CN114523966A - Vehicle speed control method and device, electronic equipment and readable storage medium - Google Patents

Vehicle speed control method and device, electronic equipment and readable storage medium Download PDF

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Publication number
CN114523966A
CN114523966A CN202210100313.9A CN202210100313A CN114523966A CN 114523966 A CN114523966 A CN 114523966A CN 202210100313 A CN202210100313 A CN 202210100313A CN 114523966 A CN114523966 A CN 114523966A
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vehicle speed
current
coefficient
value
acceleration
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王守军
韩梦思
朱跃
范赛
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IAT Automobile Technology Co Ltd
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IAT Automobile Technology Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/143—Speed control
    • B60W30/146—Speed limiting
    • 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
    • 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
    • B60W40/107—Longitudinal acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B60W2520/105—Longitudinal acceleration
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The application discloses a vehicle speed control method, a vehicle speed control device, electronic equipment and a readable storage medium, wherein the vehicle speed control method comprises the following steps: acquiring the current torque, the current speed and the current acceleration of the vehicle; acquiring a target acceleration of the vehicle according to the current vehicle speed; the method comprises the following steps that a mapping relation exists between a current vehicle speed and a target acceleration; under the condition that the current acceleration value is larger than the target acceleration value, calculating the difference value between the target acceleration and the current acceleration; calculating a torque reduction value according to the acceleration difference; determining a target torque according to the current torque and the torque reduction value; and reducing the current torque to the target torque so as to control the current vehicle speed to be below the preset maximum driving vehicle speed. Compared with the prior art that the vehicle speed is limited by limiting the maximum torque, the technical scheme of the application can be executed under the condition that the torque is smaller than the maximum torque, and the vehicle speed is adjusted, so that the vehicle can be controlled to run below the maximum running vehicle speed more accurately.

Description

Vehicle speed control method and device, electronic equipment and readable storage medium
Technical Field
The present disclosure relates to the field of vehicle control, and more particularly, to a method and an apparatus for controlling vehicle speed, an electronic device and a readable storage medium.
Background
In order to ensure the driving safety of the user, a maximum driving speed is generally set for the vehicle, and during driving, the actual speed of the vehicle may exceed the maximum driving speed. When the actual vehicle speed exceeds the maximum vehicle speed, the conventional technique limits the rotation speed of the electric motor by limiting the maximum torque of the electric motor by using the external characteristics of the electric motor, and further limits the actual vehicle speed of the vehicle. However, when the vehicle is in a downhill condition, since the vehicle is under the influence of gravity, even if the torque of the electric motor does not exceed the limited maximum torque, the actual vehicle speed of the vehicle may exceed the maximum driving speed, with the risk of overspeed driving.
Therefore, accurately controlling the actual vehicle speed of the vehicle to be not more than the set maximum driving vehicle speed is an urgent technical problem to be solved.
Disclosure of Invention
In order to solve the technical problems in the background art, the application provides a vehicle speed control method, a vehicle speed control device, an electronic device and a readable storage medium, which can accurately control a vehicle to run below a maximum running vehicle speed.
In a first aspect, the present application provides a vehicle speed control method comprising:
acquiring the current torque, the current speed and the current acceleration of the vehicle;
acquiring a target acceleration of the vehicle according to the current vehicle speed; the method comprises the following steps that a mapping relation exists between a current vehicle speed and a target acceleration;
under the condition that the current acceleration value is larger than the target acceleration value, calculating the difference value between the target acceleration and the current acceleration;
calculating a torque reduction value according to the acceleration difference;
determining a target torque according to the current torque and the torque reduction value;
and reducing the current torque to the target torque so as to control the current vehicle speed to be below the preset maximum driving vehicle speed.
Optionally, the existing mapping relationship between the current vehicle speed and the target acceleration includes:
the larger the absolute value of the difference between the current vehicle speed and the preset highest vehicle speed, the larger the absolute value of the target acceleration.
Optionally, calculating the torque reduction value according to the acceleration difference comprises:
calculating a torque reduction value by using a PID algorithm; the PID algorithm is a torque reduction value, namely an acceleration difference value, a proportional coefficient, an integral coefficient of the acceleration difference value, and a differential coefficient of the acceleration difference value.
Optionally, calculating the torque reduction value according to the acceleration difference further includes:
scaling a proportional coefficient, an integral coefficient and a differential coefficient by utilizing an engineering setting method; the engineering setting method comprises at least one of a critical proportion method, a reaction curve method and an attenuation method.
Optionally, the scaling the proportional coefficient, the integral coefficient, and the differential coefficient by using a critical ratio method includes:
according to the input proportionality δnControlling the output signal of the set value to vibrate in a constant amplitude manner;
obtaining the constant amplitude oscillation period T according to the constant amplitude oscillation curven；
Figure BDA0003492156930000021
Figure BDA0003492156930000022
Scaling a proportionality coefficient P, an integral coefficient I and a differential coefficient D;
wherein the degree of proportionality δnIs the percentage of the input set value to the output value, T (n) is the torque reduction value, T is the control period, ajA (n) and a (n-1) are the difference values of the accelerated speeds in different control periods, the value of a proportionality coefficient k is 1.78 in the PID control process, and an integral time constant Ti＝0.50TnDifferential time constant Td＝0.125Tn。
Optionally, the scaling the proportional coefficient, the integral coefficient and the differential coefficient by using a reaction curve method includes:
drawing a step response curve of the step signal according to the input proportional control instruction;
obtaining the gain K of the step signal according to the step response curveαEquivalent lag time LαEquivalent lag time constant Tα；
Using formulas
Figure BDA0003492156930000031
Scaling a proportional coefficient P, an integral coefficient I and a differential coefficient D;
wherein, Kp1.2 α, integration time constant Ti＝2LαDifferential time constant Td＝0.5Lα。
Optionally, the scaling coefficient, the integral coefficient, and the differential coefficient using an attenuation method includes:
according to the input proportionality δsControlling the output signal 4:1 of the set value to attenuate oscillation;
obtaining the decay period T according to the 4:1 decay oscillation curves；
Using formulas
Figure BDA0003492156930000032
Scaling a proportional coefficient P, an integral coefficient I and a differential coefficient D;
wherein the degree of proportionality δsThe value of the proportionality coefficient k is 0.8 in percentage of the input set value to the output value,
Figure BDA0003492156930000033
integral time constant Ti＝0.3TsDifferential time constant Td＝0.1Ts。
In a second aspect, the present application provides a vehicle speed control device, comprising:
the first acquisition module is used for acquiring the current torque, the current speed and the current acceleration of the vehicle;
the second acquisition module is used for acquiring the target acceleration of the vehicle according to the current speed; the method comprises the following steps that a mapping relation exists between a current vehicle speed and a target acceleration;
the first calculation module is used for calculating the difference value between the target acceleration and the current acceleration under the condition that the current acceleration value is greater than the target acceleration value;
the second calculation module is used for calculating a torque reduction value according to the acceleration difference value;
a determination module for determining a target torque based on the current torque and the torque reduction value;
and the control module is used for reducing the current torque to the target torque so as to control the current vehicle speed to be below the preset maximum driving vehicle speed.
Optionally, the existing mapping relationship between the current vehicle speed and the target acceleration includes:
the larger the absolute value of the difference between the current vehicle speed and the preset highest vehicle speed, the larger the absolute value of the target acceleration.
Optionally, the second calculating module is configured to:
calculating a torque reduction value by using a PID algorithm; the PID algorithm is a torque reduction value, namely an acceleration difference value, a proportional coefficient, an integral coefficient of the acceleration difference value, and a differential coefficient of the acceleration difference value.
Optionally, the second calculating module is configured to:
scaling a proportional coefficient, an integral coefficient and a differential coefficient by utilizing an engineering setting method; the engineering setting method comprises at least one of a critical proportion method, a reaction curve method and an attenuation method.
Optionally, the scaling the proportional coefficient, the integral coefficient, and the differential coefficient by using a critical ratio method includes:
a first control submodule for controlling the output of the first control submodule according to the input proportionality degree deltanControlling the output signal of the set value to vibrate in a constant amplitude manner;
a first obtaining submodule for obtaining a constant amplitude oscillation period T according to the constant amplitude oscillation curven；
A first calibration sub-module for utilizing a formula
Figure BDA0003492156930000041
Figure BDA0003492156930000042
Scaling a proportionality coefficient P, an integral coefficient I and a differential coefficient D;
wherein the degree of proportionality δnIs the percentage of the input set value to the output value, T (n) is the torque reduction value, T is the control period, ajA (n) and a (n-1) are the difference values of the accelerated speeds in different control periods, the value of a proportionality coefficient k is 1.78 in the PID control process, and an integral time constant Ti＝0.50TnDifferential time constant Td＝0.125Tn。
Optionally, the scaling the proportional coefficient, the integral coefficient and the differential coefficient by using a reaction curve method includes:
the second control submodule is used for drawing a step response curve of the step signal according to the input proportional control instruction;
a second obtaining submodule for obtaining the gain K of the step signal according to the step response curveαEquivalent lag time LαEquivalent lag time constant Tα；
A second calibration submodule for using a formula
Figure BDA0003492156930000051
Scaling a proportional coefficient P, an integral coefficient I and a differential coefficient D;
wherein, Kp1.2 α, integration time constant Ti＝2LαDifferential time constant Td＝0.5Lα。
Optionally, the scaling coefficient, the integral coefficient, and the differential coefficient using an attenuation method includes:
a third control sub-module for controlling the output of the converter according to the input proportionality degree deltasControlling the output signal 4:1 of the set value to attenuate oscillation;
a third obtaining submodule for obtaining attenuation according to the 4:1 damped oscillation curveReduced period Ts；
A third calibration sub-module for utilizing a formula
Figure BDA0003492156930000052
Scaling a proportional coefficient P, an integral coefficient I and a differential coefficient D;
wherein the degree of proportionality δsThe value of the proportionality coefficient k is 0.8 in percentage of the input set value to the output value,
Figure BDA0003492156930000053
integral time constant Ti＝0.3TsDifferential time constant Td＝0.1Ts。
In a third aspect, the present application provides an electronic device, comprising: a processor and a memory storing computer program instructions;
the processor, when executing the computer program instructions, implements the vehicle speed control method of the first aspect.
In a fourth aspect, the present application provides a computer readable storage medium having stored thereon computer program instructions which, when executed by a processor, implement the vehicle speed control method of the first aspect.
In the embodiment of the application, after the current torque, the current speed and the current acceleration of the vehicle are obtained, the target acceleration can be determined according to the current speed, the difference value between the target acceleration and the current acceleration is calculated under the condition that the current acceleration is larger than the target acceleration, further, the torque reduction value is determined according to the acceleration difference value, the target torque is determined according to the torque reduction value and the current torque, the current torque is controlled to be reduced to the target torque, and therefore the vehicle speed is controlled to run below the maximum running speed. Compared with the prior art that the vehicle speed is limited by limiting the maximum torque, the technical scheme of the application can be executed under the condition that the torque is smaller than the maximum torque, and the vehicle speed is adjusted, so that the vehicle can be controlled to run below the maximum running vehicle speed more accurately.
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In order to more clearly illustrate the detailed description of the present application or the technical solutions in the prior art, the drawings needed to be used in the detailed description of the present application or the prior art description will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative efforts.
FIG. 1 is a flow chart of a method for controlling vehicle speed according to an embodiment of the present disclosure;
FIG. 2 is a flow chart of an alternative vehicle speed control method provided by an embodiment of the present application;
FIG. 3 is a flow chart of an alternative method of controlling vehicle speed provided by an embodiment of the present application;
FIG. 4 is a flow chart of an alternative vehicle speed control method provided by an embodiment of the present application;
FIG. 5 is a schematic diagram of a vehicle speed control process provided by an embodiment of the present application;
FIG. 6 is a graph of a step signal response provided by an embodiment of the present application;
FIG. 7 is a schematic structural diagram of a vehicle speed control device according to an embodiment of the present application; and
fig. 8 is a schematic structural diagram of an electronic device according to an embodiment of the present application.
Detailed Description
In order to make the above and other features and advantages of the present application more apparent, the present application is further described below in conjunction with the accompanying drawings. It is understood that the specific embodiments described herein are for purposes of illustration only and are not intended to be limiting, as those of ordinary skill in the art will recognize.
In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. However, it will be apparent to one of ordinary skill in the art that the specific details need not be employed to practice the present application. In other instances, well-known steps or operations are not described in detail to avoid obscuring the present application.
In the prior art, the vehicle speed is generally controlled by limiting the maximum torque of the electric motor, so that the vehicle runs below the maximum running speed, but in some working conditions, such as the working condition of a downhill vehicle, the vehicle is accelerated not only under the driving of the electric motor, but also under the action of gravity, and the vehicle speed may exceed the maximum running speed.
Aiming at the problems, the method cuts in from the acceleration which is a direct factor influencing the vehicle speed, calculates the difference value between the target acceleration and the current acceleration, and reduces the torque of the motor according to the difference value of the acceleration, thereby accurately controlling the vehicle to run below the highest running speed.
The vehicle speed control method of the present application will be described with reference to fig. 1 and 5, and as shown in fig. 1, the present application provides a vehicle speed control method including:
step S110, a current torque, a current vehicle speed, and a current acceleration of the vehicle are acquired.
The execution main body of the vehicle control system can be a vehicle control unit of a vehicle, and a first acquisition module of the vehicle control unit acquires the current torque, the current speed and the current acceleration of the vehicle in real time through a sensor on the vehicle.
Step S120, acquiring a target acceleration of the vehicle according to the current vehicle speed; and the current vehicle speed and the target acceleration have a mapping relation.
And step S130, calculating the difference value between the target acceleration and the current acceleration under the condition that the current acceleration value is greater than the target acceleration value.
In the application, a mapping relationship exists between the current vehicle speed and the target acceleration, that is, a technician sets an acceleration threshold (target acceleration) corresponding to the vehicle speed for different vehicle speeds, so that the second acquisition module of the vehicle controller can obtain the target acceleration corresponding to the current vehicle speed according to the acquired current vehicle speed, compare the current acceleration with the target acceleration corresponding to the current vehicle speed, calculate a difference between the target acceleration and the current acceleration through the first calculation module when the current acceleration is greater than the target acceleration, and control to return to the execution step S110 to acquire the current torque, the current vehicle speed and the current acceleration of the vehicle when the current acceleration is less than the target acceleration.
It should be noted that, when comparing the current acceleration with the target acceleration, the signs of the current acceleration and the target acceleration need to be considered, for example, the current acceleration is-0.5 m/s2The target acceleration is-1 m/s2The current acceleration is greater than the target acceleration. In addition, in order to save the resources of the vehicles, the vehicle speed control method mentioned in the application can be set to be started after the vehicle speed reaches a certain threshold value, in a specific embodiment, the maximum running speed of a certain type of vehicle is 160km/h, and the vehicle speed control function of the application can be set to be started when the vehicle speed reaches 140 km/h.
In step S140, a torque reduction value is calculated from the acceleration difference.
Specifically, in some embodiments, after the acceleration difference is calculated, the second calculation module of the vehicle controller may calculate the torque reduction value by using a PID algorithm, that is, the torque reduction value is the acceleration difference and the proportional coefficient + the integral coefficient of the acceleration difference and the differential coefficient of the acceleration difference, where the proportional coefficient, the integral coefficient, and the differential coefficient may be calibrated by using an engineering tuning method.
And step S150, determining a target torque according to the current torque and the torque reduction value.
And step S160, reducing the current torque to the target torque so as to control the current vehicle speed to be below the preset maximum driving vehicle speed.
Specifically, the determining module of the vehicle controller may determine the target torque in the present period according to the calculated torque reduction value and the acquired current torque, and further, the current torque is adjusted to the target torque through the control module of the vehicle controller to control the current vehicle speed to be below the maximum driving vehicle speed.
In some embodiments, the mapping that exists between the current vehicle speed and the target acceleration includes:
the larger the absolute value of the difference between the current vehicle speed and the preset highest vehicle speed, the larger the absolute value of the target acceleration.
In order to further improve the capacity of limiting the vehicle speed of the vehicle speed control method provided by the application, the scheme further optimizes the corresponding relation between the current vehicle speed and the target acceleration, namely, the absolute value of the target acceleration is gradually increased towards the two sides of the highest driving vehicle speed by taking the highest driving vehicle speed as the center. The effect of doing so is that the more the current speed is lower than the highest speed of driving, the larger the value of the target acceleration is, and is a positive value, because when the current acceleration is lower than the target acceleration, the vehicle will not adjust the current torque, thereby can provide the bigger acceleration space, facilitate users to improve the speed of the vehicle; the higher the current speed is, the higher the absolute value of the target acceleration is, and the higher the absolute value of the target acceleration is, so that when the vehicle speed exceeds the maximum driving speed, the larger the absolute value of the target acceleration is, the larger the target torque of the vehicle can be adjusted according to the larger acceleration difference, and the vehicle can be controlled to decelerate.
In a specific embodiment, a vehicle model is set to run at a maximum speed of 160km/h, a vehicle speed control function is set to be turned on when the vehicle speed reaches 140km/h, and a target acceleration of 1m/s is set to be 140km/h to 150km/h2(ii) a When the vehicle speed is 150 km/h-160 km/h, the target acceleration is 0.5m/s2(ii) a When the vehicle speed is 160 km/h-170 km/h, the target acceleration is-0.5 m/s2(ii) a When the vehicle speed is 170 km/h-180 km/h, the target acceleration is-1 m/s2。
In other embodiments, the scaling factor, the integral factor, and the differential factor are calibrated using an engineering tuning method, and the torque reduction value is calculated from the acceleration difference, wherein the engineering tuning method comprises at least one of a critical scaling method, a reaction curve method, and a decay method.
In a preferred embodiment, the scale coefficient, the integral coefficient and the differential coefficient are calibrated by using a critical proportion method, as shown in fig. 2, the specific steps are as follows:
step S210, according to the input proportion degree deltanAnd controlling the output signal of the set value to oscillate with equal amplitude.
Step S220, obtaining a constant amplitude oscillation period T according to the constant amplitude oscillation curven。
In step S230, the proportional coefficient P, the integral coefficient I, and the differential coefficient D are calibrated by using a formula.
Wherein the calculation formula is
Figure BDA0003492156930000091
Figure BDA0003492156930000092
Degree of proportionality deltanIs the percentage of the input set value to the output value, T (n) is the torque reduction value, T is the control period, ajA (n) and a (n-1) are the difference values of the accelerated speeds in different control periods, the value of a proportionality coefficient k is 1.78 in the PID control process, and an integral time constant Ti＝0.50TnDifferential time constant Td＝0.125Tn。
In the scheme, the second calculation module of the vehicle control unit receives an input set value signal (a stable signal with a fixed value), and adjusts the proportionality to deltanThe output signal of the set value is oscillated in a constant amplitude to generate a constant amplitude oscillation curve, so that a constant amplitude oscillation period T can be obtained through the constant amplitude oscillation curvenWherein, the constant amplitude oscillation period TnThe time interval (difference between abscissa axes) between two adjacent waveform peaks in the constant amplitude oscillation curve. Further, using the delta obtainedn、TnAnd formulas
Figure BDA0003492156930000101
Figure BDA0003492156930000102
Ti＝0.50Tn，Td＝0.125TnScaling coefficient P, integral coefficient I and differential coefficient D are calibrated.
In another embodiment, which is described with reference to fig. 3 and 6, the proportional coefficient, the integral coefficient, and the differential coefficient are calibrated by a reaction curve method, which comprises the following steps:
in step S310, a step response curve of the step signal is drawn according to the input proportional control command.
Step S320, gain K of the step signal is obtained according to the step response curveαEquivalent lag time LαEquivalent lag time constant Tα。
And step S330, scaling the proportional coefficient P, the integral coefficient I and the differential coefficient D by using a formula.
Wherein the calculation formula is
Figure BDA0003492156930000103
Kp1.2 α, integration time constant Ti＝2LαDifferential time constant Td＝0.5Lα。
In this scheme, the second calculation module of the vehicle control unit receives the input step signal, and adjusts the scale to generate a step response curve from the output signal of the step signal, as shown in fig. 6, where the abscissa t is time, the ordinate p (t) is the gain of the input signal, and the curve in the graph is a step response curve, so that the gain K of the step signal can be obtained by making a tangent at the maximum curvature position of the step response curveαEquivalent lag time LαEquivalent lag time constant TαFurther, using a formula
Figure BDA0003492156930000104
Figure BDA0003492156930000105
And scaling a proportional coefficient P, an integral coefficient I and a differential coefficient D.
In other embodiments, the proportional coefficient, the integral coefficient, and the differential coefficient are calibrated by using an attenuation method, as shown in fig. 4, which includes the following steps:
step S410, according to the input proportion degree deltasThe output signal 4:1 controlling the set point damps the oscillation.
Step S420, obtaining a decay period T according to the 4:1 decay oscillation curves。
And step S430, calibrating the proportional coefficient P, the integral coefficient I and the differential coefficient D by using a formula.
Wherein the calculation formula is
Figure BDA0003492156930000106
Degree of proportionality δsThe value of the proportionality coefficient k is 0.8 in percentage of the input set value to the output value,
Figure BDA0003492156930000111
integral time constant Ti＝0.3TsDifferential time constant Td＝0.1Ts。
In the scheme, the second calculation module of the vehicle control unit receives an input set value signal (a stable signal with a fixed value), and adjusts the proportionality to deltasThe set value output signal 4 is set to: 1 attenuating the oscillation to generate a 4:1 attenuating oscillation curve, so that the attenuating oscillation period T can be obtained through the 4:1 attenuating oscillation curvesWherein, the oscillation period T is attenuated by 4:1sThe time interval between the peak of the first waveform and the 4:1 decaying peak (difference between abscissa). Further, using the delta obtaineds、TsAnd formulas
Figure BDA0003492156930000112
Figure BDA0003492156930000113
Ti＝0.3Ts，Td＝0.1TsAnd scaling a proportionality coefficient P, an integral coefficient I and a differential coefficient D, wherein the value of k is 0.8.
In a specific embodiment, a vehicle speed is controlled by a vehicle speed control method of the application through a whole vehicle controller to carry out simulation test, a proportional coefficient P, an integral coefficient I and a differential coefficient D are calibrated according to an engineering setting method or experience of technicians, the simulated vehicle is controlled to run under the working condition exceeding the maximum running vehicle speed, and the response time, the steady state error and the oscillation amplitude of the vehicle speed controlled and adjusted by the whole vehicle controller are recorded, wherein the proportional coefficient P influences the response time, namely the response time is shorter when the proportional coefficient P is larger, but the proportional coefficient P cannot be too large, the overshoot of a PID control process is too large when the value P is too large, the integral coefficient I influences the steady state error, the steady state error is larger when the integral coefficient I is larger, the oscillation amplitude is influenced by the differential coefficient D, and the oscillation amplitude is larger when the differential coefficient D is larger. Therefore, a group of optimal values can be determined according to the characteristics of the proportionality coefficient P, the integral coefficient I and the differential coefficient D and the test result, namely a group of calibration values P, I, D are obtained, the vehicle speed can be rapidly adjusted through the whole vehicle control, and the steady-state error and the oscillation amplitude in the adjusting process are small.
As shown in fig. 7, the present application provides a vehicle speed control device including:
the first obtaining module 701 is configured to obtain a current torque, a current vehicle speed, and a current acceleration of a vehicle.
The execution main body of the application can be a vehicle controller of a vehicle, and a first acquisition module 701 of the vehicle controller acquires the current torque, the current speed and the current acceleration of the vehicle in real time through a sensor on the vehicle.
A second obtaining module 702, configured to obtain a target acceleration of the vehicle according to a current vehicle speed; and the current vehicle speed and the target acceleration have a mapping relation.
The first calculating module 703 is configured to calculate a difference between the target acceleration and the current acceleration when the current acceleration value is greater than the target acceleration value.
In the present application, a mapping relationship exists between the current vehicle speed and the target acceleration, that is, a technician sets an acceleration threshold (target acceleration) corresponding to the vehicle speed for different vehicle speeds, so that the second obtaining module 702 of the vehicle controller can obtain the target acceleration corresponding to the current vehicle speed according to the obtained current vehicle speed, compare the current acceleration with the target acceleration corresponding to the current vehicle speed, calculate a difference between the target acceleration and the current acceleration through the first calculating module 703 when the current acceleration is greater than the target acceleration, and control to return to execute step S110 to obtain the current torque, the current vehicle speed, and the current acceleration of the vehicle when the current acceleration is less than the target acceleration.
It should be noted that, when comparing the current acceleration with the target acceleration,the signs of the current acceleration and the target acceleration need to be considered, for example, the current acceleration is-0.5 m/s2The target acceleration is-1 m/s2The current acceleration is greater than the target acceleration. In addition, in order to save the resources of the vehicles, the vehicle speed control method mentioned in the application can be set to be started after the vehicle speed reaches a certain threshold value, in a specific embodiment, the maximum running speed of a certain type of vehicle is 160km/h, and the vehicle speed control function of the application can be set to be started when the vehicle speed reaches 140 km/h.
A second calculating module 704, configured to calculate a torque reduction value according to the acceleration difference.
Specifically, in some embodiments, after calculating the acceleration difference, the second calculation module 704 of the vehicle controller may calculate the torque reduction value by using a PID algorithm, that is, the torque reduction value is the acceleration difference and the integral of the acceleration difference and the differential coefficient of the acceleration difference, wherein the proportional coefficient, the integral of the acceleration difference and the differential coefficient may be calibrated by using an engineering tuning method.
The determining module 705 is configured to determine a target torque based on the current torque and the torque reduction value.
And the control module 706 is used for reducing the current torque to the target torque so as to control the current vehicle speed to be below the preset running maximum vehicle speed.
Specifically, the determining module 705 of the vehicle controller may determine the target torque of the present period according to the calculated torque reduction value and the obtained current torque, and further, adjust the current torque to the target torque through the control module 706 of the vehicle controller to control the current vehicle speed to be below the maximum driving vehicle speed.
In some embodiments, the mapping that exists between the current vehicle speed and the target acceleration includes:
the larger the absolute value of the difference between the current vehicle speed and the preset highest vehicle speed, the larger the absolute value of the target acceleration.
In order to further improve the capacity of limiting the vehicle speed of the vehicle speed control method provided by the application, the scheme further optimizes the corresponding relation between the current vehicle speed and the target acceleration, namely, the absolute value of the target acceleration is gradually increased towards the two sides of the highest driving vehicle speed by taking the highest driving vehicle speed as the center. The effect of doing so is that the more the current speed is lower than the highest speed of driving, the larger the value of the target acceleration is, and is a positive value, because when the current acceleration is lower than the target acceleration, the vehicle will not adjust the current torque, thereby can provide the bigger acceleration space, facilitate users to improve the speed of the vehicle; the higher the current speed is, the higher the absolute value of the target acceleration is, and the higher the absolute value of the target acceleration is, so that when the vehicle speed exceeds the maximum driving speed, the larger the absolute value of the target acceleration is, the larger the target torque of the vehicle can be adjusted according to the larger acceleration difference, and the vehicle can be controlled to decelerate.
In a specific embodiment, a vehicle model is set to run at a maximum speed of 160km/h, a vehicle speed control function is set to be turned on when the vehicle speed reaches 140km/h, and a target acceleration of 1m/s is set to be 140km/h to 150km/h2(ii) a When the vehicle speed is 150 km/h-160 km/h, the target acceleration is 0.5m/s2(ii) a When the vehicle speed is 160 km/h-170 km/h, the target acceleration is-0.5 m/s2(ii) a When the vehicle speed is 170 km/h-180 km/h, the target acceleration is-1 m/s2。
In some embodiments, the second calculation module 704 is configured to:
scaling a proportional coefficient, an integral coefficient and a differential coefficient by utilizing an engineering setting method; the engineering setting method comprises at least one of a critical proportion method, a reaction curve method and an attenuation method.
In a preferred embodiment, scaling the scaling coefficients, the integration coefficients, and the differentiation coefficients using a critical proportionality method comprises:
a first control submodule for controlling the output of the converter according to the input proportionality degree deltanAnd controlling the output signal of the set value to oscillate with equal amplitude.
A first obtaining submodule for obtaining a constant amplitude oscillation period T according to the constant amplitude oscillation curven。
A first calibration sub-module for utilizing a formula
Figure BDA0003492156930000141
Figure BDA0003492156930000142
Scaling coefficient P, integral coefficient I and differential coefficient D are calibrated.
Wherein the degree of proportionality δnIs the percentage of the input set value to the output value, T (n) is the torque reduction value, T is the control period, ajA (n) and a (n-1) are the difference values of the accelerated speeds in different control periods, the value of a proportionality coefficient k is 1.78 in the PID control process, and an integral time constant Ti＝0.50TnDifferential time constant Td＝0.125Tn。
In this embodiment, the second calculation module 704 of the vehicle control unit receives the input set value signal (a stable signal with a fixed value), and adjusts the proportionality to δnThe output signal of the set value is oscillated in a constant amplitude to generate a constant amplitude oscillation curve, so that a constant amplitude oscillation period T can be obtained through the constant amplitude oscillation curvenWherein, the constant amplitude oscillation period TnThe time interval (difference between abscissa axes) between two adjacent waveform peaks in the constant amplitude oscillation curve. Further, using the delta obtainedn、TnAnd formulas
Figure BDA0003492156930000143
Figure BDA0003492156930000144
Ti＝0.50Tn，Td＝0.125TnScaling coefficient P, integral coefficient I and differential coefficient D are calibrated.
In another embodiment, described in conjunction with FIG. 6, scaling the scaling, integration, and differentiation coefficients using a reaction curve method includes:
and the second control submodule is used for drawing a step response curve of the step signal according to the input proportional control instruction.
A second obtaining submodule for obtaining the gain K of the step signal according to the step response curveαEquivalent lag time LαEquivalent lag time constant Tα。
A second calibration sub-module for utilizing the formula
Figure BDA0003492156930000151
And scaling a proportional coefficient P, an integral coefficient I and a differential coefficient D.
Wherein, Kp1.2 α, integration time constant Ti＝2LαDifferential time constant Td＝0.5Lα。
In this scheme, the second calculation module 704 of the vehicle control unit receives the input step signal, and adjusts the scale to generate a step response curve from the output signal of the step signal, as shown in fig. 6, where the abscissa t is time, the ordinate p (t) is the gain of the input signal, and the curve in the graph is a step response curve, so that the gain K of the step signal can be obtained by making a tangent at the maximum curvature position of the step response curveαEquivalent lag time LαEquivalent lag time constant TαAnd, further, using a formula
Figure BDA0003492156930000152
And scaling a proportional coefficient P, an integral coefficient I and a differential coefficient D.
In other embodiments, scaling the scaling, integration, and differentiation coefficients using attenuation comprises:
a third control sub-module for controlling the output of the converter according to the input proportionality degree deltasThe output signal 4:1 controlling the set point damps the oscillation.
A third obtaining submodule for obtaining the decay period T according to the 4:1 decay oscillation curves。
A third calibration sub-module for utilizing a formula
Figure BDA0003492156930000153
And scaling a proportional coefficient P, an integral coefficient I and a differential coefficient D.
Wherein the degree of proportionality δsThe value of the proportionality coefficient k is 0.8 in percentage of the input set value to the output value,
Figure BDA0003492156930000154
integral time constant Ti＝0.3TsDifferential time constant Td＝0.1Ts。
In this embodiment, the second calculation module 704 of the vehicle control unit receives the input set value signal (a stable signal with a fixed value), and adjusts the proportionality to δsThe set value output signal 4 is set to: 1 attenuating the oscillation to generate a 4:1 attenuating oscillation curve, so that the attenuating oscillation period T can be obtained through the 4:1 attenuating oscillation curvesWherein, the oscillation period T is attenuated by 4:1sThe time interval between the peak of the first waveform and the 4:1 decaying peak (difference between abscissa). Further, using the delta obtaineds、TsAnd formulas
Figure BDA0003492156930000161
Figure BDA0003492156930000162
Ti＝0.3Ts，Td＝0.1TsAnd scaling a proportionality coefficient P, an integral coefficient I and a differential coefficient D, wherein the value of k is 0.8.
As shown in fig. 8, the present application provides an electronic device 800, the electronic device 800 comprising: a processor 801 and a memory 802 in which computer program instructions are stored; the processor 801, when executing computer program instructions, implements the vehicle speed control method in embodiments.
A computer readable storage medium having computer program instructions stored thereon that, when executed by a processor, implement a vehicle speed control method in an embodiment is provided.
It will be understood that the specific features, operations, and details described herein with respect to the methods of the present application may also be similarly applied to the devices and systems of the present application, or vice versa. In addition, each step of the method of the present application described above may be performed by a respective component or unit of the apparatus or system of the present application.
It should be understood that the various modules/units of the apparatus of the present application may be implemented in whole or in part by software, hardware, firmware, or a combination thereof. Each module/unit may be embedded in a processor of the computer device in a hardware or firmware form or independent from the processor, or may be stored in a memory of the computer device in a software form to be called by the processor to perform the operation of each module/unit. Each module/unit may be implemented as a separate component or module, or two or more modules/units may be implemented as a single component or module. In one embodiment, a computer device is provided that includes a memory having stored thereon computer instructions executable by a processor, the computer instructions, when executed by the processor, instruct the processor to perform the steps of the method of an embodiment of the present application. The computer device may broadly be a server, a terminal, or any other electronic device having the necessary computing and/or processing capabilities. In one embodiment, the computer device may include a processor, memory, a network interface, a communication interface, etc., connected by a system bus. The processor of the computer device may be used to provide the necessary computing, processing and/or control capabilities. The memory of the computer device may include non-volatile storage media and internal memory. An operating system, a computer program, and the like may be stored in or on the non-volatile storage medium. The internal memory may provide an environment for the operating system and the computer programs in the non-volatile storage medium to run. The network interface and the communication interface of the computer device may be used to connect and communicate with an external device through a network. Which when executed by a processor performs the steps of the method of the present application.
The present application may be realized as a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, causes the steps of the method of an embodiment of the present application to be performed. In one embodiment, the computer program is distributed across a plurality of computer devices or processors coupled by a network such that the computer program is stored, accessed, and executed by one or more computer devices or processors in a distributed fashion. A single method step/operation, or two or more method steps/operations, may be performed by a single computer device or processor or by two or more computer devices or processors. One or more method steps/operations may be performed by one or more computer devices or processors, and one or more other method steps/operations may be performed by one or more other computer devices or processors. One or more computer devices or processors may perform a single method step/operation, or two or more method steps/operations.
One of ordinary skill in the art will appreciate that the method steps of the present application may be directed to associated hardware, such as a computer device or processor, for completion by a computer program, which may be stored in a non-transitory computer readable storage medium, which when executed causes the steps of the present application to be performed. Any reference herein to memory, storage, databases, or other media may include non-volatile and/or volatile memory, as appropriate. Examples of non-volatile memory include read-only memory (ROM), programmable ROM (prom), electrically programmable ROM (eprom), electrically erasable programmable ROM (eeprom), flash memory, magnetic tape, floppy disk, magneto-optical data storage device, hard disk, solid state disk, and the like. Examples of volatile memory include Random Access Memory (RAM), external cache memory, and the like.
The respective technical features described above may be arbitrarily combined. Although not all possible combinations of features are described, any combination of features should be considered to be covered by the present specification as long as there is no contradiction between such combinations.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, and not to limit the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present application.

Claims (10)

1. A vehicle speed control method, characterized by comprising:
acquiring the current torque, the current speed and the current acceleration of the vehicle;
acquiring a target acceleration of the vehicle according to the current vehicle speed; the current vehicle speed and the target acceleration have a mapping relation;
under the condition that the current acceleration value is larger than a target acceleration value, calculating a difference value between the target acceleration and the current acceleration;
calculating a torque reduction value according to the difference value;
determining a target torque according to the current torque and the torque reduction value;
and reducing the current torque to a target torque so as to control the current vehicle speed to be below a preset maximum driving vehicle speed.
2. The vehicle speed control method according to claim 1, characterized in that the existing mapping relationship between the current vehicle speed and the target acceleration includes:
the larger the absolute value of the difference between the current vehicle speed and the preset highest driving vehicle speed is, the larger the absolute value of the target acceleration is.
3. The vehicle speed control method according to claim 1, wherein the calculating a torque reduction value from the difference value includes:
calculating a torque reduction value by using a PID algorithm; wherein the PID algorithm is a torque reduction value, a differential acceleration difference, a proportional coefficient, an integral of the differential acceleration difference, an integral coefficient of the differential acceleration difference, and a differential coefficient of the differential acceleration difference.
4. The vehicle speed control method according to claim 3, wherein the calculating a torque reduction value from the difference further includes:
scaling a proportional coefficient, an integral coefficient and a differential coefficient by utilizing an engineering setting method; the engineering setting method comprises at least one of a critical proportion method, a reaction curve method and an attenuation method.
5. The vehicle speed control method according to claim 4, wherein scaling the proportional coefficient, the integral coefficient, and the derivative coefficient using a critical proportionality method includes:
according to the input proportionality δnControlling the output signal of the set value to vibrate in a constant amplitude manner;
obtaining the constant amplitude oscillation period T according to the constant amplitude oscillation curven；
Using formulas
Figure FDA0003492156920000021
Figure FDA0003492156920000022
Calibrating the proportional coefficient P, the integral coefficient I and the differential coefficient D;
wherein the degree of proportionality δnIs the percentage of the input set value to the output value, T (n) is the torque reduction value, T is the control period, ajA (n) and a (n-1) are the difference values of the accelerated speeds in different control periods, the value of a proportionality coefficient k is 1.78 in the PID control process, and an integral time constant Ti＝0.50TnDifferential time constant Td＝0.125Tn。
6. The vehicle speed control method according to claim 4, wherein scaling the proportional coefficient, the integral coefficient, and the differential coefficient using a reaction curve method includes:
drawing a step response curve of the step signal according to the input proportional control instruction;
obtaining the increase of the step signal according to the step response curveYi KαEquivalent lag time LαEquivalent lag time constant Tα；
Using formulas
Figure FDA0003492156920000023
Scaling a proportional coefficient P, an integral coefficient I and a differential coefficient D;
wherein, Kp1.2 α, integration time constant Ti＝2LαDifferential time constant Td＝0.5Lα。
7. The vehicle speed control method according to claim 4, wherein the scaling coefficient, the integral coefficient, and the differential coefficient using the attenuation method includes:
according to the input proportionality δsControlling the output signal 4:1 of the set value to attenuate oscillation;
obtaining the decay period T according to the 4:1 decay oscillation curves；
Using formulas
Figure FDA0003492156920000024
Scaling a proportional coefficient P, an integral coefficient I and a differential coefficient D;
wherein the degree of proportionality δsThe value of the proportionality coefficient k is 0.8 in percentage of the input set value to the output value,
Figure FDA0003492156920000031
integral time constant Ti＝0.3TsDifferential time constant Td＝0.1Ts。
8. A vehicle speed control apparatus, characterized by comprising:
the first acquisition module is used for acquiring the current torque, the current speed and the current acceleration of the vehicle;
the second acquisition module is used for acquiring the target acceleration of the vehicle according to the current vehicle speed; the current vehicle speed and the target acceleration have a mapping relation;
the first calculation module is used for calculating the difference value between the target acceleration and the current acceleration under the condition that the current acceleration value is larger than a target acceleration value;
the second calculation module is used for calculating a torque reduction value according to the difference value;
a determination module to determine a target torque based on the current torque and the torque reduction value;
and the control module is used for reducing the current torque to the target torque so as to control the current vehicle speed to be below the preset maximum driving vehicle speed.
9. An electronic device, characterized in that the electronic device comprises: a processor and a memory storing computer program instructions;
the processor, when executing the computer program instructions, implements a vehicle speed control method as claimed in any one of claims 1-7.
10. A computer readable storage medium having computer program instructions stored thereon which, when executed by a processor, implement a vehicle speed control method as claimed in any one of claims 1 to 7.
CN202210100313.9A 2022-01-27 2022-01-27 Vehicle speed control method and device, electronic equipment and readable storage medium Pending CN114523966A (en)

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