CN114677871A - Method and device for controlling rotating speed of analog engine - Google Patents
Method and device for controlling rotating speed of analog engine Download PDFInfo
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- CN114677871A CN114677871A CN202110202691.3A CN202110202691A CN114677871A CN 114677871 A CN114677871 A CN 114677871A CN 202110202691 A CN202110202691 A CN 202110202691A CN 114677871 A CN114677871 A CN 114677871A
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- G09—EDUCATION; CRYPTOGRAPHY; DISPLAY; ADVERTISING; SEALS
- G09B—EDUCATIONAL OR DEMONSTRATION APPLIANCES; APPLIANCES FOR TEACHING, OR COMMUNICATING WITH, THE BLIND, DEAF OR MUTE; MODELS; PLANETARIA; GLOBES; MAPS; DIAGRAMS
- G09B9/00—Simulators for teaching or training purposes
- G09B9/02—Simulators for teaching or training purposes for teaching control of vehicles or other craft
- G09B9/04—Simulators for teaching or training purposes for teaching control of vehicles or other craft for teaching control of land vehicles
Abstract
The invention provides a method and a device for controlling the rotating speed of a simulated engine, and relates to the technical field of electric automobiles. The method is applied to the electric automobile and comprises the following steps: acquiring running state information of the electric automobile in the running process; determining the comprehensive stress torque of the engine according to the running state information; controlling the output rotating speed of the engine according to the comprehensive stress torque of the engine and the manual gear simulation gear; wherein the driving state information includes: at least one of a system state, a current engine speed, an accelerator pedal opening, an engine state and a clutch state. The method and the device for controlling the engine rotation speed can simulate and realize the engine rotation speed, meet the same experience that a student in a driving school drives the modified electric vehicle to have a manual fuel-retaining vehicle, and meet the requirement of the driving school on the electric driving training vehicle.
Description
Technical Field
The invention relates to the technical field of electric automobiles, in particular to a method and a device for controlling the rotating speed of a simulated engine.
Background
With the widespread use of electric vehicles, many driving schools are beginning to use electric vehicles as training and driving test vehicles to alleviate the dependence on traditional fuel vehicles, reduce the consumption of fossil fuels and reduce the pollution to the environment. In order to meet the requirement that a student checks a C1 driving license, a driving school needs to use a manual-gear vehicle for training the student, and the current single-stage deceleration electric vehicle cannot meet the use requirement of the driving school, so that the same-working-condition simulation transformation with the manual-gear fuel vehicle as a reference needs to be carried out on the electric vehicle. However, the rotation speed of the engine of the manual fuel-oil-burning vehicle is related to various aspects such as the operation of a driver and a mechanical structure, and many working conditions are difficult to accurately simulate through the electric vehicle, for example, the engine is stalled due to improper operation. In order to enable a student driving school to have the same experience of driving a manual-gear fuel vehicle when driving the modified electric vehicle, the student driving school needs to master the engine speed under each working condition, and the engine speed is used as a data reference for achieving different driving effects and as display contents of devices such as an instrument panel, so that the electric vehicle is modified correspondingly.
The pure electric vehicle is a single-speed-ratio gearbox, runs by means of torque output by the motor, has no gear shifting function, and the rotating speed of the motor is increased along with the increase of the vehicle speed. The electric automobile simulates the driving operation and the driving performance of a manual fuel oil vehicle, and the corresponding engine rotating speed must be calculated according to the driving state of the electric automobile and displayed on an instrument for a driver to observe and judge gear shifting.
Disclosure of Invention
The embodiment of the invention provides a method and a device for controlling the rotating speed of a simulated engine, which can simulate the rotating speed of the engine and meet the same experience that a driving school student drives an improved electric vehicle with a manual-gear fuel vehicle.
In order to solve the technical problem, the invention adopts the following technical scheme:
the embodiment of the invention provides a method for controlling the rotating speed of a simulated engine, which is applied to an electric automobile and comprises the following steps:
acquiring running state information of the electric automobile in the running process;
determining the comprehensive stress torque of the engine according to the running state information;
controlling the output rotating speed of the engine according to the comprehensive stress torque of the engine and the manual gear simulation gear;
wherein the driving state information includes: at least one of a system state, a current engine speed, an accelerator pedal opening, an engine state and a clutch state.
Optionally, the determining the comprehensive stress torque of the engine according to the driving state information includes:
and determining that the comprehensive stressed torque of the engine is zero under the condition that the system state is that the system is not prepared.
Optionally, the determining the comprehensive stress torque of the engine according to the driving state information includes:
and under the condition that the current rotating speed of the engine is less than a first threshold value, determining that the comprehensive stress torque of the engine is zero.
Optionally, the determining a comprehensive stress torque of the engine according to the driving state information further includes:
under the condition that the current rotating speed of the engine is greater than a first threshold value, acquiring the output torque of the engine and the external reaction torque according to the running state information;
and determining the comprehensive stress torque of the engine according to the output torque of the engine and the external reaction torque.
Optionally, obtaining an engine output torque according to the driving state information includes:
under the condition that the system state is a starting signal, acquiring starting torque;
acquiring idle speed control torque under the condition that the clutch state is a separation state;
acquiring the required torque of an accelerator pedal according to the current rotating speed of the engine and the opening degree of the accelerator pedal in the running state information;
The sum of the cranking torque, the idle speed control torque and the accelerator pedal demand torque is calculated and determined as an engine output torque.
Optionally, the obtaining of the accelerator pedal demand torque includes:
acquiring the current rotating speed and the idle rotating speed of an engine;
under the condition that the current rotating speed of the engine is greater than the idling rotating speed, if an accelerator opening degree signal is continuously received, determining that the accelerator pedal demand torque is equal to the output accelerator torque;
and under the condition that the current rotating speed of the engine is greater than the idle rotating speed, if the accelerator opening degree signal is continuously reduced, determining that the accelerator pedal demand torque is equal to the brake torque.
Optionally, in a case where the driving state information includes a clutch state, acquiring an external reaction torque includes:
determining that the external reaction torque is zero when the clutch state is in a disengaged state;
when the clutch state is in a sliding mode state, acquiring the rotating speed of a driving disc and the rotating speed of a driven disc of the clutch;
if the rotating speed of the driving disk is greater than that of the driven disk, determining the external reaction torque as a positive transmission torque; and if the rotating speed of the driving disk is less than that of the driven disk, determining the external reaction torque as a negative force transmission torque.
Optionally, the method further includes:
if the output torque of the engine is larger than the external reaction torque, controlling the output rotating speed of the engine to continuously rise;
if the output torque of the engine is equal to the external reaction torque, controlling the output rotating speed of the engine to be the current rotating speed of the engine;
and if the output torque of the engine is smaller than the external reaction torque, controlling the output rotating speed of the engine to continuously decrease.
Optionally, the controlling the output speed of the engine further comprises:
and when the clutch state is in a synchronous state, controlling the output rotating speed of the engine to be the clutch rotating speed.
Optionally, the output speed of the engine is controlled according to the manual gear simulation gear, including:
acquiring the current rotating speed of the engine according to the manual gear simulation gear;
controlling the output rotating speed of the engine by checking a first preset table according to the current rotating speed of the engine and the comprehensive stress torque of the engine;
the first preset table stores the relationship between the current rotating speed of the engine and the output rotating speed of the engine corresponding to the comprehensive stress torque.
The embodiment of the invention also provides an engine rotating speed control device, which is applied to an electric automobile and comprises the following components:
The acquisition module is used for acquiring running state information in the running process of the electric automobile;
the determining module is used for determining the comprehensive stress torque of the engine according to the running state information;
the control module is used for controlling the output rotating speed of the engine according to the comprehensive stress torque of the engine and the manual gear simulation gear;
wherein the driving state information includes: at least one of a system state, a current engine speed, an accelerator pedal opening, an engine state and a clutch state.
Embodiments of the present invention provide a readable storage medium having stored thereon a program which, when executed by a processor, implements the steps of the simulated engine speed control method as described above.
The invention has the beneficial effects that:
in the technical scheme, the driving state information of the electric automobile in the driving process is acquired; wherein the driving state information includes: at least one of a system state, the current rotating speed of the engine, the opening degree of an accelerator pedal, an engine state and a clutch state; determining the comprehensive stress torque of the engine according to the running state information; and controlling the output rotating speed of the engine according to the comprehensive stress torque of the engine and the manual gear simulation gear. According to the invention, the gear is simulated by integrating the stress torque and the manual gear, so that the driving characteristics of the engine and the manual transmission power system are simulated, the driving experience of the traditional manual gear characteristic is realized, and the requirements of driving schools on electric driving training vehicles are met.
Drawings
FIG. 1 is a schematic flow chart diagram illustrating a method for simulating engine speed control according to an embodiment of the present invention;
fig. 2 is a block diagram schematically showing an engine speed control apparatus according to an embodiment of the present invention.
Detailed Description
To make the technical problems, technical solutions and advantages of the present invention more apparent, the following detailed description is given with reference to the accompanying drawings and specific embodiments. In the following description, specific details such as specific configurations and components are provided only to help the full understanding of the embodiments of the present invention. It will therefore be apparent to those skilled in the art that various changes and modifications can be made in the embodiments described herein without departing from the scope and spirit of the invention. In addition, descriptions of well-known functions and constructions are omitted for clarity and conciseness.
It should be appreciated that reference throughout this specification to "one embodiment" or "an embodiment" means that a particular feature, structure or characteristic described in connection with the embodiment is included in at least one embodiment of the present invention. Thus, the appearances of the phrases "in one embodiment" or "in an embodiment" in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, the particular features, structures, or characteristics may be combined in any suitable manner in one or more embodiments.
In various embodiments of the present invention, it should be understood that the sequence numbers of the following processes do not mean the execution sequence, and the execution sequence of each process should be determined by its function and inherent logic, and should not constitute any limitation to the implementation process of the embodiments of the present invention.
The embodiment of the invention provides a method and a device for controlling the rotating speed of a simulated engine, aiming at simulating the rotating speed of the engine and meeting the same experience that a student in a driving school drives a modified electric vehicle with a manual-gear fuel vehicle.
It should be noted that, for different operations of the engine speed of the manual-gear fuel vehicle under different working conditions, the engine speed can be obtained by an interpolation method, a vehicle speed reverse-pushing method and the like, and further, corresponding relations between the clutch pedal combination degree and the accelerator pedal position and the engine speed under different vehicle speeds and gear states are obtained, so that the simulation of the engine speed of the manual-gear fuel vehicle on the basis of the structure after the electric vehicle is transformed is realized.
The invention aims at the improvement of hardware that the simulation clutch and gear simulator (5 forward gear, reverse gear and neutral gear) and the torque controller are arranged on the electric automobile. The simulation clutch consists of a clutch pedal and a distance sensor; on the left side of the brake pedal, the position and the operation mode of the brake pedal are the same as those of a manual fuel-oil-blocking vehicle, the distance sensor is used for measuring whether the clutch pedal is stepped on or not and the stepped-on opening value, and an electric signal of the distance sensor consists of two paths of voltage signals and is the same as the signal acquisition of an accelerator pedal; the gear simulator consists of a manual gear shifting gear lever and a position sensor, and the current gear of a driver is represented according to an output gear electric signal. A distance sensor is a position sensor. The simulated engine speed control method described below is implemented using an improved electric vehicle.
As shown in fig. 1, a method for controlling a simulated engine speed according to an alternative embodiment of the present invention is applied to an electric vehicle, and the method includes:
wherein the driving state information includes: at least one of a system state, the current rotating speed of the engine, the opening degree of an accelerator pedal, an engine state and a clutch state;
it should be noted that the magnitude of the engine speed value and the root cause of the rise and the fall are realized by the comprehensive action of the engine output torque and the received external reaction torque, and the magnitude of the comprehensive stress torque of the engine determines the engine speed.
And 300, controlling the output rotating speed of the engine according to the comprehensive stress torque of the engine and the manual gear simulation gear.
In this embodiment, the implementation manner of the manual gear simulation gear is as follows: the automatic gear shifting and gear shifting lever of the single-stage deceleration electric vehicle is replaced by a manual gear shifting and gear shifting lever with six gear (5 forward gears and 1 reverse gear) functions, a Hall sensor is arranged below each gear of the gear shifting and gear shifting lever, the position of the gear shifting and gear shifting lever is judged by measuring voltage signals of the 6 Hall sensors, and the gear identification function of a manual gear automobile is realized. And controlling the output rotating speed of the engine according to the comprehensive stress torque of the engine and the manual gear simulation gear.
Optionally, the controlling the output speed of the engine in step 300 includes:
and when the clutch state is in a synchronous state, controlling the output rotating speed of the engine to be the clutch rotating speed.
In the embodiment, the position of the clutch is converted into a separation state, a sliding film state or a synchronous state through a preset threshold value, and the transmission coefficient of the clutch at different positions is calculated through a nonlinear interpolation method, when the clutch state is in the synchronous state, the rotating speed of a driving disk and the rotating speed of a driven disk of the clutch are equal, the rotating speed of an engine is equal to the rotating speed of a driven disk of the clutch, so that the output rotating speed of the engine is controlled to be the rotating speed of the clutch.
Optionally, step 300 is to control the output speed of the engine according to the manual gear simulation gear, and includes:
step 310, acquiring the current rotating speed of the engine according to the manual gear simulation gear;
step 320, controlling the output rotating speed of the engine by checking a first preset table according to the current rotating speed of the engine and the comprehensive stress torque of the engine;
the first preset table stores the relationship between the current rotating speed of the engine and the output rotating speed of the engine corresponding to the comprehensive stress torque.
In this embodiment, the current rotating speed of the engine can be obtained according to the manual gear simulation gear, that is, when the manual gear simulation gear is in the 2 gear, the preset rotating speed of the engine with the current rotating speed in the 2 gear is obtained; the rising and falling states of the output rotating speed of the engine depend on the magnitude of the comprehensive stress torque of the engine and the current rotating speed of the engine, the first preset table is checked through two factors of the rotating speed of the engine and the comprehensive stress torque of the engine to determine the rotating speed change gradient of the engine, the rising and falling speeds of the rotating speed of the engine are controlled, the rotating speed change characteristics of the engine can be effectively simulated, and the control effect is outstanding.
In an alternative embodiment, the step 200 includes:
and determining the comprehensive stressed torque of the engine to be zero under the condition that the system state is that the system is not prepared.
In the embodiment, after the electric automobile is started, no booming sound of the engine exists, and whether the vehicle is started successfully or not is difficult to judge, so that a system state indicator lamp can be used for prompting a driver, after the system state indicator lamp is turned on, the vehicle is indicated to be ready for all preparation, the vehicle is started successfully, and the vehicle can be started at any time, and if the system state is not ready for the system, the comprehensive stress torque of the engine is determined to be zero, namely 0rpm is output.
In an alternative embodiment, the step 200 further includes:
and under the condition that the current rotating speed of the engine is less than a first threshold value, determining that the comprehensive stress torque of the engine is zero.
Here, the first threshold is a critical value for determining whether the current rotation speed of the engine is in a flameout state, and when the current rotation speed of the engine is less than the first threshold, the engine enters the flameout state, that is, if the engine enters the flameout state, it is determined that the comprehensive applied torque of the engine is zero, that is, the rotation speed of the engine is 0 rpm.
Optionally, the step 200 further includes:
step 210, under the condition that the current rotating speed of the engine is greater than a first threshold value, acquiring output torque of the engine and external reaction torque according to the running state information;
and step 220, determining the comprehensive stress torque of the engine according to the output torque of the engine and the external reaction torque.
In the embodiment, when the current rotating speed of the engine is greater than a first threshold value, the engine is determined not to be in a flameout state, and the output torque and the external reaction torque of the engine are acquired according to the running state information; and calculating the difference between the output torque of the engine and the external reaction torque, and determining the comprehensive stress torque of the engine. Wherein the driving state information includes: and at least one of the system state, the current rotating speed of the engine, the opening degree of an accelerator pedal, the state of the engine and the state of a clutch, and the determined comprehensive stress torque of the engine can be used for controlling the output rotating speed of the engine.
Optionally, the method further includes:
if the output torque of the engine is larger than the external reaction torque, controlling the output rotating speed of the engine to continuously rise;
if the output torque of the engine is equal to the external reaction torque, controlling the output rotating speed of the engine to be the current rotating speed of the engine;
and if the output torque of the engine is smaller than the external reaction torque, controlling the output rotating speed of the engine to continuously decrease.
It should be noted that if the output torque of the engine is greater than the external reaction torque, that is, the comprehensive stress torque of the engine is greater than 0n.m, the rotation speed of the engine is increased; if the output torque of the engine is equal to the external reaction torque, namely the comprehensive stress torque of the engine is equal to 0N.m, keeping the current rotating speed of the engine at the current rotating speed of the engine; if the output torque of the engine is smaller than the external reaction torque, namely the comprehensive stress torque of the engine is smaller than 0N.m, the rotating speed of the engine is reduced.
Optionally, the step 210 of obtaining an engine output torque includes:
step 211, acquiring a starting torque under the condition that the system state is a starting signal;
step 212, acquiring idle speed control torque when the clutch state is a separation state;
Step 213, obtaining a required torque of an accelerator pedal according to the current rotating speed of the engine and the opening degree of the accelerator pedal in the running state information;
in step 214, the sum of the cranking torque, the idle speed control torque and the accelerator pedal demand torque is calculated and determined as the engine output torque.
In this embodiment, the engine output torque is the torque output by the engine running oil injection and ignition work. The following cases are classified: in step 211, the engine starts phase, the engine outputs a starting torque; in step 212, the engine is idling, outputting a PI regulated idle control torque; here, the PI regulation is a linear control which forms a control deviation from a given value and an actual output value, and linearly combines the proportion and integral of the deviation to form a control amount to control a controlled object. The PI regulation may scale the deviation of the system, and as soon as the system has a deviation, the scaling immediately produces a regulating action to reduce the deviation. In step 213, the current engine speed and the accelerator pedal opening degree are used to obtain the accelerator pedal demand torque; the accelerator pedal required torque can be output accelerator torque or braking torque and is obtained according to actual requirements; in step 214, the sum of the cranking torque, the idle speed control torque, and the accelerator pedal demand torque is calculated and determined as the engine output torque. According to the embodiment, different rotating speed values and variation trends are calculated according to the analysis of the stress condition of the engine, and the actual rotating speed variation and value magnitude of the engine are closer to the actual rotating speed variation and value magnitude of the engine.
It should be noted that the idle control torque is obtained when the vehicle is in an idle state, which is when the clutch state information is in the disengaged state, the vehicle is in an idle state, the clutch output torque value is determined to be zero, and the vehicle is only related to the engine torque.
Of course, it can be known from the above sensors that if the measured value of a certain hall sensor in 6 gears exceeds a set threshold, it is determined that the vehicle is currently in the gear, and if none of the measured values of the 6 hall sensors exceeds a preset threshold, it is determined that the vehicle is in a neutral state, and when the vehicle is in the neutral state, the vehicle is also in an idle state.
For example, when the vehicle is in an idling state and an accelerator pedal signal is set to be 0, the engine simulation rotating speed of the electric vehicle can be directly set to be 800 rpm; an accelerator pedal signal of 0 indicates that the driver is not stepping on the accelerator. When the accelerator pedal signal is greater than 0, the engine should accelerate to idle after receiving the accelerator pedal signal. The condition is calibrated by interpolation according to the change of the rotating speed of the engine along with the position of the acceleration pedal under the current condition.
Optionally, the obtaining of the accelerator pedal demand torque in step 213 includes:
Acquiring the current rotating speed and the idle rotating speed of an engine;
under the condition that the current rotating speed of the engine is greater than the idling rotating speed, if an accelerator opening degree signal is continuously received, determining that the accelerator pedal demand torque is equal to the output accelerator torque;
and under the condition that the current rotating speed of the engine is greater than the idle rotating speed, if the accelerator opening degree signal is continuously reduced, determining that the accelerator pedal demand torque is equal to the brake torque.
In this embodiment, under the condition that the current rotation speed of the engine is greater than the idle rotation speed, if the accelerator pedal opening degree signal is continuously received, it is indicated that the current accelerator pedal is stepped on, and it is determined that the accelerator pedal demand torque is equal to the output accelerator torque; and under the condition that the current rotating speed of the engine is greater than the idling rotating speed, if the opening degree signal of the accelerator pedal continuously decreases, the current accelerator pedal is released, and the accelerator pedal demand torque is determined to be equal to the braking torque, wherein the braking torque is the total friction force applied to the interior of the engine.
It should be noted that the external reaction torque to which the engine is subjected, i.e. the reaction force of the vehicle to the engine, is mainly the torque transmitted by the clutch to the engine. The clutch is bi-directional in torque transfer, i.e. it can transfer engine torque to the vehicle (gearbox and wheels) as well as the vehicle torque to the engine. Here, only the torque applied to the engine by the clutch is analyzed.
Optionally, in step 210, in the case that the driving state information includes a clutch state, acquiring an external reaction torque includes:
step 215, determining the external reaction torque to be zero when the clutch state is in the disengaged state;
step 216, when the clutch state is in a slip film state, acquiring the rotating speed of a driving disc and the rotating speed of a driven disc of the clutch;
if the rotating speed of the driving disk is greater than that of the driven disk, determining the external reaction torque as a positive transmission torque; and if the rotating speed of the driving disk is less than that of the driven disk, determining the external reaction torque as a negative force transmission torque.
In this embodiment, the clutch torque applied to the engine needs to be determined by the clutch state: in step 215, the clutch is completely disengaged, i.e. the clutch state is in the disengaged state, the external torque experienced by the engine is 0 n.m; in step 216, the external reaction torque applied to the engine is the torque transmission capability value of the clutch when the clutch state is in the slip film state; and the sliding mode state is that the rotating speed of the driving disc of the clutch is not equal to the rotating speed of the driven disc, and the sliding mode state is still in the sliding mode stage. The driving disc is connected with an engine shaft, the rotating speed of the driving disc is the rotating speed of the engine, the driven disc is connected with an input shaft of the gearbox, and the rotating speed of the driven disc is the rotating speed of the input shaft of the gearbox; when the clutch is in a sliding mode state, the acting torque of the clutch on the engine is divided into positive and negative, if the rotating speed of a driving disc of the clutch is greater than that of a driven disc, the engine is subjected to resistance, namely the acting torque of the clutch on the engine is negative force transmission torque; if the rotating speed of the driving disk of the clutch is less than that of the driven disk, the engine is subjected to power, namely the acting torque of the clutch on the engine is positive transmission torque.
In conclusion, according to the engine stress condition analysis, the simulated engine rotating speed control method provided by the invention calculates different rotating speed values and variation trends, is closer to the real rotating speed variation and value of the engine, realizes the rotating speed of the engine in a simulation manner, meets the same experience that driving students drive the modified electric vehicle to have a manual fuel-retaining vehicle, and meets the requirements of driving schools on electric driving vehicles.
As shown in fig. 2, an embodiment of the present invention further provides an engine speed control device, applied to an electric vehicle, where the device includes:
the acquiring module 10 is used for acquiring running state information of the electric automobile in the running process;
the determining module 20 is used for determining the comprehensive stress torque of the engine according to the running state information;
the control module 30 is used for controlling the output rotating speed of the engine according to the comprehensive stress torque of the engine and the manual gear simulation gear;
wherein the driving state information includes: at least one of a system state, a current engine speed, an accelerator pedal opening, an engine state and a clutch state.
Optionally, the determining module 20 includes:
a first determination submodule for determining that the integrated applied torque of the engine is zero in a case where the system state is system unprepared.
Optionally, the determining module 20 further includes:
and the second determination submodule is used for determining that the comprehensive stress torque of the engine is zero under the condition that the current rotating speed of the engine is less than the first threshold value.
Optionally, the determining module 20 further includes:
the first obtaining submodule is used for obtaining the output torque of the engine and the external reaction torque according to the running state information under the condition that the current rotating speed of the engine is greater than a first threshold value;
and the third determining submodule is used for determining the comprehensive stress torque of the engine according to the output torque of the engine and the external reaction torque.
Optionally, the first obtaining sub-module includes:
the first acquisition unit is used for acquiring starting torque under the condition that the system state is a starting signal;
a second acquisition unit configured to acquire an idle speed control torque in a case where the clutch state is a disengaged state;
a third obtaining unit, configured to obtain a torque required by an accelerator pedal according to a current engine speed and an accelerator pedal opening in the driving state information;
a first determination unit for calculating a sum of the cranking torque, the idle speed control torque, and the accelerator pedal demand torque, and determining as an engine output torque.
Optionally, the third obtaining unit includes:
the first acquiring subunit is used for acquiring a current rotating speed signal and an idle rotating speed of the engine;
the first determining subunit is used for determining that the accelerator pedal demand torque is equal to the output accelerator torque if an accelerator pedal opening degree signal is continuously received under the condition that the current engine speed signal is greater than the idle speed;
and the second determining subunit is used for determining that the accelerator pedal demand torque is equal to the brake torque if the accelerator pedal opening degree signal is continuously reduced under the condition that the current engine speed signal is greater than the idle speed.
Optionally, the first obtaining sub-module further includes:
a second determining unit for determining that the external reaction torque is zero when the clutch state signal is in a disengaged state;
the fourth acquisition unit is used for acquiring the rotating speed of a driving disc and the rotating speed of a driven disc of the clutch when the clutch state signal is in a slip film state;
the third determining unit is used for determining the external reaction torque as the positive transmission torque if the rotating speed of the driving disk is greater than that of the driven disk; and if the rotating speed of the driving disk is less than that of the driven disk, determining the external reaction torque as a negative force transmission torque.
Optionally, the apparatus further comprises:
the second control module is used for controlling the output rotating speed of the engine to continuously rise if the output torque of the engine is larger than the external reaction torque;
the third control module is used for controlling the output rotating speed of the engine to be the current rotating speed of the engine if the output torque of the engine is equal to the external reaction torque;
and the fourth control module is used for controlling the output rotating speed of the engine to continuously decrease if the output torque of the engine is smaller than the external reaction torque.
Optionally, the control module 30 includes:
and the first control unit is used for controlling the output rotating speed of the engine to be the rotating speed of the clutch when the clutch state signal is in a synchronous state.
Optionally, the control module 30 further includes:
the fifth acquisition unit is used for acquiring the current rotating speed of the engine according to the manual gear simulation gear;
the second control unit is used for controlling the output rotating speed of the engine by checking a first preset table according to the current rotating speed of the engine and the comprehensive stress torque of the engine;
the first preset table stores the relationship between the current rotating speed of the engine and the output rotating speed of the engine corresponding to the comprehensive stress torque.
Embodiments of the present invention also provide a readable storage medium, on which a program or instructions are stored, which when executed by a processor implement the steps of the simulated engine speed control method as described above.
The invention also provides an electric automobile, by adopting the device or the readable storage medium, the steps of the method for simulating the engine rotating speed can be applied, the simulation of the engine rotating speed control of the manual-gear fuel-oil-fired automobile is realized, the electric automobile is successfully reformed, and the assessment of the driving school coach car on the related operation can be dealt with, so that the driving school coach car based on the electric automobile can replace the current manual-gear fuel-oil coach car, the pollution of exhaust emission is reduced, and the car learning cost is reduced.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
While the foregoing is directed to the preferred embodiment of the present invention, it will be appreciated by those skilled in the art that various changes and modifications may be made therein without departing from the spirit and scope of the invention as defined in the appended claims.
Claims (12)
1. A control method for simulating the rotating speed of an engine is applied to an electric automobile, and is characterized by comprising the following steps:
acquiring running state information of the electric automobile in the running process;
determining the comprehensive stress torque of the engine according to the running state information;
controlling the output rotating speed of the engine according to the comprehensive stress torque of the engine and the manual gear simulation gear;
wherein the driving state information includes: at least one of a system state, a current engine speed, an accelerator pedal opening, an engine state and a clutch state.
2. The method as claimed in claim 1, wherein the determining a comprehensive applied torque of the engine according to the driving state information comprises:
and determining the comprehensive stressed torque of the engine to be zero under the condition that the system state is that the system is not prepared.
3. The method as claimed in claim 1, wherein the determining a comprehensive applied torque of the engine according to the driving state information comprises:
and under the condition that the current rotating speed of the engine is less than a first threshold value, determining that the comprehensive stress torque of the engine is zero.
4. The simulated engine speed control method of claim 3, wherein said determining a combined applied torque of the engine based on said driving condition information, further comprises:
under the condition that the current rotating speed of the engine is greater than a first threshold value, acquiring the output torque of the engine and the external reaction torque according to the running state information;
and determining the comprehensive stress torque of the engine according to the output torque of the engine and the external reaction torque.
5. The simulated engine speed control method according to claim 4, wherein obtaining an engine output torque based on the running state information includes:
under the condition that the system state is a starting signal, acquiring starting torque;
acquiring idle speed control torque under the condition that the clutch state is a separation state;
Acquiring the required torque of an accelerator pedal according to the current rotating speed of the engine and the opening degree of the accelerator pedal in the running state information;
the sum of the cranking torque, the idle speed control torque and the accelerator pedal demand torque is calculated and determined as an engine output torque.
6. The simulated engine speed control method according to claim 5, wherein the obtaining accelerator pedal demand torque includes:
acquiring the current rotating speed and the idle rotating speed of an engine;
under the condition that the current rotating speed of the engine is greater than the idling rotating speed, if an accelerator opening degree signal is continuously received, determining that the accelerator pedal demand torque is equal to the output accelerator torque;
and under the condition that the current rotating speed of the engine is greater than the idle rotating speed, if the accelerator opening degree signal is continuously reduced, determining that the accelerator pedal demand torque is equal to the brake torque.
7. The simulated engine speed control method according to claim 4, wherein in the case where the running state information includes a clutch state, acquiring an external reaction torque includes:
determining that the external reaction torque is zero when the clutch state is in a disengaged state;
When the clutch state is in a sliding mode state, acquiring the rotating speed of a driving disc and the rotating speed of a driven disc of the clutch;
if the rotating speed of the driving disk is greater than that of the driven disk, determining the external reaction torque as a positive transmission torque; and if the rotating speed of the driving disk is less than that of the driven disk, determining the external reaction torque as a negative force transmission torque.
8. The simulated engine speed control method of claim 4, wherein the method further comprises:
if the output torque of the engine is larger than the external reaction torque, controlling the output rotating speed of the engine to continuously rise;
if the output torque of the engine is equal to the external reaction torque, controlling the output rotating speed of the engine to be the current rotating speed of the engine;
and if the output torque of the engine is smaller than the external reaction torque, controlling the output rotating speed of the engine to continuously decrease.
9. The simulated engine speed control method according to claim 1, wherein said controlling an output speed of an engine further comprises:
and when the clutch state is in a synchronous state, controlling the output rotating speed of the engine to be the clutch rotating speed.
10. The simulated engine speed control method as claimed in claim 4, wherein controlling the output speed of the engine in accordance with the manual gear simulation shift position comprises:
Acquiring the current rotating speed of the engine according to the manual gear simulation gear;
controlling the output rotating speed of the engine by checking a first preset table according to the current rotating speed of the engine and the comprehensive stress torque of the engine;
the first preset table stores the relationship between the current rotating speed of the engine and the output rotating speed of the engine corresponding to the comprehensive stress torque.
11. An engine speed control device applied to an electric vehicle, characterized in that the device comprises:
the acquisition module is used for acquiring running state information in the running process of the electric automobile;
the determining module is used for determining the comprehensive stress torque of the engine according to the running state information;
the control module is used for controlling the output rotating speed of the engine according to the comprehensive stress torque of the engine and the manual gear simulation gear;
wherein the driving state information includes: at least one of a system state, a current engine speed, an accelerator pedal opening, an engine state and a clutch state.
12. A readable storage medium, characterized in that it has a program stored thereon, which program, when being executed by a processor, carries out the steps of a simulation engine speed control method according to any one of claims 1 to 10.
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