CN114619892B - Vehicle sliding control method - Google Patents
Vehicle sliding control method Download PDFInfo
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- CN114619892B CN114619892B CN202210234797.6A CN202210234797A CN114619892B CN 114619892 B CN114619892 B CN 114619892B CN 202210234797 A CN202210234797 A CN 202210234797A CN 114619892 B CN114619892 B CN 114619892B
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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
- B60L15/2009—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 for braking
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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
- B60L15/2054—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 by controlling transmissions or clutches
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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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/12—Speed
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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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/421—Speed
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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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/423—Torque
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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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/48—Drive Train control parameters related to transmissions
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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
- B60L2250/00—Driver interactions
- B60L2250/26—Driver interactions by pedal actuation
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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 application provides a vehicle sliding control method, which is characterized in that the rotation speed of a driving gear is hardly changed by judging the sliding working condition of a vehicle and introducing a second filtering scale factor k2, the speed difference caused by the slight reduction of the rotation speed of a driven gear slowly approaches to the driving gear, and finally the driving gear is in soft contact with the driven gear, so that the impact caused by the contact of the two gears can be effectively eliminated, and the shake caused by a gear gap is avoided.
Description
Technical Field
The application relates to the technical field of vehicle control methods, in particular to a vehicle sliding control method.
Background
Along with the rapid development of the new energy automobile industry, the pure electric driving system is more and more widely applied to the field of commercial vehicles, and the multi-gear pure electric driving system of a single motor and an AMT gearbox is more and more widely applied to commercial vehicles, particularly trucks. At present, the research in the field of pure electric commercial vehicles focuses on the dynamic performance of the vehicles, solves the problem of power interruption in the gear shifting process and the like, and the research on the driving comfort is also lacking. Along with the continuous propulsion of the technology of the pure electric vehicle, the vehicle needs to have both dynamic performance and driving comfort.
The power transmission system in the field of pure electric trucks at present adopts a structure form that a driving motor is combined with a multi-gear gearbox, and as the driving system is in rigid connection and has more gears and gaps exist between the gears on the motor and the gearbox, when the torque change speed is high in the running process of the vehicle, the vehicle can shake, so that the comfort of the running of the vehicle is affected.
As shown in fig. 1, the left side of each tooth is set to be the b face, and the right side is set to be the a face; when the vehicle slides, the wheels drive the motor to rotate, the driven gear drags the driving gear to rotate, and at the moment, the b surface of the driving gear contacts with the a surface of the driven gear; after the accelerator is stepped on suddenly (Tip-in), the a face of the driving gear is close to the b face of the driven gear rapidly, and the driving gear eliminates a gap between the driving gear and the driven gear and drives the driven gear to rotate. Since the driving gear has a relative initial speed before contact, the speed difference between the two gears at the contact time is large, so that impact is generated during contact. The mechanism of shaking after the accelerator (Tip-out) is released is consistent with (Tip-in). Under the condition of vehicle sliding, under the working condition of sudden stepping on the accelerator (Tip-in) and the working condition of sudden releasing the accelerator (Tip-out), the shake has certain specificity, and the current common method for solving the problem of vehicle shake mainly comprises two methods of limiting the torque change rate and controlling the motor rotating speed through PID (proportion integration differentiation), but the two methods cannot perfectly and fundamentally solve the problem of shake.
Disclosure of Invention
In order to solve the defects and shortcomings in the prior art, the application provides a vehicle sliding control method.
The technical scheme provided by the application is as follows: a vehicle coasting control method characterized by: the method comprises the following steps:
step (1): the vehicle control unit VCU collects current vehicle information and calculates the required torque of the vehicle under the current working condition;
step (2): the gearbox controller TCU judges the working condition of the vehicle before the motor controller MCU controls the motor so as to determine whether the vehicle is in a sliding working condition or not:
step (3): when the judgment result is that the vehicle is in a sliding working condition, the gearbox controller TCU monitors an accelerator pedal signal and a motor torque signal in real time, and judges whether the vehicle is in a sudden stepping accelerator (Tip-in) working condition in the sliding working condition according to the accelerator pedal signal and the motor torque signal;
step (4): if the vehicle is judged to be in a sudden accelerator stepping (Tip-in) working condition, the transmission controller TCU selects a second filtering scale factor k2 to carry out low-pass filtering treatment on the required torque, so that the motor torque is slowly increased to a first torque;
step (5): when the motor torque is increased to the second torque, the transmission controller TCU adopts a third filtering scaling factor k3 to carry out low-pass filtering processing on the required torque, so that the change slope of the motor torque at the beginning stage is gentle;
step (6): the torque command sent by the transmission controller TCU is continuously increasing and remains unchanged after the maximum required torque is reached.
Further, the method further comprises:
step (7): when the opening degree of the accelerator pedal starts to be reduced and the time for reducing the opening degree to zero is smaller than a second threshold value, the speed change box controller TCU judges that the vehicle is in an emergency accelerator (Tip-out) working condition at the moment, the motor torque starts to be controlled, the third filtering scaling factor k3 is adopted to carry out low-pass filtering processing on the required torque, the motor torque is reduced, and when the motor torque is reduced to the first torque, the scaling factor of the torque filter is switched from the third filtering scaling factor k3 to the second filtering scaling factor k2.
Further, in the step 2), the gear box controller TCU determines whether the vehicle is in a sliding condition according to the current gear signal, the accelerator pedal signal provided by the vehicle controller VCU, the motor rotation speed signal and the motor torque signal fed back by the motor controller MCU.
Further, in the step 2), when the vehicle does not enter the sliding working condition as a result of the judgment, the gearbox controller TCU does not intervene in controlling the motor during normal running of the vehicle, and the gearbox controller TCU sends a torque command to the motor controller MCU according to the required torque of the whole vehicle controller VCU, so that the vehicle runs at the target speed; and when the judgment result is that the vehicle is in the sliding working condition, the gearbox controller TCU intervenes in motor control.
Further, in the step 2), the conditions required to be satisfied when the sliding working condition is entered are determined as follows: the vehicle is not in neutral, the accelerator pedal opening is zero, the motor speed is not zero and the motor torque is negative.
Further, in the step 3),
if the opening value of the accelerator pedal is larger than the first threshold value and the time for increasing the opening value of the accelerator pedal from zero to the first threshold value is larger than the second threshold value, judging that the vehicle is under a sliding slow acceleration working condition at the moment;
if the opening value of the accelerator pedal is larger than the first threshold value and the time for increasing the opening value of the accelerator pedal from zero to the first threshold value is smaller than the second threshold value, judging that the vehicle is in a sliding sudden acceleration working condition, namely a sudden accelerator stepping (Tip-in) working condition in the sliding working condition.
Further, in the step (3), when it is determined that the vehicle is in the coasting slow acceleration condition at this time, the transmission controller TCU performs low-pass filtering processing on the required torque command sent by the overall vehicle controller VCU, and the motor controller MCU receives the actual torque command filtered by the transmission controller TCU and converts the actual torque command into three-phase ac electric control motor rotation, and selects a first filtering scaling factor k1 matched with the actual torque command according to the vehicle parameters to limit the change slope of the motor torque, so that the motor torque is changed gradually from negative torque to positive torque.
Further, in the step (4), the first torque is obtained by taking a weighted average of a theoretical torque calculated by a formula and a calibration torque of the real vehicle, wherein the formula for calculating the theoretical torque is as follows:
wherein T is e For a first torque, J m The moment of inertia at one end of the motor, ω being the motor speed, B being the magnetic induction of the motor, TL being the load torque produced by the running resistance.
Further, the second torque is a torque for ensuring that the contact point between the driving gear and the driven gear is kept unchanged, and is a torque when the driving gear drives the driven gear to rotate.
Further, in the step 1), the current vehicle information includes at least an accelerator pedal signal, a stop lever signal, a vehicle speed signal, and a current gear signal.
Compared with the prior art, the application has the following beneficial effects:
(1) The application provides a vehicle sliding control method, wherein wheels drag a motor to rotate before the control method is interposed, a driven gear drives a driving gear to rotate, torque transmission acts on a contact point between the driven gear and the driving gear, after the control method is interposed, the motor torque is in a stage that negative torque transmitted by the wheels slowly increases to a first torque, in the stage, the transmission of force between the driving gear and the driven gear gradually disappears, the driving gear starts to be driven by the motor, and the rotating speed of the driving gear is hardly changed in the stage under the action of a second filtering scale factor k2. The driven gear part is connected with the wheels through a mechanical structure, the rotating speed of the driven gear part is linearly related to the speed of the vehicle, the speed of the vehicle is reduced under the action of driving resistance, and the rotating speed of the driven gear is reduced. However, the inertia of the whole vehicle is large, so that the speed of the vehicle is small and slow, and the rotation speed of the driven gear is slightly reduced along with the speed of the vehicle. Therefore, the speed difference caused by the fact that the rotation speed of the driving gear is kept unchanged and the rotation speed of the driven gear is slightly reduced in the stage enables the driven gear to slowly approach to the driving gear, and finally the driving gear is in soft contact with the driven gear, so that impact caused by contact of the two gears can be effectively eliminated, and shaking caused by gear gaps is avoided.
Drawings
Fig. 1 is a schematic view of the gear gap of the present application.
Fig. 2 is a control schematic of the present application.
Fig. 3 is a schematic diagram of the control strategy of the present application.
Detailed Description
The following description of the embodiments of the present application will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present application, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
In the description of the present application, it should be noted that the directions or positional relationships indicated by the terms "upper", "lower", "inner", "outer", "front", "rear", "both ends", "one end", "the other end", etc. are based on the directions or positional relationships shown in the drawings, are merely for convenience of describing the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific direction, be configured and operated in the specific direction, and thus should not be construed as limiting the present application. Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In the description of the present application, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "provided," "connected," and the like are to be construed broadly, and may be fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present application will be understood in specific cases by those of ordinary skill in the art.
Example 1
Fig. 2-3 show a vehicle coasting control method provided in embodiment 1 of the application, which includes the following steps: 1. a vehicle coasting control method characterized by: the method comprises the following steps:
(1) The vehicle control unit VCU collects current vehicle information and calculates the required torque of the vehicle under the current working condition; in this embodiment, the current vehicle information includes at least an accelerator pedal signal, a stop lever signal, a vehicle speed signal, and a current gear signal.
(2) The gearbox controller TCU judges the working condition of the vehicle before the motor controller MCU controls the motor so as to determine whether the vehicle is in a sliding working condition or not: the vehicle entering the coasting condition is a precondition for starting the control method provided in the present embodiment.
In the step, the gearbox controller TCU judges whether the vehicle is in a sliding working condition or not according to a current gear signal, an accelerator pedal signal provided by the whole vehicle controller VCU, a motor rotating speed signal and a motor torque signal fed back by the motor controller MCU;
when the judgment result shows that the vehicle does not enter the sliding working condition, the speed change box controller TCU does not intervene in controlling the motor during normal running of the vehicle, and the speed change box controller TCU sends a torque command to the motor controller MCU according to the required torque of the whole vehicle controller VCU so that the vehicle runs at the target speed;
and when the judgment result is that the vehicle is in the sliding working condition, the gearbox controller TCU intervenes in motor control.
In this embodiment, the conditions required to be satisfied when the sliding condition is entered are determined as follows: the vehicle is not in neutral, the accelerator pedal opening is zero, the motor speed is not zero and the motor torque is negative.
(3) When the judgment result is that the vehicle is in a sliding working condition, the gearbox controller TCU monitors an accelerator pedal signal and a motor torque signal in real time, and judges whether the vehicle is in a sudden stepping accelerator (Tip-in) working condition in the sliding working condition according to the accelerator pedal signal and the motor torque signal;
in this embodiment of the present application, in one embodiment,
if the opening value of the accelerator pedal is larger than the first threshold value and the time for increasing the opening value of the accelerator pedal from zero to the first threshold value is larger than the second threshold value, judging that the vehicle is under a sliding slow acceleration working condition at the moment;
if the opening value of the accelerator pedal is larger than the first threshold value and the time for increasing the opening value of the accelerator pedal from zero to the first threshold value is smaller than the second threshold value, judging that the vehicle is in a sliding sudden acceleration working condition, namely a sudden accelerator stepping (Tip-in) working condition in the sliding working condition.
When judging that the vehicle is in a sliding slow acceleration working condition at this time, the transmission controller TCU carries out low-pass filtering processing on a demand torque command sent by the whole vehicle controller VCU, the motor controller MCU receives an actual torque command filtered by the transmission controller TCU and then converts the actual torque command into a three-phase alternating current control motor to rotate, and a first filtering scale factor k1 matched with the motor controller MCU is selected according to vehicle parameters to limit the change slope of motor torque, so that the motor torque is changed from negative torque to positive torque smoothly, torque zero-crossing control is achieved through the setting of the first filtering scale factor k1, and shaking of the vehicle under the sliding slow acceleration working condition is eliminated.
(4) If the vehicle is judged to be in a sudden accelerator stepping (Tip-in) working condition, the transmission controller TCU selects a second filtering scale factor k2 to carry out low-pass filtering treatment on the required torque, so that the motor torque is slowly increased to a first torque; the first torque is obtained by taking a weighted average of a theoretical torque calculated by a formula and a real vehicle calibration torque, wherein the theoretical torque is calculated by the formula:
wherein T is e For a first torque, J m The moment of inertia at one end of the motor, ω being the motor speed, B being the magnetic induction of the motor, TL being the load torque produced by the running resistance.
The transmission controller TCU selects a small second filtering scaling factor k2 to carry out low-pass filtering processing on the required torque, so that the motor torque is slowly increased to the first torque with a small slope, and the first torque is positive. The second filtering scaling factor k2 can enable the motor torque to be changed from negative torque to first torque smoothly, and the first torque is the minimum torque capable of enabling the motor to keep the current rotating speed at the control moment, so that the rotating speed of the motor is unchanged in the torque change process.
Before the intervention of the control method, a wheel drags a motor to rotate, a driven gear drives a driving gear to rotate, and torque transmission acts on a contact point between a surface a of the driven gear and a surface b of the driving gear; after the intervention of the control method, the motor torque is in a phase in which the negative torque transmitted by the wheels slowly increases to the first torque, in which phase the transmission of force between the b face of the driving gear and the a face of the driven gear gradually disappears, the driving gear starts to be driven by the motor, and the rotation speed of the driving gear hardly changes in the phase under the action of the second filtering scaling factor k2. The driven gear part is connected with the wheels through a mechanical structure, the rotating speed of the driven gear part is linearly related to the speed of the vehicle, the speed of the vehicle is reduced under the action of driving resistance, and the rotating speed of the driven gear is reduced. However, the inertia of the whole vehicle is large, so that the speed of the vehicle is small and slow, and the rotation speed of the driven gear is slightly reduced along with the speed of the vehicle. Therefore, the speed difference caused by the fact that the rotation speed of the driving gear is kept unchanged and the rotation speed of the driven gear is slightly reduced at the stage enables the driven gear to slowly approach to the driving gear, and finally the a face of the driving gear is in soft contact with the driven gear, so that impact caused by contact of the two gears is eliminated, and shaking caused by gear gaps is avoided. Along with the increase of the torque on the driving gear, the contact point of the driving gear and the driven gear is kept unchanged, and the driving gear always drives the driven gear to rotate.
(5) When the motor torque is increased to the second torque, the transmission controller TCU adopts a larger third filtering scaling factor k3 to carry out low-pass filtering processing on the required torque, so that the change slope of the motor torque at the beginning stage is gentle; the second torque is positive, and the torque passes through a process of slowing down before going fast, so that the vehicle impact caused by abrupt torque change is avoided. The second torque is set to ensure that the contact point between the driving gear and the driven gear is kept unchanged, and is the torque when the driving gear drives the driven gear to rotate;
(6) The torque command sent by the TCU is continuously increased, and the torque command is kept unchanged after the maximum required torque is reached;
(7) When the opening degree of the accelerator pedal starts to be reduced and the time for reducing the opening degree to zero is smaller than a second threshold value, the gearbox controller TCU judges that the vehicle is in an accelerator-off (Tip-out) working condition at the moment, the motor torque starts to be controlled, and a larger third filtering scaling factor k3 is adopted to carry out low-pass filtering processing on the required torque, so that the motor torque is smooth and rapidly reduced, and vehicle shake caused by too fast motor torque reduction is avoided. When the motor torque is reduced to the first torque, the scaling factor of the torque filter is switched from the third filtering scaling factor k3 to the second filtering scaling factor k2; the effect of switching to the second filtering scaling factor k2 here is to avoid the torque at the drive gear end from being rapidly removed, and the rotational speed of the drive gear end decreases too fast due to the small moment of inertia, so that the speed difference between the drive gear end and the driven gear is large, and vehicle shake is generated. In the stage that the motor torque starts to decrease from the first torque, the motor torque is not enough to support the motor to keep the existing rotating speed to start to decrease, and the rotating speed of the driving gear is reduced along with the motor; the rotational speed of the driven gear is reduced by the running resistance, but the rotational inertia of the driven gear is larger than that of the driving gear by an order of magnitude. Therefore, in the above stage, the driven gear rotational speed can be regarded as unchanged, and as the driving rotational speed decreases, the a-plane of the driving gear starts to approach the b-plane of the driven gear slowly.
In this embodiment, the first, second and third filtering scaling factors k1, k2 and k3 are all used to limit the rate of change of torque, where k1 acts on the slow acceleration condition and is used to limit the rate of change of torque in the contact point switching stage, at this time, the rate of change of torque sent by the vehicle controller VCU is smaller than the rate of change of torque under the fast acceleration condition, so k1> k2, and k2 acts on the fast acceleration condition, and k3 acts on the fast acceleration condition, and under the fast throttle condition, since the smaller the value of each filtering scaling factor, the more obvious the limit on the rate of change of torque is, so that k3> k1> k2 is satisfied.
It will be evident to those skilled in the art that the application is not limited to the details of the foregoing illustrative embodiments, and that the present application may be embodied in other specific forms without departing from the spirit or essential characteristics thereof. The present embodiments are, therefore, to be considered in all respects as illustrative and not restrictive, the scope of the application being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein. Any reference signs in the claims shall not be construed as limiting the scope of the claims.
Claims (10)
1. A vehicle coasting control method characterized by: the method comprises the following steps:
step (1): the vehicle control unit VCU collects current vehicle information and calculates the required torque of the vehicle under the current working condition;
step (2): the gearbox controller TCU judges the working condition of the vehicle before the motor controller MCU controls the motor so as to determine whether the vehicle is in a sliding working condition or not:
step (3): when the judgment result is that the vehicle is in a sliding working condition, the gearbox controller TCU monitors an accelerator pedal signal and a motor torque signal in real time, and judges whether the vehicle is in a sudden stepping accelerator (Tip-in) working condition in the sliding working condition according to the accelerator pedal signal and the motor torque signal;
step (4): if the vehicle is judged to be in a sudden accelerator stepping (Tip-in) working condition, the transmission controller TCU selects a second filtering scale factor k2 to carry out low-pass filtering treatment on the required torque, so that the motor torque is slowly increased to a first torque; the second filtering scaling factor k2 can enable the motor torque to be changed from negative torque to first torque smoothly, wherein the first torque is the minimum torque which can enable the motor to keep the current rotating speed at the control moment, and the aim is to enable the rotating speed of the motor to be unchanged in the torque change process;
step (5): when the motor torque is increased to the second torque, the transmission controller TCU adopts a third filtering scaling factor k3 to carry out low-pass filtering processing on the required torque, so that the change slope of the motor torque at the beginning stage is gentle; the second torque is positive, the torque is subjected to a process of slowing first and then quickly, and vehicle impact caused by abrupt torque change is avoided, and the second torque is set to ensure that the contact point between the driving gear and the driven gear is kept unchanged;
step (6): the torque command sent by the transmission controller TCU is continuously increasing and remains unchanged after the maximum required torque is reached.
2. The method according to claim 1, wherein the method further comprises:
step (7): when the opening degree of the accelerator pedal starts to be reduced and the time for reducing the opening degree to zero is smaller than a second threshold value, the speed change box controller TCU judges that the vehicle is in an emergency accelerator (Tip-out) working condition at the moment, the motor torque starts to be controlled, the third filtering scaling factor k3 is adopted to carry out low-pass filtering processing on the required torque, the motor torque is reduced, and when the motor torque is reduced to the first torque, the scaling factor of the torque filter is switched from the third filtering scaling factor k3 to the second filtering scaling factor k2.
3. The method according to claim 1 or 2, characterized in that: in the step (2), the gearbox controller TCU judges whether the vehicle is in a sliding working condition according to the current gear signal, the accelerator pedal signal provided by the whole vehicle controller VCU, the motor rotation speed signal and the motor torque signal fed back by the motor controller MCU.
4. A method according to claim 3, characterized in that: in the step (2), when the judgment result shows that the vehicle does not enter the sliding working condition, the gearbox controller TCU does not intervene in controlling the motor when the vehicle normally runs, and the gearbox controller TCU sends a torque command to the motor controller MCU according to the required torque of the whole vehicle controller VCU so that the vehicle runs at the target speed; and when the judgment result is that the vehicle is in the sliding working condition, the gearbox controller TCU intervenes in motor control.
5. The method according to claim 4, wherein: in the step (2), the conditions required to be met when the sliding working condition is judged to be entered are as follows: the vehicle is not in neutral, the accelerator pedal opening is zero, the motor speed is not zero and the motor torque is negative.
6. The method according to claim 1 or 2, characterized in that: in the step (3), the step of (c),
if the opening value of the accelerator pedal is larger than the first threshold value and the time for increasing the opening value of the accelerator pedal from zero to the first threshold value is larger than the second threshold value, judging that the vehicle is under a sliding slow acceleration working condition at the moment;
if the opening value of the accelerator pedal is larger than the first threshold value and the time for increasing the opening value of the accelerator pedal from zero to the first threshold value is smaller than the second threshold value, judging that the vehicle is in a sliding sudden acceleration working condition, namely a sudden accelerator stepping (Tip-in) working condition in the sliding working condition.
7. The method according to claim 6, wherein: in the step (3), when the vehicle is judged to be in a coasting slow acceleration working condition at this time, the transmission controller TCU performs low-pass filtering processing on a demand torque command sent by the whole vehicle controller VCU, the motor controller MCU receives an actual torque command filtered by the transmission controller TCU and converts the actual torque command into a three-phase alternating current control motor to rotate, and a first filtering scaling factor k1 matched with the actual torque command is selected according to vehicle parameters to limit a change slope of motor torque, so that the motor torque is gradually changed from negative torque to positive torque.
8. The method according to claim 1 or 2, characterized in that: in the step (4), the first torque is obtained by taking a weighted average of a theoretical torque calculated by a formula and a calibration torque of the real vehicle, wherein the formula for calculating the theoretical torque is as follows:
wherein T is e For a first torque, J m The moment of inertia at one end of the motor, ω being the motor speed, B being the magnetic induction of the motor, TL being the load torque produced by the running resistance.
9. The method according to claim 1 or 2, characterized in that: the second torque is the torque for ensuring that the contact point between the driving gear and the driven gear is kept unchanged and is the torque when the driving gear drives the driven gear to rotate.
10. The method according to claim 1 or 2, characterized in that: in the step (1), the current vehicle information at least comprises an accelerator pedal signal, a stop lever signal, a vehicle speed signal and a current gear signal.
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| KR20200142665A (en) * | 2019-06-13 | 2020-12-23 | 현대자동차주식회사 | System and method for reducing acceleration shock of a motor driven vehicle |
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| JP2012153321A (en) * | 2011-01-28 | 2012-08-16 | Nissan Motor Co Ltd | Electric vehicle control device |
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