is non-zero speed, if the parking brake is in an applied state, a buzzer is driven to give an alarm, and a fault of 'parking traction and applying at the same time' is reported (3 level); and at zero speed, the vehicle is not dragged or stopped, and the fault is eliminated.
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| CN104742827A (en) * | 2015-04-13 | 2015-07-01 | 株洲南车时代电气股份有限公司 | Electric wheel mine cart electric control device and system |
| CN107117067A (en) * | 2017-03-31 | 2017-09-01 | 广州电力机车有限公司 | A kind of electric sanitation vehicle control |
| CN112959895A (en) * | 2021-03-28 | 2021-06-15 | 大运汽车股份有限公司 | Finished automobile control method of pure electric commercial vehicle |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104742827A (en) * | 2015-04-13 | 2015-07-01 | 株洲南车时代电气股份有限公司 | Electric wheel mine cart electric control device and system |
| CN107117067A (en) * | 2017-03-31 | 2017-09-01 | 广州电力机车有限公司 | A kind of electric sanitation vehicle control |
| CN112959895A (en) * | 2021-03-28 | 2021-06-15 | 大运汽车股份有限公司 | Finished automobile control method of pure electric commercial vehicle |
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