CN114670673A - Braking torque control system and method - Google Patents
Braking torque control system and method Download PDFInfo
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- CN114670673A CN114670673A CN202210241052.2A CN202210241052A CN114670673A CN 114670673 A CN114670673 A CN 114670673A CN 202210241052 A CN202210241052 A CN 202210241052A CN 114670673 A CN114670673 A CN 114670673A
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- 238000000034 method Methods 0.000 title claims abstract description 32
- 239000000126 substance Substances 0.000 claims 1
- 230000001133 acceleration Effects 0.000 abstract description 6
- 230000002195 synergetic effect Effects 0.000 abstract description 3
- 238000010586 diagram Methods 0.000 description 3
- 238000005065 mining Methods 0.000 description 3
- 230000007812 deficiency Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
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Classifications
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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
-
- 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
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
-
- 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
- B60L2240/60—Navigation input
- B60L2240/64—Road conditions
- B60L2240/642—Slope of road
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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 invention provides a braking torque control system and a braking torque control method, wherein the braking torque input deflector rod is connected with a Vehicle Control Unit (VCU) to send a braking demand torque instruction to the VCU, and the VCU sends a corresponding braking demand torque instruction to a Motor Controller (MCU) through a Controller Area Network (CAN) bus to control a motor to generate a corresponding braking demand torque; in the downhill process of the vehicle, the brake torque input deflector rod is arranged, so that the brake feedback power is kept stable, and better feedback efficiency is obtained; through the synergistic effect of the brake torque input deflector rod, the accelerator pedal and the brake pedal, the operation of a driver on acceleration and braking can be reduced in the long downhill process; when the slope changes or turns during the downhill process, the deceleration and the acceleration during the downhill process can be realized through the simple control of the brake pedal and the accelerator pedal.
Description
Technical Field
The invention relates to the technical field of vehicle control methods, in particular to a braking torque control system and a braking torque control method.
Background
The operation road in the mining area mainly takes the uphill slope and the downhill slope, and for a pure electric mine car, energy feedback during the downhill slope is a main energy-saving means, so that the braking force and the speed of the mine car in the downhill slope process are very important to control. The traditional control mode is that a driver judges the current speed of the mine car, when the speed of the mine car is judged to be too high, the speed of the mine car is reduced by stepping on a brake pedal, and when the speed of the mine car is judged to be too low, the speed of the mine car is accelerated by stepping on an accelerator pedal.
However, the control process has the following defects:
1) the working road condition of mining area is complicated, and slope change and bend are many, and the downhill path in-process has the speed limit requirement again, and the driver need step on brake pedal and accelerator pedal constantly, realizes the control to the speed of a motor vehicle, and working strength is high, easily tired.
2) The operation road in mining areas is mostly a non-paved road surface, the vehicle jolts seriously in the driving process, and in the downhill process, a driver cannot stabilize the opening degree of a brake pedal, so that the energy feedback power is unstable, and the feedback efficiency is low.
Therefore, it is desirable to provide a stable and effective braking torque control system and method to solve the above-mentioned drawbacks and deficiencies of the prior art.
Disclosure of Invention
To overcome the above-mentioned drawbacks and deficiencies of the prior art, the present invention provides a braking torque control system and method.
The technical scheme provided by the invention is as follows: a braking torque control system characterized by: the system comprises a braking torque input deflector rod, wherein the braking torque input deflector rod is connected with a vehicle control unit VCU so as to send a braking demand torque instruction to the vehicle control unit VCU, and the vehicle control unit VCU sends a corresponding braking demand torque instruction to a motor controller MCU through a CAN bus so as to control a motor to generate a corresponding braking demand torque.
Further, the system further comprises an accelerator pedal and a brake pedal, which can adjust the braking demand torque generated by the motor.
Further, after the driver steps on the brake pedal, the braking demand torque is gradually increased according to the pedal stepping depth;
when the driver steps on the accelerator pedal, the braking demand torque is gradually reduced according to the stepping depth of the pedal,
when the driver releases the brake pedal and the accelerator pedal, the brake demand torque is restored to the initial value.
Further, the braking torque input shift lever comprises N gears from 0 to N, and the higher the gear is, the larger the corresponding braking demand torque generated by the motor is.
Further, the maximum adjustment value of the braking demand torque generated by the motor by the accelerator pedal and the brake pedal is lower than the difference value of the corresponding braking demand torques generated by the motor between two adjacent gears.
Further, when the stepping depth of the brake pedal of the driver reaches the maximum value and the brake torque still cannot meet the requirement, the driver is prompted to adjust the brake torque input deflector rod to a higher first gear to increase the brake required torque;
when the brake torque still cannot meet the requirement when the stepping depth of the accelerator pedal of the driver reaches the maximum value, the driver is prompted to adjust the brake torque input deflector rod to a lower first gear so as to reduce the brake required torque.
Further, the brake demand torque Tb _ veh is calculated as follows:
Tb_veh＝Tx+Tb+Tp
wherein, the first and the second end of the pipe are connected with each other,
tx is the set brake torque under the corresponding gear of the brake torque input lever, x is the corresponding gear of the brake torque input lever, and x is 0,1,2,3, … … N; t0 ═ 0; and T0< T1< T2< T3< T4< … … TN;
tb is the brake torque corresponding to the brake pedal, and is calculated as follows:
tb ═ mx (t) × α, where mx (t) is the brake pedal braking torque per 1% opening degree in each gear; alpha is the opening degree of the brake pedal;
tp is the driving torque corresponding to the accelerator pedal, and is calculated as follows:
tp ═ nx (t) × β, where nx (t) is the accelerator pedal drive torque for each 1% opening in each gear; beta is the oil accelerator pedal opening.
A braking torque control method is also proposed, comprising the steps of:
1) when the vehicle continuously descends, a driver selects a corresponding gear of a proper braking torque input deflector rod according to the gradient, the vehicle enters a descending constant torque braking mode, the braking torque input deflector rod sends a braking demand torque instruction to a Vehicle Control Unit (VCU), and the Vehicle Control Unit (VCU) sends a corresponding braking demand torque instruction to a Motor Control Unit (MCU) through a Controller Area Network (CAN) bus so as to control the motor to generate a corresponding braking demand torque;
2) During a sharp curve section during a downhill, the driver adjusts the braking demand torque by means of an accelerator pedal or a brake pedal:
after a driver steps on a brake pedal, the braking demand torque is gradually increased according to the stepping depth of the pedal;
when the driver steps on the accelerator pedal, the braking demand torque is gradually reduced according to the stepping depth of the pedal,
when the driver releases the brake pedal and the accelerator pedal, the brake demand torque is restored to the initial value.
3) When the stepping depth of the brake pedal of the driver reaches the maximum value and the braking torque still cannot meet the requirement, prompting the driver to adjust the braking torque input deflector rod to a higher first gear so as to increase the braking required torque;
when the brake torque still cannot meet the requirement when the stepping depth of the accelerator pedal of the driver reaches the maximum value, the driver is prompted to adjust the brake torque input deflector rod to a lower first gear so as to reduce the brake required torque.
Compared with the prior art, the invention has the following beneficial effects:
(1) the invention provides a braking torque control system and a braking torque control method, which can keep the braking feedback power stable and obtain better feedback efficiency by arranging a braking torque input deflector rod in the downhill process of a vehicle.
(2) The invention provides a braking torque control system and a braking torque control method, which can reduce the operation of a driver on acceleration and braking in a long downhill process through the synergistic action of a braking torque input deflector rod, an accelerator pedal and a brake pedal.
(3) The invention provides a braking torque control system and a braking torque control method, which can realize deceleration and acceleration in a downhill process through simple control of a braking pedal and an accelerating pedal when encountering slope change or turning in the downhill process.
Drawings
FIG. 1 is a schematic diagram of the logic structure of the present invention.
Fig. 2 is a schematic diagram of the brake torque input shift lever gear of the present invention.
Fig. 3 is a diagram illustrating the influence of the accelerator pedal and the brake pedal on the braking demand torque in the shift position of the braking torque input lever 2 according to the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be obtained by a person skilled in the art without making any creative effort based on the embodiments in the present invention, belong to the protection scope of the present invention.
In the description of the present invention, it should be noted that the terms "upper", "lower", "inner", "outer", "front", "rear", "both ends", "one end", "the other end", and the like indicate orientations or positional relationships based on orientations or positional relationships shown in the drawings, and are only for convenience of description and simplification of description, but do not indicate or imply that the device or element referred to must have a specific orientation, be configured in a specific orientation, and operate, and thus, should not be construed as limiting the present invention. 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 invention, it should be noted that, unless explicitly stated or limited otherwise, the terms "mounted," "disposed," "connected," and the like are to be construed broadly, such as "connected," which may be fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in a specific case to those of ordinary skill in the art.
[ example 1]
As shown in fig. 1, a braking torque control system provided in embodiment 1 of the present invention includes a braking torque input shift lever, where the braking torque input shift lever is connected to a vehicle control unit VCU to send a braking demand torque command to the vehicle control unit VCU, and the vehicle control unit VCU sends a corresponding braking demand torque command to a motor controller MCU through a CAN bus to control a motor to generate a corresponding braking demand torque.
As shown in fig. 2, the brake torque input shift lever includes N gears 0 to N, and the higher the gear is, the larger the corresponding brake demand torque generated by the motor is. The driver can select proper braking torque to input the gear of the shifting lever according to the gradient, so that the vehicle enters a downhill constant torque braking mode under the gear, and the torque is not influenced by the factors of vehicle bump, unstable brake pedal and the like. In the present embodiment, there are five gears 0, 1, 2, 3 and 4, and those skilled in the art know that the gears can be set to more or less gears according to the actual use requirement. As shown in fig. 2, when the brake torque input lever is in the 0 position, the non-downhill constant torque braking mode is enabled.
The moment of torsion between each fender position has certain range, and at the downhill path in-process, there are many sharp turn highway sections, need slow down before advancing the turn, need accelerate after going out the turn, and the driver can input the driving lever through braking torque and adjust braking demand torque, but the moment of torsion range of braking driving lever is great, easily leads to the driver can't find suitable braking demand torque, and the braking moment change between the adjacent fender position is not soft.
Thus, as shown in fig. 3, the system further comprises an accelerator pedal and a brake pedal, which are capable of adjusting the braking demand torque generated by the electric machine, which are embodied as:
after a driver steps on a brake pedal, the braking demand torque is gradually increased according to the stepping depth of the pedal;
when the driver steps on the accelerator pedal, the braking demand torque is gradually reduced according to the stepping depth of the pedal,
when the driver releases the brake pedal and the accelerator pedal, the brake demand torque is restored to the initial value.
As shown in fig. 3, the maximum adjustment value of the braking demand torque generated by the electric motor by the accelerator pedal and the brake pedal is lower than the difference value of the corresponding braking demand torques generated by the electric motor between two adjacent gears. Thus on this basis:
When the stepping depth of a brake pedal of a driver reaches the maximum value and the brake torque still cannot meet the requirement, prompting the driver that the brake torque input deflector rod needs to be adjusted to a higher first gear so as to increase the brake demand torque;
when the stepping depth of the accelerator pedal of the driver reaches the maximum value and the braking torque still cannot meet the requirement, the driver is prompted to adjust the braking torque input deflector rod to a lower gear so as to reduce the braking demand torque.
Preferably, in this embodiment, the brake demand torque Tb _ veh is calculated as follows:
Tb_veh＝Tx+Tb+Tp
wherein, the first and the second end of the pipe are connected with each other,
tx is the set brake torque under the corresponding gear of the brake torque input lever, x is the corresponding gear of the brake torque input lever, and x is 0,1,2,3, … … N; t0 ═ 0; and T0< T1< T2< T3< T4< … … TN;
tb is the brake torque corresponding to the brake pedal, and is calculated as follows:
tb ═ mx (t) × α, where mx (t) is the brake pedal braking torque per 1% opening degree in each gear; alpha is the opening degree of the brake pedal, Mx (T) can be obtained by test calibration;
tp is the driving torque corresponding to the accelerator pedal, and is calculated as follows:
tp ═ nx (t) × β, where nx (t) is the accelerator pedal drive torque for each 1% opening in each gear; beta is the opening degree of an oil accelerator pedal, and nx (T) can be obtained through experimental calibration.
[ example 2]
Embodiment 2 of the present invention also provides a braking torque control method, including the steps of:
1) when the vehicle continuously descends, a driver selects a corresponding gear of a proper braking torque input deflector rod according to the gradient, the vehicle enters a descending constant torque braking mode, the braking torque input deflector rod sends a braking demand torque instruction to a Vehicle Control Unit (VCU), and the Vehicle Control Unit (VCU) sends a corresponding braking demand torque instruction to a Motor Control Unit (MCU) through a Controller Area Network (CAN) bus so as to control the motor to generate a corresponding braking demand torque;
2) during a sharp curve section during a downhill, the driver adjusts the braking demand torque by means of an accelerator pedal or a brake pedal:
after a driver steps on a brake pedal, the braking demand torque is gradually increased according to the stepping depth of the pedal;
when the driver steps on the accelerator pedal, the braking demand torque is gradually reduced according to the stepping depth of the pedal,
when the driver releases the brake pedal and the accelerator pedal, the brake demand torque is restored to the initial value.
3) When the stepping depth of the brake pedal of the driver reaches the maximum value and the braking torque still cannot meet the requirement, prompting the driver to adjust the braking torque input deflector rod to a higher first gear so as to increase the braking required torque;
When the stepping depth of the accelerator pedal of the driver reaches the maximum value and the braking torque still cannot meet the requirement, the driver is prompted to adjust the braking torque input deflector rod to a lower gear so as to reduce the braking demand torque.
In the downhill process of the vehicle, the brake torque input deflector rod is arranged, so that the brake feedback power is kept stable, and better feedback efficiency is obtained; through the synergistic effect of the brake torque input deflector rod, the accelerator pedal and the brake pedal, the operation of a driver on acceleration and braking can be reduced in the long downhill process; when the slope changes or turns during the downhill process, the deceleration and the acceleration during the downhill process can be realized through the simple control of the brake pedal and the accelerator pedal.
It will be evident to those skilled in the art that the invention is not limited to the details of the foregoing illustrative embodiments, and that the present invention may be embodied in other specific forms without departing from the spirit or essential attributes thereof. The present embodiments are therefore to be considered in all respects as illustrative and not restrictive, the scope of the invention 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 (8)
1. A brake torque control system characterized by: the system comprises a braking torque input deflector rod, wherein the braking torque input deflector rod is connected with a vehicle control unit VCU so as to send a braking demand torque instruction to the vehicle control unit VCU, and the vehicle control unit VCU sends a corresponding braking demand torque instruction to a motor controller MCU through a CAN bus so as to control a motor to generate a corresponding braking demand torque.
2. A braking torque control system according to claim 1, characterized in that: the system further includes an accelerator pedal and a brake pedal that are capable of adjusting a braking demand torque generated by the motor.
3. A braking torque control system according to claim 2, characterized in that:
after a driver steps on a brake pedal, the braking demand torque is gradually increased according to the stepping depth of the pedal;
when the driver steps on the accelerator pedal, the braking demand torque is gradually reduced according to the stepping depth of the pedal,
when the driver releases the brake pedal and the accelerator pedal, the brake demand torque is restored to the initial value.
4. A braking torque control system according to claim 3, characterized in that: the braking torque input shifting lever comprises N gears from 0 to N, and the higher the gear is, the larger the corresponding braking demand torque generated by the motor is.
5. The brake torque control system according to claim 4, wherein: the maximum adjustment value of the accelerator pedal and the brake pedal for the braking demand torque generated by the motor is lower than the difference value of the corresponding braking demand torques generated by the motor between two adjacent gears.
6. The brake torque control system according to claim 5, wherein:
when the stepping depth of the brake pedal of the driver reaches the maximum value and the braking torque still cannot meet the requirement, prompting the driver to adjust the braking torque input deflector rod to a higher first gear so as to increase the braking required torque;
when the brake torque still cannot meet the requirement when the stepping depth of the accelerator pedal of the driver reaches the maximum value, the driver is prompted to adjust the brake torque input deflector rod to a lower first gear so as to reduce the brake required torque.
7. A braking torque control system according to claim 1, characterized in that: the brake demand torque Tb _ veh is calculated as follows:
Tb_veh＝Tx+Tb+Tp
wherein the content of the first and second substances,
tx is the set brake torque of the brake torque input lever corresponding to the gear, x is the gear of the brake torque input lever, and x is 0,1,2,3, … … N; t0 ═ 0; and T0< T1< T2< T3< T4< … … TN;
Tb is the brake torque corresponding to the brake pedal, calculated as follows:
tb ═ mx (t) × α, where mx (t) is the brake pedal braking torque per 1% opening degree in each gear; alpha is the opening degree of the brake pedal;
tp is the driving torque corresponding to the accelerator pedal, and is calculated as follows:
tp ═ nx (t) × β, where nx (t) is the accelerator pedal drive torque for each 1% opening in each gear; beta is the oil accelerator pedal opening.
8. A braking torque control method characterized by: the method comprises the following steps:
1) when the vehicle continuously descends, a driver selects a corresponding gear of a proper braking torque input deflector rod according to the gradient, the vehicle enters a descending constant torque braking mode, the braking torque input deflector rod sends a braking demand torque instruction to a Vehicle Control Unit (VCU), and the Vehicle Control Unit (VCU) sends a corresponding braking demand torque instruction to a Motor Control Unit (MCU) through a Controller Area Network (CAN) bus so as to control the motor to generate a corresponding braking demand torque;
2) during a sharp curve section during a downhill, the driver adjusts the braking demand torque by means of an accelerator pedal or a brake pedal:
after a driver steps on a brake pedal, the braking demand torque is gradually increased according to the stepping depth of the pedal;
When the driver steps on the accelerator pedal, the braking demand torque is gradually reduced according to the stepping depth of the pedal,
when the driver releases the brake pedal and the accelerator pedal, the brake demand torque is restored to the initial value.
3) When the stepping depth of the brake pedal of the driver reaches the maximum value and the braking torque still cannot meet the requirement, prompting the driver to adjust the braking torque input deflector rod to a higher first gear so as to increase the braking required torque;
when the brake torque still cannot meet the requirement when the stepping depth of the accelerator pedal of the driver reaches the maximum value, the driver is prompted to adjust the brake torque input deflector rod to a lower first gear so as to reduce the brake required torque.
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