CN114684136A - Accelerator curve generation method and device of automobile and automobile with accelerator curve generation device - Google Patents
Accelerator curve generation method and device of automobile and automobile with accelerator curve generation device Download PDFInfo
- Publication number
- CN114684136A CN114684136A CN202011593140.6A CN202011593140A CN114684136A CN 114684136 A CN114684136 A CN 114684136A CN 202011593140 A CN202011593140 A CN 202011593140A CN 114684136 A CN114684136 A CN 114684136A
- Authority
- CN
- China
- Prior art keywords
- accelerator
- curve
- automobile
- resistance
- vehicle
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000000034 method Methods 0.000 title claims abstract description 38
- 230000001133 acceleration Effects 0.000 claims description 23
- 238000005096 rolling process Methods 0.000 claims description 15
- 238000012360 testing method Methods 0.000 claims description 14
- 238000005457 optimization Methods 0.000 claims description 5
- 238000013461 design Methods 0.000 abstract description 17
- 230000008569 process Effects 0.000 description 8
- 230000006870 function Effects 0.000 description 5
- 238000010586 diagram Methods 0.000 description 4
- 238000009877 rendering Methods 0.000 description 3
- 238000003860 storage Methods 0.000 description 3
- 230000005540 biological transmission Effects 0.000 description 2
- 238000011161 development Methods 0.000 description 2
- 239000000463 material Substances 0.000 description 2
- 230000003287 optical effect Effects 0.000 description 2
- 238000012546 transfer Methods 0.000 description 2
- 206010063385 Intellectualisation Diseases 0.000 description 1
- 230000004075 alteration Effects 0.000 description 1
- 238000009826 distribution Methods 0.000 description 1
- 238000002474 experimental method Methods 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000006855 networking Effects 0.000 description 1
- 239000013307 optical fiber Substances 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
- B60W30/1882—Controlling power parameters of the driveline, e.g. determining the required power characterised by the working point of the engine, e.g. by using engine output chart
Landscapes
- Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
The application discloses a method and a device for generating an accelerator curve of an automobile and the automobile with the same, wherein the method comprises the following steps: acquiring the whole vehicle running resisting moment of the vehicle; generating an accelerator-vehicle speed curve according to the relation between pedal force and pedal stroke, the relation between pedal stroke and pedal depth and the man-machine engineering data; determining an accelerator-starting torque curve according to the relation between the accelerator depth and the starting torque; calculating constant-speed driving power at each speed according to the running resistance moment of the whole vehicle, and determining an accelerator-driving power curve based on the constant-speed driving power at each speed and the driving power at each accelerator depth; and drawing an accelerator curve of the automobile according to the accelerator-vehicle speed curve, the accelerator-starting torque curve and the accelerator-driving power curve. Therefore, the problem that the economy and the smoothness of the whole vehicle are poor due to too aggressive design of an accelerator curve is solved; the design of the accelerator curve is too fatigue, so that the problem of too monotonous driving feeling of the whole vehicle is caused, and the driving experience of a driver is improved.
Description
Technical Field
The application relates to the technical field of automobiles, in particular to an automobile accelerator curve generation method and device and an automobile with the same.
Background
Along with the rapid development of the automobile industry, automobiles gradually develop towards electromotion, intellectualization and networking, the development is accompanied by competition, in order to meet the driving styles of different drivers, diversified driving modes become mainstream in the current automobile market, and the driving modes gradually popularize from high-end automobile models to low-end automobile models to become standard fittings. Most vehicle models on the market at present basically comprise three driving modes, namely ECO (Ecology, consistency, Optimization, ECO mode), Normal (common driving mode) and Sport mode, and different driving modes are results brought by different throttle curves, so that different driving experiences can be brought to drivers.
However, the design of the accelerator curve is too aggressive, so that the economy and the smoothness of the whole vehicle are deteriorated while the power is brought; if the design of the accelerator curve is too fatigued, the driving feeling of the whole vehicle is too monotonous, and the solution is needed urgently.
Content of application
The application provides a method and a device for generating an accelerator curve of an automobile and the automobile with the same, which aim to solve the problem that the economy and the smoothness of the whole automobile are poor due to too aggressive design of the accelerator curve; the design of the accelerator curve is too fatigue, so that the problem of too monotonous driving feeling of the whole vehicle is caused, and the driving experience of a driver is improved.
An embodiment of a first aspect of the present application provides a method for generating an accelerator curve of an automobile, including the following steps:
acquiring the whole vehicle running resisting moment of the vehicle;
generating an accelerator-vehicle speed curve according to the relation between pedal force and pedal stroke, the relation between pedal stroke and pedal depth and the man-machine engineering data;
determining an accelerator-starting torque curve according to the relation between the accelerator depth and the starting torque;
calculating the constant-speed driving power at each speed according to the whole vehicle running resisting moment, and determining an accelerator-driving power curve based on the constant-speed driving power at each speed and the driving power at each accelerator depth; and
and drawing an accelerator curve of the automobile according to the accelerator-vehicle speed curve, the accelerator-starting torque curve and the accelerator-driving power curve.
Optionally, the obtaining of the vehicle-finishing driving resistance torque of the automobile comprises:
detecting rolling resistance, air resistance, gradient resistance and acceleration resistance of the automobile during the sliding of the whole automobile on the road, and determining the whole automobile running resistance moment according to the sum of the rolling resistance, the air resistance, the gradient resistance and the acceleration resistance;
or carrying out resistance fitting according to the resistance test data of the automobile, and obtaining the whole automobile running resistance moment based on a resistance calculation formula.
Optionally, the method for generating a throttle curve of an automobile further includes:
and determining the throttle curve of each driving mode of the automobile according to the throttle curve of the automobile.
Optionally, the method for generating a throttle curve of an automobile further includes:
receiving a manual calibration instruction;
and optimizing the throttle curve of the automobile according to the artificial calibration instruction.
Optionally, the drawing a throttle curve of the automobile according to the throttle-vehicle speed curve, the throttle-starting torque curve and the throttle-driving power curve includes:
and determining the vehicle speed at the inflection point, and calculating the wheel end torque of a high-speed constant-power area in the accelerator curve.
An embodiment of a second aspect of the present application provides a throttle curve generating device for an automobile, including:
the acquiring module is used for acquiring the whole vehicle running resistance moment of the vehicle;
the generating module is used for generating an accelerator-vehicle speed curve according to the relation between pedal force and pedal stroke, the relation between pedal stroke and pedal depth and the man-machine engineering data;
the first determining module is used for determining an accelerator-starting torque curve according to the relation between the accelerator depth and the starting torque;
the second determination module is used for calculating the constant-speed driving power at each vehicle speed according to the whole vehicle running resisting moment and determining an accelerator-driving power curve based on the constant-speed driving power at each vehicle speed and the driving power at each accelerator depth; and
and the drawing module is used for drawing an accelerator curve of the automobile according to the accelerator-vehicle speed curve, the accelerator-starting torque curve and the accelerator-driving power curve.
Optionally, the obtaining module includes:
the acquiring unit is used for detecting rolling resistance, air resistance, gradient resistance and acceleration resistance which are suffered by the automobile when the whole automobile slides on a road, and determining the whole automobile running resistance moment according to the sum of the rolling resistance, the air resistance, the gradient resistance and the acceleration resistance;
or carrying out resistance fitting according to the resistance test data of the automobile, and obtaining the whole automobile running resistance moment based on a resistance calculation formula.
Optionally, the throttle curve generating device of the automobile further includes:
and the third determination module is used for determining the accelerator curve of each driving mode of the automobile according to the accelerator curve of the automobile.
Optionally, the throttle curve generating device of the automobile further includes:
the receiving module is used for receiving a manual calibration instruction;
and the optimization module is used for optimizing the throttle curve of the automobile according to the artificial calibration instruction.
Optionally, the rendering module includes:
and the calculating unit is used for determining the speed of the inflection point and calculating the wheel end torque of a high-speed constant-power area in the accelerator curve.
An embodiment of the third aspect of the application provides an automobile, which comprises the throttle curve generating device of the automobile.
Therefore, the whole vehicle running resistance moment of the vehicle can be obtained, an accelerator-vehicle speed curve is generated according to the relation between the pedal force and the pedal stroke, the relation between the pedal stroke and the pedal depth and the man-machine engineering data, an accelerator-starting torque curve is determined according to the relation between the accelerator depth and the starting torque, the constant-speed driving power at each vehicle speed is calculated according to the whole vehicle running resistance moment, an accelerator-driving power curve is determined according to the constant-speed driving power at each vehicle speed and the driving power at each accelerator depth, and the accelerator curve of the vehicle is drawn according to the accelerator-vehicle speed curve, the accelerator-starting torque curve and the accelerator-driving power curve, so that the problem that the economy and the smoothness of the whole vehicle are poor due to too aggressive design of the accelerator curve is solved; the design of the accelerator curve is too fatigue, so that the problem of too monotonous driving feeling of the whole vehicle is caused, and the driving experience of a driver is improved.
Additional aspects and advantages of the present application will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the present application.
Drawings
The foregoing and/or additional aspects and advantages of the present application will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
FIG. 1 is a flowchart of a method for generating a throttle curve of an automobile according to an embodiment of the present application;
FIG. 2 is an exemplary plot of throttle versus vehicle speed according to one embodiment of the present application;
FIG. 3 is an exemplary plot of throttle-launch torque according to one embodiment of the present application;
FIG. 4 is an exemplary graph of throttle versus drive power according to one embodiment of the present application;
FIG. 5 is an exemplary graph of a throttle profile in Sport mode in accordance with one embodiment of the present application;
FIG. 6 is an exemplary illustration of a throttle profile in ECO mode in accordance with an embodiment of the present application;
FIG. 7 is a block diagram illustration of a throttle curve generation apparatus of an automobile in accordance with an embodiment of the present application;
fig. 8 is a block schematic diagram of an automobile according to an embodiment of the application.
Detailed Description
Reference will now be made in detail to the embodiments of the present application, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the drawings are exemplary and intended to be used for explaining the present application and should not be construed as limiting the present application.
The following describes a method and a device for generating a throttle curve of an automobile and an automobile with the device according to an embodiment of the application with reference to the accompanying drawings. Aiming at the problem that the design of an accelerator curve provided by the background technology center is too aggressive, the economy and the smoothness of the whole vehicle are deteriorated; the application provides a method for generating an accelerator curve of an automobile, which can acquire the driving resistance moment of the whole automobile of the automobile, generate an accelerator-automobile speed curve according to the relation between pedal force and pedal stroke, the relation between pedal stroke and pedal depth and man-machine engineering data, determine an accelerator-starting torque curve according to the relation between accelerator depth and starting torque, calculate the constant driving power at each automobile speed according to the driving resistance moment of the whole automobile, determine an accelerator-driving power curve based on the constant driving power at each automobile speed and the driving power at each accelerator depth, and draw the curve of the automobile according to the accelerator-automobile speed curve, the accelerator-starting torque curve and the accelerator-driving power curve, the problem that the economy and the smoothness of the whole vehicle are poor due to too aggressive design of an accelerator curve is solved; the design of the accelerator curve is too fatigue and soft, so that the problem of too monotonous driving feeling of the whole automobile is caused, and the driving experience of a driver is improved.
Specifically, fig. 1 is a schematic flow diagram of a method for generating an accelerator curve of an automobile according to an embodiment of the present disclosure.
As shown in fig. 1, the method for generating the throttle curve of the automobile comprises the following steps:
in step S101, the vehicle-entire running resistance torque of the automobile is acquired.
It is understood that there are many ways to obtain the total driving moment of resistance of the vehicle, and two common obtaining methods are described below.
As one possible implementation, in some embodiments, obtaining a vehicle-wide driving resistance torque of a vehicle includes: the method comprises the steps of detecting rolling resistance, air resistance, gradient resistance and acceleration resistance of an automobile when the whole automobile slides on a road, and determining the whole automobile running resistance moment according to the sum of the rolling resistance, the air resistance, the gradient resistance and the acceleration resistance.
It should be understood that the whole vehicle will be subjected to rolling resistance, air resistance and slope when sliding on the roadDegree resistance and acceleration resistance, assuming that the whole vehicle running resistance is FtIn the unit of N; the rolling resistance of the whole vehicle in the running process is FfIn the unit of N; the air resistance of the whole vehicle in the running process is FwIn the unit of N; the gradient resistance of the whole vehicle in the running process is FiIn the unit of N; the acceleration resistance of the whole vehicle in the running process is FjIn the unit of N; the vehicle running resistance can be calculated by the following formula:
Ft＝Ff+Fw+Fi+Fj；
thus, the vehicle driving resistance torque of the vehicle can be as follows:
Tt＝Ft*r；
wherein, TtThe unit is Nm, r is the rolling radius of the wheel, and the unit is m.
As one possible implementation, in some embodiments, obtaining a vehicle-wide driving resistance torque of a vehicle includes: and carrying out resistance fitting according to the resistance test data of the automobile, and obtaining the driving resistance moment of the whole automobile based on a resistance calculation formula.
It can be understood that the embodiment of the application can determine the whole vehicle running resistance moment of the automobile through real vehicle testing.
Firstly, carrying out resistance test;
specifically, factors such as the state of the whole vehicle, an experimental road, weather and the like are confirmed, and the whole vehicle can be ensured to complete the experiment; when the automobile runs to the tested speed, the automobile slides to the speed of 0km/h by engaging the N gear, and the length of the road is not enough in the test process, so that the automobile can slide in sections; record experimental data and repeat the test a number of times, e.g., three times;
secondly, resistance fitting is carried out;
specifically, experimental data fitting: low-speed fitting refers to fitting of actual test data, and the general speed range is 0-Vtest(ii) a Fitting of untested data: taking actual test data points for fitting, and taking a common vehicle speed of 60-VtestAnd performing fitting curve according to the distribution of the 3 points and the fitting curve after the actual measurement dataCorrecting and estimating the resistance of the untested vehicle speed interval through a fitting curve; the resistance calculation formula is finally obtained as follows:
Ff＝A+B*V+C*V2；
wherein, FtResistance in the whole vehicle running process, N; v is the vehicle speed, km/h; A. b, C are all coefficient of sliding resistance.
Finally, calculating resistance;
specifically, resistance at each vehicle speed is calculated according to a fitting formula; according to the transmission efficiency of the whole vehicle, calculating the driving torque which is required by overcoming resistance required by maintaining the uniform speed running at all speeds and is to be achieved, namely:
TQ＝FQ*r＝Ff*r/η；
wherein, TQThe unit is Nm for constant-speed driving torque; fQIs a uniform driving force with the unit of N; r is the tire radius in m; η is the transfer efficiency.
It should be noted that the above manners are merely exemplary, and are not intended to limit the present invention, and the embodiment of the present application may select different obtaining manners to obtain the total driving resisting moment of the automobile according to actual situations, and is not limited herein.
In step S102, an accelerator-vehicle speed curve is generated according to the relationship between the pedal force and the pedal stroke, the relationship between the pedal stroke and the pedal depth and the ergonomic data.
It can be understood that the medium and small throttle in the throttle-vehicle speed curve is often the interval range commonly used by drivers, and the large throttle is commonly used in the overtaking acceleration condition. The common accelerator interval is generally between 5% and 40%, the speed range covered by the interval can ensure that a driver drives in most of time, a point with the highest speed of 120km/h on a highway is selected as the upper limit of the speed, and the maximum power is output by the whole vehicle at the time of 100% accelerator. Assuming that 10% of the accelerator corresponds to a stable vehicle speed of 50km/h, 20% of the accelerator corresponds to a vehicle speed range of 50-90 km/h, 30% of the accelerator corresponds to a vehicle speed range of 90-110 km/h, and 40% of the accelerator corresponds to a vehicle speed range of 110-120 km/h, a basic accelerator-vehicle speed curve table is shown in table 1 and fig. 2, wherein a line 1 in fig. 2 is the accelerator-vehicle speed in a sport mode, and a line 2 is the accelerator-vehicle speed in an ECO mode.
TABLE 1
In step S103, an accelerator-start torque curve is determined from the relationship between the accelerator depth and the start torque.
It is understood that the relationship "throttle depth-starting torque" may determine the dynamic style of the whole vehicle, and typically 100% throttle in Sport mode corresponds to the sum of the maximum wheel end torques of all power sources of the whole vehicle, namely:
TLmax_sport＝Te_max*i1+Tm_f_max*im_f+Tm_r_max*im_r；
wherein, TLmax_sportThe maximum wheel end torque is the maximum wheel end torque of the whole vehicle in Sport mode at the accelerator depth of 100 percent, and the unit is Nm; t ise_maxIn Nm for the maximum torque of the engine; i.e. i1The transmission ratio of the gearbox is 1 gear; t ism_f_maxThe maximum torque of the front motor is Nm; i.e. im_fThe front motor speed ratio; t ism_r_maxThe rear motor maximum torque is in Nm; i.e. im_rIs the rear motor speed ratio.
For example, suppose TLmax_sport＝320*17.1+250*10.302+380*8.3＝11201.5Nm，
Wherein the maximum torque of the engine is 320Nm, the maximum torque of the front motor is 250Nm, and the maximum torque of the rear motor is 380 Nm; the starting torque under the accelerator of 5% -10% can be determined according to the starting acceleration, the starting acceleration under the accelerator with the normal meaning is not lower than the cruise starting acceleration, and the cruise starting acceleration of the common vehicle type on the market is basically 0.4m/s2About, the starting acceleration under the condition of temporarily setting 5% -10% of accelerator is 0.7m/s2The starting acceleration can be determined to be 5-10%The corresponding starting torque under the accelerator depth is as follows:
T_L＝m*a0/η；
wherein, T _ L is the corresponding starting torque, Nm, under the condition of 5-10% of the accelerator depth; m is full load mass in kg; a is0 isStarting acceleration in m/s2(ii) a η is the transfer efficiency.
From the above data, it is possible to calculate:
T_L＝3008*0.7/0.85＝926Nm；
it can be known that the starting torque under the accelerator of 10% to 100% can be linearly increased according to the accelerator, the starting accelerator torque under the ECO mode can be obtained by correcting the maximum starting torque and the correlation coefficient under the Sport mode, an accelerator-starting torque table is drawn as shown in table 2, and an accelerator-starting torque curve is shown in fig. 3, wherein a line 3 is the accelerator-starting torque under the Sport mode, and a line 4 is the accelerator-starting torque under the ECO mode.
TABLE 2
In step S104, the constant speed driving power at each vehicle speed is calculated according to the driving resisting moment of the entire vehicle, and an accelerator-driving power curve is determined based on the constant speed driving power at each vehicle speed and the driving power at each accelerator depth.
It can be understood that, in the embodiment of the present application, the constant speed driving power at each vehicle speed can be obtained according to the entire vehicle driving resisting moment of the vehicle obtained in step S101:
wherein, PPThe power is driven at a constant speed.
Therefore, the driving power under each accelerator depth can be obtained according to the accelerator-speedometer:
Pmax_sport＝Pmax_e+Pmax_fm+Pmax_rm；
for example, suppose Pmax_sportThe maximum driving power in the ECO mode can be obtained approximately by correcting the maximum driving power in the Sport mode and the correlation coefficient, where the accelerator-driving power table is shown in table 3, the accelerator-driving power map is shown in fig. 4, where a line 5 is the accelerator-driving power in the Sport mode, and a line 6 is the accelerator-driving power in the ECO mode.
TABLE 3
In step S105, an accelerator curve of the vehicle is plotted based on the accelerator-vehicle speed curve, the accelerator-starting torque curve, and the accelerator-driving power curve.
Optionally, in some embodiments, plotting a throttle curve for the vehicle from the throttle-vehicle speed curve, the throttle-launch torque curve, and the throttle-drive power curve comprises: and determining the vehicle speed at the inflection point, and calculating the wheel end torque of a high-speed constant-power area in the accelerator curve.
Optionally, in some embodiments, the method for generating a throttle curve of an automobile further includes: and determining the throttle curve of each driving mode of the automobile according to the throttle curve of the automobile.
Specifically, when drawing an accelerator curve of an automobile, the embodiment of the present application first needs to determine an inflection point vehicle speed by the following formula:
wherein, VT_PThe vehicle speed is an inflection point.
Then, the wheel end torque in the high speed constant power region in the throttle curve is determined by:
therefore, the whole vehicle wheel end torque of 0-100 Km/h corresponding to 5% -100% of the accelerator depth can be obtained, as shown in fig. 5 and 6, fig. 5 is the wheel end torque corresponding to different accelerator depths in a Sport mode, fig. 6 is the wheel end torque corresponding to different accelerator depths in an ECO mode, and in fig. 5 and 6, the whole vehicle wheel end torque corresponding to 5%, 10%, 20%, 30%, 40%, 50%, 60%, 70%, 80%, 90% and 100% of the accelerator depth is obtained from bottom to top.
Optionally, in some embodiments, the method for generating a throttle curve of an automobile further includes: receiving a manual calibration instruction; and optimizing the throttle curve of the automobile according to the artificial calibration instruction.
That is to say, the throttle curve of the car of this application embodiment can also carry out artificial optimization car throttle curve according to the demarcation instruction that the driver set up that receives to make every driver can set up own car throttle curve according to own interest, satisfy different drivers 'driving demand, promote driver's driving enjoyment.
According to the method for generating the accelerator curve of the automobile, provided by the embodiment of the application, the whole automobile running resistance moment of the automobile can be obtained, the accelerator-vehicle speed curve is generated according to the relation between the pedal force and the pedal stroke, the relation between the pedal stroke and the pedal depth and man-machine engineering data, the accelerator-starting torque curve is determined according to the relation between the accelerator depth and the starting torque, the constant-speed driving power at each vehicle speed is calculated according to the whole automobile running resistance moment, the accelerator-driving power curve is determined according to the constant-speed driving power at each vehicle speed and the driving power at each accelerator depth, the accelerator curve of the automobile is drawn according to the accelerator-vehicle speed curve, the accelerator-starting torque curve and the accelerator-driving power curve, and the problem that the whole automobile is economic and the like caused by too much acceleration curve design is solved, The smoothness becomes poor; the design of the accelerator curve is too fatigue, so that the problem of too monotonous driving feeling of the whole vehicle is caused, and the driving experience of a driver is improved.
Next, a throttle curve generating apparatus for an automobile according to an embodiment of the present application will be described with reference to the drawings.
Fig. 7 is a block diagram schematically illustrating a throttle curve generating device of an automobile according to an embodiment of the present application.
As shown in fig. 7, the accelerator curve generating apparatus 10 for an automobile includes: an acquisition module 100, a generation module 200, a first determination module 300, a second determination module 400, and a rendering module 500.
The obtaining module 100 is used for obtaining the whole vehicle running resistance moment of the vehicle;
the generation module 200 is used for generating an accelerator-vehicle speed curve according to the relation between the pedal force and the pedal stroke, the relation between the pedal stroke and the pedal depth and the human-machine engineering data;
the first determining module 300 is used for determining an accelerator-starting torque curve according to a relation between accelerator depth and starting torque;
the second determining module 400 is configured to calculate the constant-speed driving power at each vehicle speed according to the driving resisting moment of the entire vehicle, and determine an accelerator-driving power curve based on the constant-speed driving power at each vehicle speed and the driving power at each accelerator depth; and
the drawing module 500 is configured to draw an accelerator curve of the vehicle according to the accelerator-vehicle speed curve, the accelerator-starting torque curve, and the accelerator-driving power curve.
Optionally, in some embodiments, the obtaining module 100 includes:
the acquisition unit is used for detecting rolling resistance, air resistance, gradient resistance and acceleration resistance of the automobile during road sliding of the whole automobile and determining the whole automobile running resistance moment according to the sum of the rolling resistance, the air resistance, the gradient resistance and the acceleration resistance;
or carrying out resistance fitting according to resistance test data of the automobile, and obtaining the whole automobile running resistance moment based on a resistance calculation formula.
Optionally, in some embodiments, the throttle curve generating device 10 of the automobile further includes:
and the third determining module is used for determining the accelerator curve of each driving mode of the automobile according to the accelerator curve of the automobile.
Optionally, in some embodiments, the throttle curve generating device 10 of the automobile further includes:
the receiving module is used for receiving a manual calibration instruction;
and the optimization module is used for optimizing the throttle curve of the automobile according to the artificial calibration instruction.
Optionally, in some embodiments, the rendering module 500 comprises:
and the calculating unit is used for determining the speed of the inflection point and calculating the wheel end torque of a high-speed constant-power area in the accelerator curve.
It should be noted that the foregoing explanation of the embodiment of the method for generating an accelerator curve of an automobile is also applicable to the apparatus for generating an accelerator curve of an automobile in this embodiment, and will not be described herein again.
According to the accelerator curve generating device of the automobile, provided by the embodiment of the application, the whole automobile running resistance moment of the automobile can be obtained, an accelerator-automobile speed curve is generated according to the relation between pedal force and pedal stroke, the relation between pedal stroke and pedal depth and man-machine engineering data, an accelerator-starting torque curve is determined according to the relation between accelerator depth and starting torque, the constant-speed driving power at each automobile speed is calculated according to the whole automobile running resistance moment, an accelerator-driving power curve is determined based on the constant-speed driving power at each automobile speed and the driving power at each accelerator depth, and the accelerator curve of the automobile is drawn according to the accelerator-automobile speed curve, the accelerator-starting torque curve and the accelerator-driving power curve, so that the problems that the whole automobile is economical, and the like due to too-aggressive design of the accelerator curve are solved, The smoothness becomes poor; the design of the accelerator curve is too fatigue, so that the problem of too monotonous driving feeling of the whole vehicle is caused, and the driving experience of a driver is improved.
As shown in fig. 8, the present embodiment further proposes a vehicle 20, where the vehicle 20 includes the throttle curve generating device 10 of the vehicle.
According to the automobile provided by the embodiment of the application, the problem that the economy and the smoothness of the whole automobile are poor due to too aggressive design of an accelerator curve is solved through the accelerator curve generating device of the automobile; the design of the accelerator curve is too fatigue, so that the problem of too monotonous driving feeling of the whole vehicle is caused, and the driving experience of a driver is improved.
In the description herein, reference to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the application. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or N embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
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 application, "N" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more N executable instructions for implementing steps of a custom logic function or process, and alternate implementations are included within the scope of the preferred embodiment of the present application in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order, depending on the functionality involved, as would be understood by those reasonably skilled in the art of implementing the embodiments of the present application.
The logic and/or steps represented in the flowcharts or otherwise described herein, e.g., an ordered listing of executable instructions that can be considered to implement logical functions, can be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions. For the purposes of this description, a "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of the computer-readable medium would include the following: an electrical connection (electronic device) having one or N wires, a portable computer diskette (magnetic device), a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). Additionally, the computer-readable medium could even be paper or another suitable medium upon which the program is printed, as the program can be electronically captured, via for instance optical scanning of the paper or other medium, then compiled, interpreted or otherwise processed in a suitable manner if necessary, and then stored in a computer memory.
It should be understood that portions of the present application may be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. If implemented in hardware, as in another embodiment, any one or combination of the following techniques, which are known in the art, may be used: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application specific integrated circuit having an appropriate combinational logic gate circuit, a Programmable Gate Array (PGA), a Field Programmable Gate Array (FPGA), or the like.
It will be understood by those skilled in the art that all or part of the steps carried out in the method of implementing the above embodiments may be implemented by hardware related to instructions of a program, which may be stored in a computer readable storage medium, and the program, when executed, includes one or a combination of the steps of the method embodiments.
In addition, functional units in the embodiments of the present application may be integrated into one processing module, or each unit may exist alone physically, or two or more units are integrated into one module. The integrated module can be realized in a hardware mode, and can also be realized in a software functional module mode. The integrated module, if implemented in the form of a software functional module and sold or used as a stand-alone product, may also be stored in a computer readable storage medium.
The storage medium mentioned above may be a read-only memory, a magnetic or optical disk, etc. Although embodiments of the present application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present application, and that variations, modifications, substitutions and alterations may be made to the above embodiments by those of ordinary skill in the art within the scope of the present application.
Claims (10)
1. A method for generating an accelerator curve of an automobile is characterized by comprising the following steps:
acquiring the whole vehicle running resisting moment of the vehicle;
generating an accelerator-vehicle speed curve according to the relation between pedal force and pedal stroke, the relation between pedal stroke and pedal depth and the man-machine engineering data;
determining an accelerator-starting torque curve according to the relation between the accelerator depth and the starting torque;
calculating the constant-speed driving power at each speed according to the whole vehicle running resisting moment, and determining an accelerator-driving power curve based on the constant-speed driving power at each speed and the driving power at each accelerator depth; and
and drawing an accelerator curve of the automobile according to the accelerator-vehicle speed curve, the accelerator-starting torque curve and the accelerator-driving power curve.
2. The method of claim 1, wherein the obtaining the vehicle-wide driving resistance torque of the vehicle comprises:
detecting rolling resistance, air resistance, gradient resistance and acceleration resistance of the automobile during the sliding of the whole automobile on the road, and determining the whole automobile running resistance moment according to the sum of the rolling resistance, the air resistance, the gradient resistance and the acceleration resistance;
or carrying out resistance fitting according to the resistance test data of the automobile, and obtaining the whole automobile running resistance moment based on a resistance calculation formula.
3. The method of claim 1, further comprising:
and determining the throttle curve of each driving mode of the automobile according to the throttle curve of the automobile.
4. The method of claim 1, further comprising:
receiving a manual calibration instruction;
and optimizing the throttle curve of the automobile according to the artificial calibration instruction.
5. The method of claim 1, wherein said plotting a throttle curve of said vehicle from said throttle-vehicle speed curve, throttle-launch torque curve and throttle-drive power curve comprises:
and determining the vehicle speed at the inflection point, and calculating the wheel end torque of a high-speed constant-power area in the accelerator curve.
6. A throttle curve generating apparatus for an automobile, comprising:
the acquisition module is used for acquiring the whole vehicle running resistance moment of the vehicle;
the generation module is used for generating an accelerator-vehicle speed curve according to the relation between the pedal force and the pedal stroke, the relation between the pedal stroke and the pedal depth and the human-machine engineering data;
the first determining module is used for determining an accelerator-starting torque curve according to the relation between the accelerator depth and the starting torque;
the second determination module is used for calculating the constant-speed driving power at each vehicle speed according to the whole vehicle running resisting moment and determining an accelerator-driving power curve based on the constant-speed driving power at each vehicle speed and the driving power at each accelerator depth; and
and the drawing module is used for drawing an accelerator curve of the automobile according to the accelerator-vehicle speed curve, the accelerator-starting torque curve and the accelerator-driving power curve.
7. The apparatus of claim 6, wherein the obtaining module comprises:
the acquiring unit is used for detecting rolling resistance, air resistance, gradient resistance and acceleration resistance which are suffered by the automobile when the whole automobile slides on a road, and determining the whole automobile running resistance moment according to the sum of the rolling resistance, the air resistance, the gradient resistance and the acceleration resistance;
or carrying out resistance fitting according to the resistance test data of the automobile, and obtaining the whole automobile running resistance moment based on a resistance calculation formula.
8. The apparatus of claim 6, further comprising:
and the third determination module is used for determining the accelerator curve of each driving mode of the automobile according to the accelerator curve of the automobile.
9. The apparatus of claim 6, further comprising:
the receiving module is used for receiving a manual calibration instruction;
and the optimization module is used for optimizing the throttle curve of the automobile according to the artificial calibration instruction.
10. An automobile, comprising: a throttle curve generating apparatus of an automobile according to any one of claims 6 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011593140.6A CN114684136A (en) | 2020-12-29 | 2020-12-29 | Accelerator curve generation method and device of automobile and automobile with accelerator curve generation device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011593140.6A CN114684136A (en) | 2020-12-29 | 2020-12-29 | Accelerator curve generation method and device of automobile and automobile with accelerator curve generation device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN114684136A true CN114684136A (en) | 2022-07-01 |
Family
ID=82132192
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202011593140.6A Pending CN114684136A (en) | 2020-12-29 | 2020-12-29 | Accelerator curve generation method and device of automobile and automobile with accelerator curve generation device |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN114684136A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115230487A (en) * | 2022-08-02 | 2022-10-25 | 合众新能源汽车有限公司 | Pedal-based torque control method and device, computer equipment and storage medium |
-
2020
- 2020-12-29 CN CN202011593140.6A patent/CN114684136A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115230487A (en) * | 2022-08-02 | 2022-10-25 | 合众新能源汽车有限公司 | Pedal-based torque control method and device, computer equipment and storage medium |
| CN115230487B (en) * | 2022-08-02 | 2024-05-03 | 合众新能源汽车股份有限公司 | Pedal-based torque control method, pedal-based torque control device, computer device, and storage medium |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN107738649B (en) | Method and device for determining driving demand torque | |
| US8768536B2 (en) | Method for determining the driving resistance of a vehicle | |
| CN104924986B (en) | Gear shifting reminding method of hybrid electric vehicle | |
| CN102483150B (en) | The defining method of one or more shifting points and use system and the vehicle of the method | |
| CN107499313A (en) | Demarcate the method and torque calibrating device of vehicle demand torque | |
| EP2359032B1 (en) | Gear feedback system | |
| CN103895637A (en) | Method and system for actively controlling motor car by learning travel pattern | |
| CN105620465A (en) | Gear shifting point correction method and device for vehicle and vehicle | |
| JP7199133B2 (en) | SOUND SIGNAL GENERATING DEVICE, SOUND SIGNAL GENERATING METHOD AND SOUND SIGNAL GENERATING PROGRAM | |
| CN110857670B (en) | Automobile driving force control method and electronic equipment | |
| CN113029593A (en) | Method and device for evaluating drivability of automobile | |
| CN108223779A (en) | The determining method and apparatus of speed changer top gear speed ratio | |
| CN113281065B (en) | Dynamic test and evaluation method for working conditions of medium and small throttle of automatic transmission automobile | |
| CN114684136A (en) | Accelerator curve generation method and device of automobile and automobile with accelerator curve generation device | |
| CN109781436B (en) | Method for evaluating economical efficiency of automobile driving mode | |
| CN113459896B (en) | Method and device for determining endurance mileage of electric vehicle | |
| CN107989704B (en) | Engine gear shifting prompt parameter acquisition system and method | |
| CN109342078B (en) | Economical efficiency testing method, device and testing device for electric four-wheel drive vehicle | |
| JP6848668B2 (en) | Vehicle control device | |
| CN115723757A (en) | Accelerator pedal control method, device and system | |
| CN114834450A (en) | Oil-saving control method and device based on acceleration working condition and vehicle | |
| CN112096846B (en) | Method and device for determining gear shifting point of vehicle, vehicle and storage medium | |
| CN114046352A (en) | Vehicle gear clearance control method and device and vehicle | |
| RU2540361C2 (en) | Method for determination of vehicle limit driving force | |
| JP7062884B2 (en) | Vehicle control unit |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination |