CN114718754A - Finished automobile required torque control method - Google Patents

Finished automobile required torque control method Download PDF

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Publication number
CN114718754A
CN114718754A CN202210234804.2A CN202210234804A CN114718754A CN 114718754 A CN114718754 A CN 114718754A CN 202210234804 A CN202210234804 A CN 202210234804A CN 114718754 A CN114718754 A CN 114718754A
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torque
accelerator pedal
whole vehicle
acc
vehicle
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CN114718754B (en
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郝庆军
任宏
杨星
闫斌
王琳
陆中华
朱学军
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Capotech Suzhou Co ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D45/00—Electrical control not provided for in groups F02D41/00 - F02D43/00
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

The invention provides a finished automobile demand torque control method, which comprises the steps of firstly, dividing an accelerator pedal interval, and mapping the actual opening of an accelerator pedal to an opening correction value of the accelerator pedal according to the divided accelerator pedal interval so as to realize finished automobile torque preprocessing; then, calculating the initial request torque of the whole vehicle according to the opening correction value of the accelerator pedal and the speed of the whole vehicle; calculating the driving intention and the driving mode of the whole vehicle according to the acceleration required value and the actual value of the acceleration of the whole vehicle; then filtering is carried out after the corrected torque of the whole vehicle is calculated, and finally the required torque of the whole vehicle is output; meanwhile, the control of the required torque of the whole vehicle is carried out by combining the opening degree of an accelerator pedal, the vehicle speed, the acceleration and the driving intention, so that the driving feeling is ensured, and the dynamic property and the economical efficiency of the whole vehicle are also ensured.

Description

Finished automobile required torque control method
Technical Field
The invention relates to the technical field of vehicle control methods, in particular to a method for controlling the torque required by a whole vehicle.
Background
The control of the required torque of the whole vehicle is an important interface between a person and the vehicle, and directly influences the feeling of a driver. Especially for commercial vehicles, the influence of the control of the required torque of the whole vehicle on the running quality of the vehicle is very large.
While driving, the driver is generally sensitive to vehicle speed, and torque is one way in which vehicle speed is achieved. The coupling of torque and vehicle speed directly affects the dynamics and economy of the vehicle.
The general control method in the prior art is implemented based on a look-up table of an accelerator pedal and a vehicle speed, wherein the accelerator pedal mainly reflects the driving demand of a driver and the expected vehicle speed is expected to be obtained through the pedal. The current speed can also feed back the state of the vehicle in real time, and the torque of the vehicle is controlled by combining the requirement of an accelerator pedal.
The drawbacks of this control method are: the drivability of the vehicle is not considered, particularly for trucks, the difference between no-load and heavy-load conditions is large, and if the torque of the vehicle is controlled by the functional relationship between an accelerator pedal and the vehicle, the current acceleration of the vehicle is difficult to control by a driver, the pedal is frequently changed, and the output torque of the vehicle needs to be adjusted to achieve the driving purpose. This affects on the one hand the driving feel and on the other hand the economy of the vehicle due to fluctuations in the torque of the vehicle.
Disclosure of Invention
In order to overcome the defects and shortcomings in the prior art, the invention provides a method for controlling the torque required by a finished automobile.
The technical scheme provided by the invention is as follows: a method for controlling the torque required by the whole vehicle comprises the following steps:
step 1: the method comprises the steps of preprocessing the torque of the whole automobile, dividing an accelerator pedal interval, and mapping the actual opening of the accelerator pedal to an opening correction value of the accelerator pedal, namely ACC (acceleration rate control) according to the divided accelerator pedal intervalact→ACCcorrect；
ACC in the formulaactActual opening of the accelerator pedal, ACCcorrectAn accelerator pedal opening correction value;
step 2: through actual opening ACC of accelerator pedalactCalculating the driving mode of the whole vehicle;
and step 3: ACC according to correction value of accelerator pedal openingcorrectCalculating the initial request torque of the whole vehicle according to the vehicle speed V of the whole vehicle;
and 4, step 4: calculating the corrected torque according to the actual acceleration value A of the whole vehicleactObtaining the acceleration expected value A of the whole vehicle according to the speed V of the whole vehicletarget；
Calculating the correction torque according to the following formula:
Tqlim＝Tqdrive*(1+Δu)
in the formula TqlimTo correct the torque, Δ u is a correction factor;
and 5: and filtering the corrected torque, and finally outputting the torque required by the whole vehicle.
Further, in the step 1, the accelerator pedal section is divided into an idle stroke, an economic section and a dynamic section in sequence according to the opening degree of the accelerator pedal from small to large; and satisfies the following conditions: the idle stroke is an accelerator response buffer area; the economic interval is an area meeting the basic driving requirement of the whole vehicle; the dynamic interval is an area for meeting the acceleration requirement and the climbing gradient requirement of the whole vehicle.
Further, in step 1, the actual accelerator pedal opening ACC is calculated according to the following formulaactMapping to Accelerator Pedal opening correction value ACCcorrect：
Figure BDA0003539617990000031
Wherein, [0, a0]For idle stroke, (a 0-a 1) is economic range, [ a1, 100]Is a dynamic interval; and ACCcorrect＜ACCact(ii) a k1, k2 and k3 are constant coefficients respectively, and satisfy k2 > k1 and k1 < 0.01.
Further, in the step 2, the whole vehicle driving mode comprises a power mode and an economy mode;
when a0 < ACCactWhen the vehicle speed is less than a1, the whole vehicle is determined to be in an economic mode;
when a1 is less than or equal to ACCact，ACCcorrect＞asport% and for t1When the time is more than second, the whole vehicle is determined to enter a power mode;
when the following conditions are satisfied: when the accelerator pedal is less than anor% and for t1More than second; and ACCactNot less than ACCcorrectAnd continues for t2And when the time is more than second, the power mode is exited.
Wherein, asport，anorRespectively the opening degree of an accelerator pedal entering the power mode and the opening degree of an accelerator pedal exiting the power mode; t is t1，t2Is a time constant.
Further, the step 3 comprises:
step 3.1: economy mode in which the maximum system torque is Tqmod(1)And satisfy
Tqmod(1)＝Tqmax*b，
Power mode with maximum system torque Tqmod(2)And satisfy
Tqmod(2)＝Tqmax
Wherein b is a calibration constant, and 0.85 is more than b and more than 0.6; tqmaxThe maximum output torque of the whole vehicle system is obtained;
step 3.2: calculating the initial request torque of the whole vehicle according to the following formula:
Tqdrive＝ACCcorrect％*Tqmod(i)
in the formula TqdriveFor initial torque request of the entire vehicle, Tqmod(i)The maximum value of the system torque in the corresponding mode.
Further, before the calculation in the step 4, the following steps are also included:
step 4.1, judging whether torque correction is involved:
when ACCcorrectA, torque correction is not involved;
when ACCcorrectA is larger than or equal to a, intervention torque correction is carried out;
wherein a is a calibratable constant;
step 4.2, determining a correction coefficient, wherein the calculation formula of the correction coefficient is as follows:
Δu＝(Atarget-Aact)*k
where k is a calibrated constant.
And 4.3, calculating the correction torque according to the following formula:
Tqlim＝Tqdrive*(1+Δu)
in the formula TqlimTo correct the torque, Δ u is a correction coefficient.
Compared with the prior art, the invention has the following beneficial effects: firstly, an accelerator pedal interval is divided, and the actual opening of the accelerator pedal is mapped to an accelerator pedal opening correction value according to the divided accelerator pedal interval so as to realize the torque pretreatment of the whole vehicle; then, calculating the initial request torque of the whole vehicle according to the opening correction value of the accelerator pedal and the speed of the whole vehicle; calculating the driving intention and the driving mode of the whole vehicle according to the acceleration required value and the actual value of the acceleration of the whole vehicle; then filtering is carried out after the corrected torque of the whole vehicle is calculated, and finally the required torque of the whole vehicle is output; meanwhile, the control of the required torque of the whole vehicle is carried out by combining the opening degree of an accelerator pedal, the vehicle speed, the acceleration and the driving intention, so that the driving feeling is ensured, and the dynamic property and the economical efficiency of the whole vehicle are also ensured.
Drawings
FIG. 1 is a flow chart of the steps of the present invention.
FIG. 2 is a schematic view of the structure of the accelerator pedal section of the present invention.
FIG. 3 is a diagram of the acceleration curve of the whole vehicle.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the description of the present invention, it should be noted that the terms "upper", "lower", "inner", "outer", "front", "rear", "both ends", "one end", "the other end", and the like indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In the description of the present invention, it is to be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "disposed," "connected," and the like are to be construed broadly, such as "connected," which may be fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
[ example 1]
As shown in fig. 1, a method for controlling a required torque of a finished vehicle 1 according to embodiment 1 of the present invention includes:
step 1: preprocessing the torque of the whole vehicle;
dividing the accelerator pedal interval, and mapping the actual accelerator pedal opening to the corrected accelerator pedal opening value, namely ACC (accelerated absorption control)act→ACCcorrect；
ACC in the formulaactFor actual opening of the accelerator pedal, ACCcorrectAnd (4) correcting the opening degree of the accelerator pedal.
As shown in fig. 2, the accelerator pedal section is divided into an idle stroke, an economic section and a dynamic section in sequence according to the opening degree of the accelerator pedal from small to large; and satisfies the following conditions: the idle stroke is an accelerator response buffer area; the economic interval is an area meeting the basic driving requirement of the whole vehicle; the dynamic interval is an area for meeting the acceleration requirement and the climbing gradient requirement of the whole vehicle. In fig. 2, the abscissa is the accelerator pedal opening degree in percentage, the ordinate is the vehicle required torque, the abscissa is 0 indicating that the accelerator pedal is not opened, the abscissa is 100 indicating that the accelerator pedal is fully opened, [0, a0] is the idle stroke, (a0 to a1) are economy sections, and [ a1, 100] are power sections.
In step 1, the actual accelerator pedal opening is mapped to the corrected accelerator pedal value according to the following formula:
Figure BDA0003539617990000071
wherein, ACCcorrect＜ACCact(ii) a k1, k2 and k3 are constant coefficients respectively, and satisfy k2 > k1 and k1 < 0.01;
by setting the economic interval, the change rate of mapping is ensured to be smooth and less than the actual opening ACC of the accelerator pedalactThe change rate of the dynamic interval is larger than the original change rate and is smooth; the actual accelerator pedal opening is thus mapped to the accelerator pedal correction value in the manner described above according to different economic and dynamic requirements.
Step 2: through actual opening ACC of accelerator pedalactAnd (4) calculating the whole vehicle driving mode, wherein the whole vehicle driving mode comprises a power mode and an economy mode as shown in FIG. 2.
When a0 < ACCactIf the current time is less than a1, the whole vehicle is determined to be in an economic mode;
when a1 is less than or equal to ACCact，ACCcorrect＞asport% and for t1When the time is more than second, the whole vehicle is determined to enter a power mode;
when the following conditions are satisfied: when the accelerator pedal is < anor% and for t1More than second; and ACCactNot less than ACCcorrectAnd continues for t2And when the time is more than second, the power mode is exited.
Wherein, asport，anorOpening degree and withdrawing movement of an accelerator pedal for entering a power modeForce mode accelerator pedal opening; t is t1，t2Is a time constant.
And step 3: ACC according to correction value of accelerator pedal openingcorrectCalculating the initial request torque of the whole vehicle according to the vehicle speed V of the whole vehicle;
step 3.1: economy mode in which the maximum system torque is Tqmod(1)And satisfy
Tqmod(1)＝Tqmax*b，
Power mode with maximum system torque Tqmod(2)And satisfy
Tqmod(2)＝Tqmax
Wherein b is a calibration constant, and 0.85 is more than b and more than 0.6; tqmaxThe maximum output torque of the whole vehicle system. The normal state is mode 1, with output torque Tqmod(1)。
Step 3.2: calculating the initial request torque of the whole vehicle according to the following formula:
Tqdrive＝ACCcorrect％*Tqmod(i)
in the formula TqdriveFor initial torque request of the entire vehicle, Tqmod(i)The maximum value of the system torque in the corresponding mode.
And 4, step 4: calculating a correction torque; FIG. 3 is a graph showing the acceleration curve of the whole vehicle, wherein the horizontal abscissa in FIG. 3 is the opening degree of the accelerator pedal, the horizontal ordinate is the speed of the whole vehicle, and the vertical coordinate is the expected value A of the acceleration of the whole vehicle corresponding to the opening degree of the accelerator pedal and the speed of the whole vehicletargetThe acceleration curve of the whole vehicle can be used for determining the acceleration expected value A of the whole vehicletarget。
Vehicle acceleration expected value A in FIG. 3targetFor artificial calibration, different finished automobile acceleration expected values can be set for different automobile types, the acceleration expected values in different driving modes are different, the economic mode meets the driving requirements, and the power mode reflects the power performance of the finished automobile, so that different accelerator pedal opening degrees can correspond to different acceleration expected values in different automobile speeds; and different driving modes may differ from one vehicle to another.
This step 4 comprises steps 4.1 to 4.4.
Step 4.1, by A in FIG. 3actObtaining the acceleration expected value A of the whole vehicle according to the speed V of the whole vehicletarget；AactThe actual value of the acceleration of the whole vehicle is obtained; v is the speed of the whole vehicle;
and 4.2, judging whether torque correction is involved:
when ACCcorrectA, torque correction is not involved;
when ACCcorrectA or more, intervention torque correction.
Wherein a is a calibratable constant.
And 4.3, determining a correction coefficient, wherein the calculation formula of the correction coefficient is as follows:
Δu＝(Atarget-Aact)*k
where k is a calibrated constant.
Step 4.4, calculating the correction torque according to the following formula:
Tqlim＝Tqdrive*(1+Δu)
in the formula TqlimTo correct the torque, Δ u is a correction coefficient.
The output torque of the vehicle is corrected by introducing the acceleration performance of the vehicle in the control process, so that the driver can have similar driving feeling under different loads.
And 5: and filtering the corrected torque, and finally outputting the torque required by the whole vehicle.
According to the method for controlling the torque required by the whole vehicle, firstly, an accelerator pedal interval is divided, and the actual opening of the accelerator pedal is mapped to the opening correction value of the accelerator pedal according to the divided accelerator pedal interval so as to realize the torque pretreatment of the whole vehicle; then, calculating the initial request torque of the whole vehicle according to the opening correction value of the accelerator pedal and the speed of the whole vehicle; calculating the driving intention and the driving mode of the whole vehicle according to the acceleration required value and the actual value of the acceleration of the whole vehicle; then filtering is carried out after the corrected torque of the whole vehicle is calculated, and finally the required torque of the whole vehicle is output; meanwhile, the required torque of the whole vehicle is controlled by combining the opening degree of an accelerator pedal, the vehicle speed, the acceleration and the driving intention, so that the driving feeling is ensured, and meanwhile, the dynamic property and the economical efficiency of the whole vehicle are also ensured.
It will be evident to those skilled in the art that the invention is not limited to the details of the foregoing illustrative embodiments, and that the present invention may be embodied in other specific forms without departing from the spirit or essential attributes thereof. The present embodiments are therefore to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein. Any reference signs in the claims shall not be construed as limiting the scope of the claims.

Claims (6)

1. A method for controlling the torque required by a whole vehicle is characterized by comprising the following steps: the method comprises the following steps:
step 1: the method comprises the steps of preprocessing the torque of the whole automobile, dividing an accelerator pedal interval, and mapping the actual opening of the accelerator pedal to an opening correction value of the accelerator pedal, namely ACC (acceleration rate control) according to the divided accelerator pedal intervalact→ACCcorrect；
ACC in the formulaactFor actual opening of the accelerator pedal, ACCcorrectAn accelerator pedal opening correction value;
and 2, step: through actual opening ACC of accelerator pedalactCalculating the driving mode of the whole vehicle;
and step 3: ACC according to correction value of accelerator pedal openingcorrectCalculating the initial request torque of the whole vehicle according to the vehicle speed V of the whole vehicle;
and 4, step 4: calculating the corrected torque according to the actual acceleration value A of the whole vehicleactObtaining the acceleration expected value A of the whole vehicle according to the speed V of the whole vehicletarget；
The correction torque is calculated according to the following formula:
Figure FDA0003539617980000011
in the formula
Figure FDA0003539617980000012
To correct the torque, Δ u is a correction factor;
and 5: and filtering the corrected torque, and finally outputting the torque required by the whole vehicle.
2. The vehicle demand torque control method according to claim 1, characterized in that: in the step 1, the accelerator pedal interval is divided into an idle stroke, an economic interval and a dynamic interval in sequence according to the opening degree of the accelerator pedal from small to large; and satisfies the following conditions: the idle stroke is an accelerator response buffer area; the economic interval is an area meeting the basic driving requirement of the whole vehicle; the dynamic interval is an area for meeting the acceleration requirement and the climbing gradient requirement of the whole vehicle.
3. The vehicle demand torque control method according to claim 1 or 2, characterized in that: in the step 1, the actual opening ACC of the accelerator pedal is calculated according to the following formulaactMapping to Accelerator Pedal opening correction value ACCcorrect：
Figure FDA0003539617980000021
Wherein, [0, a0]For idle stroke, (a 0-a 1) is an economic interval, [ a1, 100]Is a dynamic interval; and ACCcorrect<ACCact(ii) a k1, k2 and k3 are constant coefficients respectively and satisfy k2>k1，k1<0.01。
4. The vehicle demand torque control method according to claim 1, characterized in that: in the step 2, the whole vehicle driving mode comprises a power mode and an economy mode;
when a0 < ACCactIf the current time is less than a1, the whole vehicle is determined to be in an economic mode;
when a1 is less than or equal to ACCact，ACCcorrect>asport% and for t1When the time is more than second, the whole vehicle is determined to enter a power mode;
when the following conditions are satisfied: when the accelerator pedal<anor% and for t1More than second; and ACCactNot less than ACCcorrectAnd continues for t2And when the time is more than second, the power mode is exited.
Wherein, asport，anorRespectively the opening degree of an accelerator pedal entering the power mode and the opening degree of an accelerator pedal exiting the power mode; t is t1，t2Is a time constant.
5. The vehicle demand torque control method according to claim 4, characterized in that: the step 3 comprises the following steps:
step 3.1: economy mode in which the maximum system torque is
Figure FDA0003539617980000022
And satisfy
Figure FDA0003539617980000023
Power mode with system torque maximum of
Figure FDA0003539617980000024
And satisfy
Figure FDA0003539617980000025
Wherein b is a calibration constant, and 0.85>b>0.6；
Figure FDA0003539617980000031
The maximum output torque of the whole vehicle system is obtained;
step 3.2: calculating the initial request torque of the whole vehicle according to the following formula:
Figure FDA0003539617980000032
in the formula
Figure FDA0003539617980000033
In order to initially request the torque for the entire vehicle,
Figure FDA0003539617980000034
the maximum value of the system torque in the corresponding mode.
6. The vehicle demand torque control method according to claim 1, characterized in that: the method also comprises the following steps before calculation in the step 4:
step 4.1, judging whether torque correction is involved:
when ACCcorrect<a, torque correction is not involved;
when ACCcorrectA is more than or equal to a, intervention torque correction is carried out;
wherein a is a calibratable constant;
step 4.2, determining a correction coefficient, wherein the calculation formula of the correction coefficient is as follows:
Δu＝(Atarget-Aact)*k
where k is a calibrated constant.
Step 4.3, calculating the correction torque according to the following formula:
Figure FDA0003539617980000035
in the formula
Figure FDA0003539617980000036
To correct the torque, Δ u is a correction coefficient.
CN202210234804.2A 2022-03-10 2022-03-10 Method for controlling torque demand of whole vehicle Active CN114718754B (en)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN118238817A (en) * 2024-03-29 2024-06-25 重庆赛力斯凤凰智创科技有限公司 Torque control method and device, whole vehicle controller and new energy automobile
WO2024198717A1 (en) * 2023-03-31 2024-10-03 重庆长安汽车股份有限公司 Driver demand torque parsing method and apparatus, vehicle, device and medium

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH04345541A (en) * 1991-05-21 1992-12-01 Hitachi Ltd Control device for automobile
JP2007247579A (en) * 2006-03-17 2007-09-27 Nissan Motor Co Ltd Motion control device for vehicle
JP2012131426A (en) * 2010-12-22 2012-07-12 Fuji Heavy Ind Ltd Travel control device for vehicle
CN110857670A (en) * 2018-08-24 2020-03-03 广州汽车集团股份有限公司 Automobile driving force control method and electronic equipment

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH04345541A (en) * 1991-05-21 1992-12-01 Hitachi Ltd Control device for automobile
JP2007247579A (en) * 2006-03-17 2007-09-27 Nissan Motor Co Ltd Motion control device for vehicle
JP2012131426A (en) * 2010-12-22 2012-07-12 Fuji Heavy Ind Ltd Travel control device for vehicle
CN110857670A (en) * 2018-08-24 2020-03-03 广州汽车集团股份有限公司 Automobile driving force control method and electronic equipment

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2024198717A1 (en) * 2023-03-31 2024-10-03 重庆长安汽车股份有限公司 Driver demand torque parsing method and apparatus, vehicle, device and medium
CN118238817A (en) * 2024-03-29 2024-06-25 重庆赛力斯凤凰智创科技有限公司 Torque control method and device, whole vehicle controller and new energy automobile

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