CN114435360B - New energy automobile speed limit control method - Google Patents
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/14—Adaptive cruise control
- B60W30/143—Speed control
- B60W30/146—Speed limiting
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation 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
- B60W40/10—Estimation 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
- B60W40/105—Speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details 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
- B60W2050/0001—Details of the control system
- B60W2050/0043—Signal treatments, identification of variables or parameters, parameter estimation or state estimation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2720/00—Output or target parameters relating to overall vehicle dynamics
- B60W2720/10—Longitudinal speed
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Abstract
The invention relates to the technical field of passenger car running control, in particular to a new energy automobile speed limit control method, which comprises the following steps: A. predicting the future vehicle speed of the vehicle; B. correcting the required torque of the whole vehicle; C. and (5) correcting the distribution of the required torque of the whole vehicle. The method provided by the invention can predict the future vehicle speed of the vehicle according to the vehicle demand torque, judges the time of intervening in speed limit control, corrects the vehicle demand torque by using a PID algorithm, more accurately controls the vehicle to run in the highest vehicle speed, and simultaneously utilizes a braking system in a vehicle speed limit control function, thereby solving the problems that the vehicle speed cannot be accurately controlled and cannot adapt to different road conditions by pure proportion adjustment at present, and simultaneously solving the problem that the vehicle has overspeed risk once a motor cannot output the target braking torque in the process of adjusting the vehicle speed by using the PID algorithm.
Description
Technical Field
The invention relates to the technical field of passenger car driving control, in particular to a new energy automobile speed limit control method.
Background
The vehicle speed limit mainly occurs under two conditions that a vehicle breaks down or a driver actively sets a highest speed limit, and when the highest vehicle speed of the vehicle is limited, most of the current processing methods are as follows:
1. when the vehicle approaches the maximum speed, the driving force is reduced through proportional adjustment;
2. when the vehicle is close to the maximum vehicle speed, the target torque of the motor is calculated through a PID algorithm, and the vehicle speed is adjusted through the driving or braking torque of the motor.
However, the above treatment method has the following disadvantages:
1. the vehicle speed cannot be accurately controlled through pure proportion adjustment, and the vehicle speed cannot adapt to different road conditions. On the road surface with large friction coefficient or uphill, the algorithm can cause the vehicle not to reach the maximum speed; on low friction or downhill roads, the algorithm can cause the vehicle to overspeed;
2. the highest vehicle speed can be accurately controlled under most working conditions by calculating the target torque of the motor through a PID algorithm and executing the target torque to adjust the vehicle speed, but when the motor cannot output the target braking torque, the vehicle still has the risk of overspeed.
Disclosure of Invention
The invention aims to provide a new energy automobile speed limit control method, which can predict the future speed of a vehicle according to the required torque of the whole vehicle, judge the time of intervention speed limit control, correct the required torque of the whole vehicle by using a PID algorithm, more accurately control the vehicle to run in the highest speed, and utilize a brake system in the vehicle speed limit control function.
In order to achieve the purpose, the invention provides the following technical scheme: a new energy automobile speed limit control method comprises the following steps:
A. predicting the future vehicle speed of the vehicle, which comprises the following detailed steps:
(A1) estimating the future acceleration of the vehicle, wherein the acceleration cannot be calculated through a vehicle dynamics formula due to the fact that road surface information cannot be accurately measured, the increment of the future driving force is calculated by utilizing the difference value of the required torque of the whole vehicle and the actual torque of a motor, the increment of the acceleration is obtained by dividing the increment of the acceleration by the mass m of the whole vehicle, and the predicted acceleration is obtained by adding the current acceleration;
(A2) predicting the future vehicle speed of the vehicle according to the predicted acceleration, wherein the predicted vehicle speed is equal to the current vehicle speed plus the predicted acceleration multiplied by time;
B. correcting the required torque of the whole vehicle, wherein the detailed steps are as follows:
(B1) firstly, judging whether an overspeed risk exists or not, if the estimated vehicle speed is greater than the highest allowable vehicle speed of the vehicle, judging that the overspeed risk exists, otherwise, judging that the overspeed risk does not exist;
(B2) when the overspeed risk does not exist, the required torque of the whole vehicle does not need to be corrected, and when the overspeed risk exists, a torque correction difference value is calculated by applying a PID algorithm according to the current vehicle speed and the highest allowable vehicle speed of the vehicle, and the current output torque of the motor is added to obtain the corrected required torque of the whole vehicle;
C. and after correction, distributing the required torque of the whole vehicle, wherein the detailed steps are as follows:
(C1) if the corrected required torque of the whole vehicle is the driving torque, the torque value is completely responded by the motor;
(C2) if the corrected torque required by the whole vehicle is the braking torque, whether the torque value is within the range of the braking capacity of the motor is judged, if yes, the torque value is completely responded by the motor, otherwise, the motor is output with the maximum braking capacity, and the residual braking demand is supplemented by a braking system.
Preferably, in the step (a 1), the predicted acceleration is calculated according to the following formula: a is a P =a 0 +（T R -T M ) I r/m, wherein a P Representing the predicted acceleration, a 0 Expressed as the current acceleration, T R Representing the torque demanded of the entire vehicle, T M Representing the actual torque of the motor, i representing the speed ratio of the speed reducer, r representing the radius of the wheels, and m representing the total mass of the vehicle.
Preferably, in the step (a 1), the current acceleration is calculated according to the three-axis acceleration sensor speed.
Preferably, in the step (a 2), the predicted vehicle speed is calculated by the following formula: v. of P =v 0 +a p T, wherein v P Indicating the predicted vehicle speed, v 0 Representing the current vehicle speed and t representing time.
Preferably, in the step (B1), the vehicle maximum allowable vehicle speed is determined based on a smaller value of the maximum set vehicle speed and the failure state maximum vehicle speed.
Preferably, in the step (B2), the method for calculating the vehicle required torque is as follows:
dv=v 0 -（v max -1), where dv represents the current vehicle speed and v max -a difference of 1; v. of max Representing the maximum allowable speed of the whole vehicle;
d T =K p *dv（j）+K i *∑dv（j）+K d (dv (j) -dv (j-1)), wherein d T Representing the difference in torque correction, K p Represents the proportional coefficient, K, of the PID algorithm i Expressing the integral coefficient of PID algorithm, K d Represents the differential term coefficient of the PID algorithm, j represents the current time, j-1 represents the previous time, dv (j) represents the vehicle speed and v at the current time max A difference of-1, dv (j-1) represents a vehicle speed and v at a previous time max -a difference of 1;
T R_Adj =T M +d T， wherein T is R_Adj And the corrected vehicle demand torque is shown.
Preferably, in the step (B2), in the vehicle required torque calculating method, v max The purpose of subtracting 1 at-1 is to prevent overshoot.
Preferably, in the step (C2), when T is R_Adj ≤T Rgn_Max When, T R_Mot =T R_Adj ，T R_Brk = 0; when T is R_Adj ＞T Rgn_Max When, T R_Mot =T Rgn_Max ，T R_Brk =T R_Adj -T Rgn_Max (ii) a Wherein T is Rgn_Max Representing the maximum braking torque, T, of the motor R_Mot Representing the target torque of the motor, T R_Brk Representing the target braking torque of the braking system.
Compared with the prior art, the invention has the following beneficial effects:
the method provided by the invention can predict the future vehicle speed of the vehicle according to the vehicle demand torque, judges the time of intervening in speed limit control, corrects the vehicle demand torque by using a PID algorithm, more accurately controls the vehicle to run in the highest vehicle speed, and simultaneously utilizes a braking system in a vehicle speed limit control function, thereby solving the problems that the vehicle speed cannot be accurately controlled and cannot adapt to different road conditions by pure proportion adjustment at present, and simultaneously solving the problem that the vehicle has overspeed risk once a motor cannot output the target braking torque in the process of adjusting the vehicle speed by using the PID algorithm.
Drawings
FIG. 1 is a schematic flow diagram of the process of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
A new energy automobile speed limit control method comprises the following steps:
A. predicting the future vehicle speed of the vehicle, which comprises the following detailed steps:
(A1) estimating the future acceleration of the vehicle, wherein the acceleration cannot be calculated through a vehicle dynamics formula due to the fact that road surface information cannot be accurately measured, the increment of the future driving force is calculated by utilizing the difference value of the required torque of the whole vehicle and the actual torque of a motor, the increment of the acceleration is obtained by dividing the increment of the acceleration by the mass m of the whole vehicle, and the predicted acceleration is obtained by adding the current acceleration;
(A2) predicting the future vehicle speed of the vehicle according to the predicted acceleration, wherein the predicted vehicle speed is equal to the current vehicle speed plus the predicted acceleration multiplied by time;
B. correcting the required torque of the whole vehicle, wherein the detailed steps are as follows:
(B1) firstly, judging whether an overspeed risk exists or not, if the estimated vehicle speed is greater than the highest allowable vehicle speed of the vehicle, judging that the overspeed risk exists, otherwise, judging that the overspeed risk does not exist;
(B2) when no overspeed risk exists, the required torque of the whole vehicle does not need to be corrected, and when the overspeed risk exists, a torque correction difference value is calculated by applying a PID algorithm according to the current vehicle speed and the highest allowable vehicle speed of the vehicle, and the current output torque of the motor is added to obtain the corrected required torque of the whole vehicle;
C. and after correction, distributing the required torque of the whole vehicle, wherein the detailed steps are as follows:
(C1) if the corrected required torque of the whole vehicle is the driving torque, the torque value is completely responded by the motor;
(C2) if the corrected torque required by the whole vehicle is the braking torque, whether the torque value is within the range of the braking capacity of the motor is judged, if yes, the torque value is completely responded by the motor, otherwise, the motor is output with the maximum braking capacity, and the residual braking demand is supplemented by a braking system.
The external input condition requirements of the method of the invention are as follows:
the current vehicle speed of real-time input, vehicle gross mass, motor real-time parameter, triaxial acceleration sensor data, the highest speed that sets up, required electronic components includes: a three-axis acceleration sensor.
The purpose and principle of the method of the invention are as follows:
this scheme needs to achieve 2 objectives: the control effect and the universality are improved.
The control effect is improved: predicting the future vehicle speed, intervening in speed limit processing in advance, correcting the torque required by the whole vehicle by using a PID algorithm, accurately controlling the vehicle speed, and controlling a braking system to cope with downhill road conditions;
universality: the external method in the software process related to the scheme adopts a Matlab/Simulink modeling mode to carry out software interface packaging, follows the design principle of low coupling, high cohesion and cross-platform, and can be embedded into control software of different vehicle types.
The first embodiment is as follows:
a new energy automobile speed limit control method comprises the following steps:
A. predicting the future vehicle speed of the vehicle, which comprises the following detailed steps:
(A1) firstly, the future acceleration of the vehicle is estimated, and the road information can not be accurately measured and calculatedThe vehicle dynamics formula can not calculate the acceleration, the increment of the future driving force is calculated by utilizing the difference value of the required torque of the whole vehicle and the actual torque of the motor, the acceleration increment is obtained by dividing the difference value by the mass m of the whole vehicle, and the predicted acceleration is obtained by adding the current acceleration, and the calculation formula of the predicted acceleration is as follows: a is P =a 0 +（T R -T M ) I r/m, wherein a P Representing the predicted acceleration, a 0 Expressed as the current acceleration, T R Representing the torque demanded of the entire vehicle, T M Representing the actual torque of the motor, i representing the speed ratio of the speed reducer, r representing the radius of a wheel, and m representing the total mass of the vehicle;
(A2) and then predicting the future vehicle speed of the vehicle according to the predicted acceleration, wherein the predicted vehicle speed is equal to the current vehicle speed plus the predicted acceleration multiplied by time, and the calculation formula of the predicted vehicle speed is as follows: v. of P =v 0 +a p T, wherein v P Indicates the predicted vehicle speed, v 0 Representing the current vehicle speed, t representing time;
B. correcting the required torque of the whole vehicle, wherein the detailed steps are as follows:
(B1) judging whether overspeed risk exists or not, if the estimated vehicle speed is greater than the highest allowable vehicle speed of the vehicle, judging that overspeed risk exists, otherwise, judging that overspeed risk does not exist, wherein the highest allowable vehicle speed of the vehicle is determined according to the smaller value of the highest set vehicle speed and the highest vehicle speed in a fault state;
(B2) when the overspeed risk does not exist, the required torque of the whole vehicle does not need to be corrected, and when the overspeed risk exists, a torque correction difference value is calculated by applying a PID algorithm according to the current vehicle speed and the highest allowable vehicle speed of the vehicle, and the current output torque of the motor is added to obtain the corrected required torque of the whole vehicle;
C. and after correction, the required torque distribution of the whole vehicle comprises the following detailed steps:
(C1) if the corrected required torque of the whole vehicle is the driving torque, the torque value is completely responded by the motor;
(C2) if the corrected torque required by the whole vehicle is the braking torque, whether the torque value is within the range of the braking capacity of the motor is judged, if yes, the torque value is completely responded by the motor, otherwise, the motor is output with the maximum braking capacity, and the residual braking demand is supplemented by a braking system.
Example two:
a new energy automobile speed limit control method comprises the following steps:
A. the method for predicting the future vehicle speed of the vehicle comprises the following detailed steps:
(A1) the method comprises the following steps of firstly estimating the future acceleration of a vehicle, because road surface information can not be accurately measured, the acceleration can not be calculated through a vehicle dynamics formula, calculating the increment of the future driving force by utilizing the difference value of the required torque of the whole vehicle and the actual torque of a motor, dividing the increment by the mass m of the whole vehicle to obtain the acceleration increment, and then obtaining the predicted acceleration by the current acceleration (calculated according to the speed of a three-axis acceleration sensor), wherein the calculation formula of the predicted acceleration is as follows: a is P =a 0 +（T R -T M ) I r/m, wherein a P Representing the predicted acceleration, a 0 Expressed as the current acceleration, T R Representing the torque demanded of the entire vehicle, T M Representing the actual torque of the motor, i representing the speed ratio of the speed reducer, r representing the radius of a wheel, and m representing the total mass of the vehicle;
(A2) and then predicting the future vehicle speed of the vehicle according to the predicted acceleration, wherein the predicted vehicle speed is equal to the current vehicle speed plus the predicted acceleration multiplied by time, and the calculation formula of the predicted vehicle speed is as follows: v. of P =v 0 +a p T, wherein v P Indicates the predicted vehicle speed, v 0 Representing the current vehicle speed, t representing time;
B. correcting the required torque of the whole vehicle, wherein the detailed steps are as follows:
(B1) judging whether overspeed risk exists or not, if the estimated vehicle speed is greater than the highest allowable vehicle speed of the vehicle, judging that overspeed risk exists, otherwise, judging that overspeed risk does not exist, wherein the highest allowable vehicle speed of the vehicle is determined according to the smaller value of the highest set vehicle speed and the highest vehicle speed in a fault state;
(B2) when the overspeed risk does not exist, the required torque of the whole vehicle does not need to be corrected, when the overspeed risk exists, a torque correction difference value is calculated by applying a PID algorithm according to the current vehicle speed and the highest allowable vehicle speed of the vehicle, and the corrected required torque of the whole vehicle is obtained by adding the current output torque of the motor, wherein the calculation method of the required torque of the whole vehicle is as follows:
dv=v 0 -（v max -1), where dv represents the current vehicle speed and v max -a difference of 1 (where the purpose of subtracting 1 is to prevent overshoot); v. of max Representing the maximum allowable speed of the whole vehicle;
d T =K p *dv（j）+K i *∑dv（j）+K d (dv (j) -dv (j-1)), wherein d T Representing the torque correction difference, K p Represents the proportional coefficient, K, of the PID algorithm i Represents the integral term coefficient, K, of the PID algorithm d Represents the differential coefficient of the PID algorithm, j represents the current time, j-1 represents the previous time, dv (j) represents the vehicle speed and v at the current time max A difference of-1, dv (j-1) represents a vehicle speed and v at a previous time max -a difference of 1;
T R_Adj =T M +d T， wherein T is R_Adj Representing the corrected whole vehicle required torque;
C. and after correction, distributing the required torque of the whole vehicle, wherein the detailed steps are as follows:
(C1) if the corrected required torque of the whole vehicle is the driving torque, the torque value is completely responded by the motor;
(C2) if the torque required by the whole vehicle after correction is the braking torque, firstly judging whether the torque value is in the range of the braking capacity of the motor, if so, completely responding the torque value by the motor, otherwise, outputting the motor with the maximum braking capacity, supplementing the residual braking demand by the braking system, and when T is the braking torque R_Adj ≤T Rgn_Max Time, T R_Mot =T R_Adj ，T R_Brk = 0; when T is R_Adj ＞T Rgn_Max When, T R_Mot =T Rgn_Max ，T R_Brk =T R_Adj -T Rgn_Max (ii) a Wherein T is Rgn_Max Representing the maximum braking torque, T, of the motor R_Mot Representing the target torque, T, of the motor R_Brk Representing the target braking torque of the braking system.
Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that changes, modifications, substitutions and alterations can be made in these embodiments without departing from the principles and spirit of the invention, the scope of which is defined in the appended claims and their equivalents.
Claims (7)
1. A new energy automobile speed limit control method is characterized in that: the method comprises the following steps:
A. the method for predicting the future vehicle speed of the vehicle comprises the following detailed steps:
(A1) estimating the future acceleration of the vehicle, wherein the acceleration cannot be calculated through a vehicle dynamics formula due to the fact that road surface information cannot be accurately measured, the increment of the future driving force is calculated by utilizing the difference value of the required torque of the whole vehicle and the actual torque of a motor, the increment of the acceleration is obtained by dividing the increment of the acceleration by the mass m of the whole vehicle, and the predicted acceleration is obtained by adding the current acceleration;
(A2) predicting the future vehicle speed of the vehicle according to the predicted acceleration, wherein the predicted vehicle speed is equal to the current vehicle speed plus the predicted acceleration multiplied by time;
B. correcting the required torque of the whole vehicle, wherein the detailed steps are as follows:
(B1) firstly, judging whether an overspeed risk exists or not, if the estimated vehicle speed is greater than the highest allowable vehicle speed of the vehicle, judging that the overspeed risk exists, otherwise, judging that the overspeed risk does not exist;
(B2) when the overspeed risk does not exist, the required torque of the whole vehicle does not need to be corrected, and when the overspeed risk exists, a torque correction difference value is calculated by applying a PID algorithm according to the current vehicle speed and the highest allowable vehicle speed of the vehicle, and the current output torque of the motor is added to obtain the corrected required torque of the whole vehicle;
C. and after correction, the required torque distribution of the whole vehicle comprises the following detailed steps:
(C1) if the corrected required torque of the whole vehicle is the driving torque, the torque value is completely responded by the motor;
(C2) if the corrected torque required by the whole vehicle is the braking torque, judging whether the torque value is within the range of the braking capacity of the motor, if so, completely responding by the motor, otherwise, outputting the motor by the maximum braking capacity, and supplementing the residual braking demand by a braking system;
in the step (B2), the method of calculating the corrected vehicle entire required torque is as follows:
dv=v 0 -（v max -1), where dv represents the current vehicle speed and v max -a difference of 1; v. of max Representing the maximum allowable speed of the whole vehicle;
d T =K p *dv（j）+K i *∑dv（j）+K d (dv (j) -dv (j-1)), wherein d T Representing the difference in torque correction, K p Representing the proportional term coefficient, K, of the PID algorithm i Expressing the integral coefficient of PID algorithm, K d Represents the differential coefficient of the PID algorithm, j represents the current time, j-1 represents the previous time, dv (j) represents the vehicle speed and v at the current time max A difference of-1, dv (j-1) represents a vehicle speed and v at a previous time max -a difference of 1;
T R_Adj =T M +d T wherein T is R_Adj And representing the corrected vehicle demand torque.
2. The speed limit control method of the new energy automobile according to claim 1, characterized in that: in the step (a 1), the calculation formula of the predicted acceleration is: a is a p =a 0 +（T R -T M ) I r/m, wherein a p Indicates the predicted acceleration, a 0 Expressed as the current acceleration, T R Indicating the torque demanded of the entire vehicle, T M Representing the actual torque of the motor, i representing the speed ratio of the retarder, r representing the radius of the wheels, and m representing the total mass of the vehicle.
3. The new energy automobile speed limit control method according to claim 1, characterized in that: in the step (a 1), the current acceleration is calculated from the three-axis acceleration sensor velocity.
4. The new energy automobile speed limit control method according to claim 1, characterized in that: in the step (a 2), the calculation formula of the predicted vehicle speed is: v. of P =v 0 +a p T, wherein v P Indicates the predicted vehicle speed, v 0 Representing the current vehicle speed and t representing time.
5. The speed limit control method of the new energy automobile according to claim 1, characterized in that: in the step (B1), the maximum allowable vehicle speed of the vehicle is determined based on the smaller of the maximum set vehicle speed and the failure state maximum vehicle speed.
6. The new energy automobile speed limit control method according to claim 1, characterized in that: in the step (B2), in the vehicle required torque calculation method, v max The purpose of subtracting 1 at-1 is to prevent overshoot.
7. The speed limit control method of the new energy automobile according to claim 1, characterized in that: in the step (C2), when T is R_Adj ≤T Rgn_Max When, T R_Mot =T R_Adj ，T R_Brk = 0; when T is R_Adj ＞T Rgn_Max When, T R_Mot =T Rgn_Max ，T R_Brk =T R_Adj -T Rgn_Max (ii) a Wherein T is Rgn_Max Indicating the maximum braking torque of the motor, T R_Mot Representing the target torque, T, of the motor R_Brk Representing the target braking torque of the braking system.
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