CN115107732A - 用于在速度控制期间检测意外加速的车辆监测策略 - Google Patents

用于在速度控制期间检测意外加速的车辆监测策略 Download PDF

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Publication number
CN115107732A
CN115107732A CN202111532605.1A CN202111532605A CN115107732A CN 115107732 A CN115107732 A CN 115107732A CN 202111532605 A CN202111532605 A CN 202111532605A CN 115107732 A CN115107732 A CN 115107732A
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China
Prior art keywords
acceleration
motor vehicle
speed
controller
speed control
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CN202111532605.1A
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Inventor
J·M·克纽文
J·C·乔斯马
P·G·奥塔内斯
A·W·小唐斯
J·D·希勒加斯
A·T·迪亚洛
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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Publication of CN115107732A publication Critical patent/CN115107732A/zh
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    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
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    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
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    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W40/13—Load or weight
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • G—PHYSICS
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    • G—PHYSICS
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Abstract

用于在速度控制期间检测意外加速的车辆监测策略。本发明涉及一种方法，其通过以下方式在闭环速度控制模式检测机动车辆的意外加速：经由控制器确定车辆上的外力，且然后使用测量的车辆速度和这些外力来计算期望加速度。该方法包括确定车辆的实际加速度，包括将速度信号滤波为第一实际加速度值和/或使用惯性测量单元（IMU）来测量第二实际加速度值。在速度控制模式期间，该方法包括：根据期望加速度和实际加速度之间的差异计算加速度变化值，且然后使用该加速度变化值以在速度控制模式期间检测意外加速。一种用于机动车辆（例如，电动车辆）的动力总成系统包括控制器以及联接到车辆的行走轮的一个或多个扭矩产生装置。

Description

用于在速度控制期间检测意外加速的车辆监测策略
背景技术
车辆动力总成包括内燃发动机和/或一个或多个旋转电机。电池电动车辆和混合动力电动车辆特别地包括一个或多个高压电动推进马达，其各自的输出轴例如经由对应的驱动桥（drive axle）联接到一个或多个行走轮（road wheel）。当通过多单元电池组、燃料电池组或其他电压源对推进马达通电时，输出扭矩被递送到行走轮。在再生制动事件期间，电动推进马达以其作为发电机的能力进行的操作产生了电，电然后被用于给电池组的组成单元再充电和/或为车载电功能件供电。
某些机动车辆的动力总成系统利用闭环速度控制功能来保持驾驶员请求的车辆速度。混合动力电动车辆和电池电动车辆可能够执行低速驾驶模式（常常称为“单踏板驾驶”（one-pedal driving）或OPD），该低速驾驶模式允许机动车辆的操作员使用一个或多个驾驶员输入装置来保持速度或完全停止机动车辆。在速度控制期间，对加速踏板或制动器的释放或者对按需再生（Regen-on-Demand）拨片（paddle）的激活导致由联接到行走轮的（多个）推进马达施加校准量的再生阻力。这进而具有减慢机动车辆而同时产生电能的效果。OPD和其他闭环速度控制模式有助于简化驾驶任务，特别是在走走停停的交通中。然而，当在这种速度控制模式期间使用时，用于检测和响应于超出预期规范的阈值加速事件的类型的现有加速危险监测解决方案在效率和假故障模式方面可能不太为最佳的。
发明内容
本文中公开了用于改进机动车辆上传统的基于加速度的危险监测的方法和伴随的系统，目的是减少由于错误地检测到的意外加速事件所致的假故障情况。尽管负加速在本领域中常常被称为减速，但是为了术语的简单起见，如本文中所使用的术语“加速”和“加速事件”广泛地涵盖机动车辆的基于速度的正加速和负加速两者。虽然当以某些更高速度的开环扭矩控制模式使用时可能是有益的，但本教导可在闭环速度控制模式期间执行时特别有益，而不管车辆速度如何。这种速度控制模式在本文中进行举例说明，但不限于前述的单踏板驾驶操控（OPD）。
下文参考各种附图描述的基于加速度的控制解决方案在确定期望加速度时具体地考虑了作用在机动车辆上的外力。作为图示而非限制，在本公开的范围内考虑的相关外力可包括测量的和/或计算的道路载荷、坡度载荷（grade load）、车辆质量或其他相关的外部载荷。对于给定的目标速度或扭矩，这种外力需要从一个或多个车载原动机或扭矩产生装置施加附加的驱动扭矩。没有本教导的话，当车辆本来应该这样做时，车辆性能可能无法传递车载的基于加速度的危险指标，其中可避免的假-故障结果可能地导致“固定踏板（dead pedal）”状况和/或需要启动新的关键循环（key cycle）。
如由本领域技术人员将了解的，配备有OPD能力或其他闭环速度控制模式的机动车辆往往依赖于推进控制器来确定命令性（commanded）加速度。命令性加速度通常通过将由推进控制器确定的命令性输出扭矩除以静态车辆质量值来导出。可使用具有相同标称质量值的校准踏板图来计算期望加速度。当检测到加速危险时，控制器然后将命令性加速度值与期望加速度进行比较。本方法旨在：使用实际加速度值代替上述命令性加速度，以及还通过在确定如上所述的期望加速度时考虑作用在机动车辆上的外力，来改进这种方法。
在特定实施例中，一种用于在闭环速度控制模式（诸如，OPD）期间检测机动车辆的意外加速的方法包括：经由控制器使用机动车辆的速度曲线来计算期望加速度。该方法还包括确定实际加速度。这可能需要测量车辆速度，从测量的速度导出速度曲线，并且求速度曲线的微分以确定期望加速度。在闭环速度控制模式期间，控制器根据期望加速度和实际加速度之间的差异实时地计算加速度变化（delta）值。然后，控制器在速度控制模式期间使用加速度变化值来检测意外加速。
确定机动车辆的实际加速度可包括以下各者中的一者或两者：根据测量的车辆速度和导出的速度曲线对机动车辆的测量的速度信号进行滤波以产生第一速度信号，接着是求第一速度信号的微分以产生第一实际加速度值，和/或使用惯性测量单元（IMU）或其他合适的（多个）传感器来测量第二实际加速度值。对速度信号进行滤波可包括使用卡尔曼滤波器或替代地低通滤波器或不同实施方式中的另一种适合应用的滤波器来对来自速度传感器的输出信号进行滤波。求所得速度信号的微分产生了第一实际加速度值。
在本公开的范围内计算期望加速度可包括确定机动车辆上的外力，包括在可能的实施例中测量和/或计算道路载荷、坡度载荷、质量载荷和/或制动载荷。
该方法可包括暂时减小动力总成系统的输出扭矩和/或输出速度，直至或未达到可能禁用动力总成系统。当加速度变化值超过指示意外加速或OPD能力的校准阈值时，可能出现这种补救动作。
机动车辆包括电动推进马达和一个或多个驾驶员输入装置，通常是加速踏板、制动踏板和可能地按需再生拨片。（多个）驾驶员输入装置响应于操作员请求。在可能的使用场景中，速度控制模式是上述的OPD模式，其中在这种情况下，仅响应于经由（多个）驾驶员输入装置提供的操作员请求来将电动牵引马达的转速控制在阈值角速度以下。
本文中还公开了一种用于机动车辆的动力总成系统。动力总成系统的实施例包括至少一个扭矩产生装置（例如，内燃发动机和/或旋转电机）和控制器。每个扭矩产生装置操作性地联接到机动车辆的一组行走轮。控制器被构造成用于在闭环速度控制模式期间检测机动车辆的意外加速（方向上的正或负）。控制器对指令的执行引起控制器执行上述方法。
附加地，本公开的方面包括一种电动车辆，其具有上述控制器、（多个）驾驶员输入装置、行走轮、以及联接到行走轮中的一个或多个的扭矩产生装置。控制器被构造成执行本方法。
本发明还提供了以下技术方案。
1. 一种用于在闭环速度控制模式期间检测机动车辆的意外加速的方法，所述机动车辆具有动力总成系统，所述动力总成系统带有至少一个扭矩产生装置，所述方法包括：
经由控制器确定所述机动车辆的测量的速度和共同地作用在所述机动车辆上的外力；
经由所述控制器使用所述测量的速度和所述外力来计算期望加速度；
确定所述机动车辆的实际加速度，包括将速度信号滤波为第一实际加速度值和/或使用所述机动车辆的惯性测量单元（IMU）来测量第二实际加速度值；
在所述闭环速度控制模式期间，根据所述期望加速度和所述实际加速度之间的差异计算加速度变化值；以及
在所述速度控制模式期间，经由所述控制器使用所述加速度变化值来检测所述意外加速。
2. 根据技术方案1所述的方法，其中，确定共同地作用在所述机动车辆上的所述外力包括测量和/或计算所述机动车辆的坡度载荷和/或道路载荷。
3. 根据技术方案2所述的方法，其中，确定共同地作用在所述机动车辆上的所述外力包括测量和/或计算所述机动车辆的质量载荷和/或制动载荷。
4. 根据技术方案1所述的方法，其中，确定所述机动车辆的所述实际加速度包括：对所述测量的速度进行滤波以作为第一速度信号、求所述第一速度信号的微分以产生所述第一实际加速度值、使用所述IMU来测量所述第二实际加速度值、以及将所述实际加速度计算作为所述第一实际加速度值和所述第二实际加速度值的加权函数。
5. 根据技术方案4所述的方法，其中，对所述测量的速度信号进行滤波包括通过卡尔曼滤波器对所述速度信号进行滤波。
6. 根据技术方案1所述的方法，其进一步包括：
当所述加速度变化值超过指示所述意外加速的校准阈值时，经由所述控制器暂时减小所述动力总成系统的输出扭矩和/或输出速度。
7. 根据技术方案1所述的方法，所述方法进一步包括：
使用所述机动车辆的旋转编码器和/或轮速传感器来测量所述机动车辆的所述速度。
8. 根据技术方案1所述的方法，其中，所述机动车辆包括至少一个驾驶员输入装置，并且其中，所述速度控制模式是单踏板驾驶模式，其中仅响应于所述至少一个驾驶员输入装置的状态来控制所述机动车辆的速度。
9. 一种用于机动车辆的动力总成系统，所述动力总成系统包括：
至少一个扭矩产生装置，其联接到所述机动车辆的一组行走轮；以及
控制器，其被构造成在闭环速度控制模式期间经由指令的执行来检测所述机动车辆的意外加速，其中，所述指令的执行引起所述控制器：
确定共同地作用在所述机动车辆上的外力；
使用所述外力和所述机动车辆的测量的速度来计算所述机动车辆的期望加速度；
确定所述机动车辆的实际加速度，包括将速度信号滤波为第一实际加速度值和/或使用所述机动车辆的惯性测量单元（IMU）来测量第二实际加速度值；
在所述速度控制模式期间，根据所述期望加速度和所述实际加速度之间的差异计算加速度变化值；
在所述速度控制模式期间，使用所述加速度变化值来检测所述意外加速；以及
响应于所述意外加速来控制所述机动车辆的动态状态。
10. 根据技术方案9所述的动力总成系统，其中，所述指令的所述执行引起所述控制器通过使用对应的传感器测量和/或计算所述机动车辆的坡度载荷和/或道路载荷来确定共同地作用在所述机动车辆上的所述外力。
11. 根据技术方案9所述的动力总成系统，其中，所述指令的所述执行引起所述控制器通过确定所述机动车辆的质量载荷和/或制动载荷来确定共同地作用在所述机动车辆上的所述外力。
12. 根据技术方案9所述的动力总成系统，其中，所述机动车辆包括所述IMU，并且其中，所述指令的所述执行引起所述控制器通过以下方式来确定所述机动车辆的所述实际加速度：对所述速度信号进行滤波以作为第一速度信号、求所述第一速度信号的微分以作为所述第一实际加速度值、使用所述IMU来测量所述第二实际加速度值、以及将所述实际加速度计算作为所述第一实际加速度值和所述第二实际加速度值的加权函数。
13. 根据技术方案12所述的动力总成系统，其中，所述指令的所述执行引起所述控制器通过卡尔曼滤波器对所述机动车辆的所述速度信号进行滤波以确定所述第一实际加速度值。
14. 根据技术方案9所述的动力总成系统，其中，所述控制器被构造成：当所述加速度变化值超过指示所述意外加速的校准阈值时，暂时减小所述动力总成系统的输出扭矩和/或输出速度。
15. 根据技术方案9所述的动力总成系统，其进一步包括：
变速器，其具有输出构件；
一组行走轮；
旋转编码器，其定位在所述变速器的输入构件上或接近其；以及
轮速传感器，其联接到所述行走轮中的至少一个，其中，所述测量的速度是以下各者中的一者或两者：所述输出构件的转速，如由所述旋转编码器测量的；以及所述行走轮中的所述至少一个的转速，如由所述轮速传感器测量的。
16. 根据技术方案9所述的动力总成系统，其中，所述速度控制模式是单踏板驾驶模式，其中所述控制器被构造成仅响应于驾驶员输入装置的致动来控制所述机动车辆的速度，并且其中，所述驾驶员输入装置是加速踏板、制动踏板和/或按需再生拨片。
17. 一种电动车辆，其包括：
控制器；
驾驶员输入装置，其包括加速踏板、制动踏板和按需再生拨片中的一个或多个；
行走轮；以及
电动推进马达，其联接到所述行走轮中的一个或多个；
其中，所述控制器被构造成用于在单踏板驾驶（OPD）模式期间检测所述电动车辆的意外加速，所述OPD模式是闭环速度控制模式，在此期间，所述控制器仅响应于所述驾驶员输入装置的致动来将所述电动推进马达的转速调节为阈值速度以下，并且所述控制器被构造成：
确定共同地作用在所述电动车辆上的外力；
使用所述外力和所述电动车辆的测量的速度来计算所述电动车辆的期望加速度；
确定所述机动车辆的实际加速度，包括：对速度信号进行滤波以作为第一速度信号并且求所述第一速度信号的微分以产生第一实际加速度值、以及使用所述电动车辆的惯性测量单元（IMU）来测量第二实际加速度值；
在所述速度控制模式期间，根据所述期望加速度和所述实际加速度之间的差异计算加速度变化值；
在所述闭环速度控制模式期间，使用所述加速度变化值来检测所述意外加速；以及
响应于所述意外加速来对于所述电动推进马达执行控制动作，由此改变所述电动车辆的动态状态。
18. 根据技术方案17所述的电动车辆，其中，所述控制动作包括暂时减小所述电动推进马达的输出扭矩和/或输出速度作为所述动态状态。
19. 根据技术方案17所述的电动车辆，其中，所述控制器被构造成：
通过卡尔曼滤波器对所述测量的速度信号进行滤波，来确定所述机动车辆的所述实际加速度。
20. 根据技术方案17所述的电动车辆，其中，所述控制器被构造成确定作为所述外力的以下各者中的每一者：所述电动车辆的坡度载荷、道路载荷、质量载荷和制动载荷。
以上概述并不表示本公开的每个实施例或每个方面。当结合附图和所附权利要求书时，从对用于实施本公开的实施例和最佳模式的以下详细描述中，本公开的上述特征和优点以及其他可能的特征和优点将容易显而易见。此外，本公开明确包括上文和下文所呈现的元件和特征的组合和子组合。
附图说明
图1是具有包括控制器在内的动力总成系统的示例性机动车辆的示意性图示，其中控制器被构造成使用本文中阐述的方法在闭环速度控制模式期间检测机动车辆的意外正加速或负加速。
图2是描述本方法的示例性实施例的流程图。
图3是图示本控制策略的实施例的示意性逻辑流程图。
具体实施方式
本公开容许许多不同形式的实施例。本公开的代表性示例在附图中示出并且在本文中被详细描述为所公开的原理的非限制性示例。为了那个目的，在摘要、引言、发明内容和具体实施方式部分中描述但权利要求书中并未明确阐述的元件和限制不应单独地或共同地通过隐含、推断或以其他方式并入到权利要求书中。
出于本描述的目的，除非明确放弃保护，否则单数的使用包括复数，且反之亦然，术语“和”和“或”两者都应是连接和分离的，“任何”和“所有”两者都应意指“任何和所有”，并且词语“包括”、“包含”、“包括”、“具有”等应意指“包括但不限于”。此外，粗略估计的词语（诸如，“约”、“几乎”、“基本上”、“总体上”、“大约”等）在本文中可在“为、接近或几乎为……”、或“在……的0-5%以内”或“在可接受的制造公差内”或其逻辑组合的意义上使用。
参考附图，其中，相似的附图标记指代相似的部件，图1示意性地描绘了机动车辆10，其具有联接到一组行走轮14的动力总成系统11。机动车辆10能够以闭环速度控制模式操作，例如单踏板驾驶（OPD）模式或另一种通常但不一定在临界低车辆速度以下执行的闭环速度控制模式。作为本公开的一部分，控制器（C）35被构造成在速度控制模式期间针对意外正加速或负加速（正或负，如上所述）来监测机动车辆10及其常驻动力总成系统11的持续的基于加速度的危险表现，其中本教导的可能扩展到在较高车辆速度下发生的开环扭矩控制模式。
根据本公开进行的基于加速度的危险监测是使用方法100实时发生的，下文参考图2来描述该方法的代表性实施例。控制器35可响应于监测结果来执行关于动力总成系统11的适当的动态和/或逻辑状态改变控制动作，监测结果诸如为当方法100揭示已超过加速度阈值（诸如，在400-600 ms内为0.2-0.4g，或另一个适合应用的阈值）时。适合于实施方法100的相关联的控制逻辑50L在控制器35的存储器（M）中被编程并且以下文阐述的方式使用一个或多个处理器（P）来执行。
作为其编程功能的一部分，图1中所示的控制器35可从一个或多个驾驶员输入装置13接收输入信号（箭头CCI），其中这些输入信号（箭头CCI）指示输出速度请求和/或扭矩请求。例如，加速踏板24A的传感器124A和制动踏板24B的传感器124B相应地可分别产生对应的加速请求信号（箭头AX）和制动请求信号（箭头BX）。替代地，按需再生拨片24P可产生OTP请求信号（箭头PX）。特别是在OPD操控期间，例如，当旋转电机（ME）12、内燃发动机17和/或另一个扭矩产生装置23用作动力总成系统11的一部分时，操作员可排他地使用驾驶员输入装置13来控制机动车辆10的速度。例如，在临界低车速以下释放加速踏板24A可能具有减慢并最终停止机动车辆10的效果。
在本公开的范围内至控制器35的附加输入信号（箭头CCI）可包括来自惯性测量单元（IMU）324的测量的加速度值（箭头A2），IMU例如为一个或多个加速度计，其被构造成测量纵向加速度、以及可能地横向加速度、俯仰、偏航和滚转（根据需要）。外部载荷传感器（224）共同地测量并报告指示机动车辆10上的外力（FEXT）的值，以达到如本文中阐述的确定期望加速度的目的。机动车辆10上的示例性测量的和/或计算的力可包括机动车辆的道路载荷、坡度载荷、质量载荷和/或制动载荷，其中后者可能地由制动请求信号通知（箭头BX）。
控制器35还可包括滤波器（F），该滤波器被构造成例如从一个或多个速度传感器21S（例如，分解器或旋转编码器、轮速传感器等）接收指示机动车辆10的地面速度的测量的速度信号（箭头N10）。如下文参考图2和图3详细解释的，滤波器F输出第一实际加速度值（A1），而IMU 324输出第二实际加速度值作为上述加速度值A2，其中在执行本方法100时，控制器35以所公开的方式使用这些加速度值A1和/或A2。
在图1的所图示的示例性构型中（其中机动车辆10体现为混合动力电动车辆），发动机17具有多个发动机缸17C。虽然出于图示简单性在图1中描绘了单个旋转电机12，但本领域技术人员将了解，在本公开的范围内可容易地设想动力总成系统11的其他电池电动或混合动力电动构型，例如使用多于一个旋转电机12、多于两个动力行走轮14，之前使用发动机17，等等。
在机动车辆10的非限制性混合动力电动实施例中，来自电机12的输出轴19的马达输出扭矩（箭头TM）和/或来自发动机17的发动机扭矩（箭头TE）可经由变速器输入构件21引导到变速器（T）20以作为输入扭矩（箭头TI）。然后，来自变速器20的输出扭矩（箭头TO）经由输出构件121传达到一个或多个驱动桥22，并从那里传达到行走轮14中的一个或多个。发动机17可经由输入离合器CI（例如，摩擦离合器或液力扭矩转换器组件）选择性地连接到输入构件21和从输入构件21断开。
在代表性多相/交流（AC）实施例中，旋转电机12包括以典型的径向通量构型与转子12R同轴布置的定子12S，其中本教导也可扩展到轴向通量构型。当电机12被构造为如图所示的AC机器时，动力总成系统11可包括车载电源，该车载电源被描绘为高压牵引电池组（BHV）15，例如多单元可再充电锂离子电池组。在其他实施例中，可使用燃料电池系统或另一个合适的电源。虽然术语“高压”是相对于典型的12-15 V辅助电压水平而言的，且因此可能需要任何地方的电压水平均超过此，但本文中预期的类型的示例性电池电动化推进应用可能需要电池组15具有300-500 V或更高的电压能力。
用于实施方法100的指令被记录在存储器（M）中，并且由处理器（P）中的一个或多个响应于输入信号（箭头CCI）来实时地执行这些指令。在执行指令时，控制器35经由输出信号（箭头CCO）来实现特定控制结果，其中控制器35可能地执行抢占式或响应式控制动作，诸如在不同实施例中关闭动力总成系统11、记录诊断代码、产生文本消息、照亮机动车辆10内的指示灯、或执行各种其他可能的控制动作。尽管出于简单性被省略，但控制器35可包括一个或多个电子控制模块、单元、处理器及其相关联的硬件部件，并且将根据需要配备有足够的有形和无形变体的存储器（M）、专用集成电路（ASIC）、片上系统（SoC）、输入/输出电路、高速时钟或振荡器、以及其他硬件和软件，以提供期望的功能。
仍参考图1，电池组15可经由高压直流电压总线（VDC）电连接到功率逆变器模块（PIM）16，其中PIM 16进而经由高压AC电压总线（VAC）电连接到定子12S。尽管出于图示简单性被省略，但PIM 16被内部构造并且经由对半导体开关的多个管芯的通/断（ON/OFF）状态控制进行外部控制，其中这种开关通常体现为IGBT或MOSFET。因此，通过PIM 16的高速脉冲宽度调制或其他合适的开关操作，到PIM 16的DC输入电压被反相和控制，以最终递送AC输出电压和对应的相电流（Ia、Ib、Ic）。在诸如制动之类的再生事件中，PIM 16可以以相反的方式操作，即，通过将AC输入电压转换成适合于对电池组15的组成电池单元再充电的DC输出电压。
其他部件可如图1中所示而连接，诸如但不限于所图示的DC-DC转换器/辅助电源模块（APM）25、以及在较低辅助电压（VAUX）下操作的铅酸或其他类型的辅助电池（BAUX）26。如上所述，辅助电压水平通常为12-15 V，且因此如本领域中所熟知的，APM 25可通过内部开关操作和信号滤波进行操作，以从DC电压总线（VDC）接收相对高的DC电压并将辅助电压（VAUX）输出到辅助电池26。因此，电机12仅是在机动车辆10的持续推进操作期间需要从电池组15可靠且持续地提供电能的多个装置中的一个。
现在参考图2，方法100被构造成在闭环速度控制模式期间检测机动车辆10的意外加速（正或负）。上述单踏板驾驶（OPD）操控代表这种速度控制模式。方法100可在具有动力总成系统11的机动车辆10的实施例中使用，即具有至少一个扭矩产生装置13（在这种情况下为旋转电机12和发动机17）的机动车辆，或者机动车辆10可单独使用（多个）电机12或发动机17。方法100可在控制逻辑50L的帮助下执行，控制逻辑的代表性实施例在图3中示出并在下文进行描述。
从逻辑块B102开始，方法100包括：经由图1的控制器35使用机动车辆10的导出的速度曲线来计算期望加速度（“CALC ADES”）。该速度曲线可在驾驶循环期间使用测量的速度信号（箭头N10）产生，诸如通过根据校准的采样间隔将测量的速度记录为随时间的速度轨迹。
作为方法100的一部分，逻辑块B102还需要测量或以其他方式确定作用在机动车辆10上的外力（图1的FEXT），所述外力可能地包括机动车辆10的道路载荷、坡度载荷、质量载荷、和/或制动载荷。可在机动车辆10的操作期间实时收集指示这种力的测量和/或计算，并使用控制器局域网或其他合适的有线或无线传输导体将这些测量和/或计算传达到控制器35。然后，控制器35以考虑外力（FEXT）的方式计算期望加速度。一旦已确定期望加速度，方法100就进行到逻辑块B104。
逻辑块B104（“DET A1、A2”）包括：通过滤波器F根据逻辑块B102的上述速度曲线对机动车辆10的测量的速度信号（N10）进行滤波以产生第一速度值，且然后求该第一速度值的微分以产生第一实际加速度值（A1）。在另一个实施例中，对机动车辆10的速度信号（箭头N10）进行滤波可使用卡尔曼滤波器或另一个合适的滤波器来完成，诸如但不限于低通滤波器。逻辑块B104还可包括：使用图1中所示的IMU 324或另一个适合应用的传感器来测量第二实际加速度值（A2）。虽然在一些实施例中可单独使用滤波器（F）或IMU 324，但是将两者一起使用可提供保真度优势，例如通过使用这些值的加权平均值。然后，方法100进行到逻辑块B106。
图2的逻辑块B106（“CALC ΔA”）包括：在闭环速度控制模式期间，使用控制器35来计算加速度变化值。如本文中所使用的，加速度变化值是在逻辑块B102处所确定的期望加速度和第一实际加速度值（A1）和/或第二实际加速度值（A2）之间的差异。当机动车辆10包括加速踏板24A时，例如，闭环速度控制模式可以是前述的OPD模式，其中仅响应于对加速踏板24A或图1的所描述的驾驶员输入装置13中的另一个的致动来密切控制（多个）扭矩产生装置13的转速。一旦已导出加速度变化值，方法100就进行到逻辑块B108。
在逻辑块B108处，图1的控制器35接下来在速度控制模式期间使用来自逻辑块B106的加速度变化值来检测意外加速事件。在可能的实施方式中，控制器35可将加速度变化值与校准的加速度阈值进行比较（“
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”）。超过这种阈值将指示机动车辆10的意外加速，从而可能地触发如下文所描述的控制动作。当检测到意外加速事件时，方法100进行到逻辑块B110，并且在替代方案中，如果未检测到意外加速，则重复逻辑块B102。
图2的逻辑块B110包括：经由图1的控制器35响应于检测到的意外加速事件来执行控制动作（“EXEC CA”）。这种控制动作可包括：改变机动车辆10的动态状态，同时准许动力总成系统11的有限功能，包括可能地减小动力总成系统11的输出扭矩（图1的箭头TO）和/或机动车辆10的动作输出速度，后者实际上是测量的车辆速度（箭头N10）。在更积极的动态状态改变控制动作中，控制器35可包括：当逻辑块B106的加速度变化值超过指示意外加速的校准阈值（例如，在大约300-600 ms以内为0.1-0.3 g、在500 ms内为大约0.2 g等）时，暂时完全禁用动力总成系统11。然而，在未达到完全禁用动力总成系统11的情况下（诸如，当密切接近但未超过加速危险极限时），作为适合应用的补救动作的是，控制器35可简单地记录指示接近基于加速度的危险极限的诊断代码，或者控制器35可将文本消息传输到操作员和/或远程服务器，照亮机动车辆10内的指示灯（未示出）等。
现在参考图3，在可能的实施例中示出了用于实施方法100的控制逻辑50L。虽然被示意性地描绘为附加逻辑块B52-B74，但本领域技术人员将了解，每个组成逻辑块均可实施为一组计算机可读指令或代码、相关联的输入/输出硬件、信号处理装置、以及图1的上述存储器（M）和处理器（P）。
图3的逻辑块B52（“DET FEXT”）用于测量、计算或以其他方式检测作用在图1的机动车辆10上的外力，如上所述，其中这种力可能地包括机动车辆10的道路载荷、坡度载荷、质量载荷和/或制动载荷。如图1中所描绘的，可使用各种外力传感器224来测量这些值中的一些值（例如，路面或机动车辆10相对于其的倾斜角以用于计算坡度载荷），而其他值（诸如，质量载荷和道路载荷）可被校准、计算和/或报告给控制器35。如本领域中所了解的，制动力同样可从制动请求信号（箭头BX）导出。一旦以这种方式被测量或以其他方式确定，外力（箭头FEXT）就被馈送到逻辑块B54中。
逻辑块B53用于产生作为期望扭矩（TDES）的扭矩目标。如由本领域技术人员将了解的，通常经由给定机动车辆的推进控制单元来执行扭矩目标的确定，且因此本文中所描述的控制器35可确定该值以作为其普通操作功能的一部分。用于确定期望扭矩（TDES）的输入包括加速请求信号和制动请求信号（图1的箭头AX和BX）、测量的车辆速度（N10）、机动车辆10的质量等。期望扭矩（TDES）被馈送到逻辑块B54中。
控制器35使用逻辑块B54来产生呈期望速度（NDES）形式的速度目标。至逻辑块B54的输入包括：（a）来自上文所描述的逻辑块B53的期望扭矩（TDES），和（b）来自逻辑块B52的外力（FEXT）。在示例性实施例中，可使用使用期望扭矩（TDES）和外力（FEXT）的查找表或计算来导出期望速度（NDES）。然后，这些期望速度（NDES）被馈送到逻辑块B56和B60中，如下文所描述的。
逻辑块B56从逻辑块B54接收作为输入的期望速度（NDES），且此后产生基于速度的期望加速度（ADES-NB）。如本领域中所了解的，当前测量的车辆速度（N10）和期望速度（NDES）的知识使得控制器35能够确定需要多少加速度，再次地，“加速度”具有正方向或负方向。然后，该值被馈送到逻辑块B59中。
在逻辑块B57处，控制器35从逻辑块B53接收期望扭矩（TDES）并产生基于扭矩的期望加速度（ADES-TB）。该基于速度的期望加速度（ADES-NB）值被馈送到逻辑块B59中。
逻辑块B58用于确定车辆控制类型，即闭环速度控制或开环扭矩控制。关于使用哪种控制类型的决定可被编码为简单的基于速度的决定，例如当在阈值速度（诸如，10 KPH）以下或以较高速度操作时，自动地抑或响应于操作员请求而进入闭环速度控制模式。然后，控制器35输出控制信号，诸如对应于扭矩控制（T）的位标记1或对应于速度控制（N）的位标记0，或反之亦然，其中这种值传达到逻辑块B59、B60、B70和B72。
在逻辑块B59处，控制器35接下来在来自逻辑块B57的基于扭矩的值（ADES-TB）和来自逻辑块B56的基于加速度的值（ADES-NB）之间对期望加速度进行仲裁。该决定是响应于来自逻辑块B58的输出而执行的，即开环扭矩控制（类型T）对应于使用基于扭矩的值（ADES-TB），且闭环速度控制（类型N）对应于使用基于速度的值（ADES-NB）。因此，逻辑块B59将期望加速度（ADES）作为两个可能地单独计算值中的一个输出到逻辑块B72。
仍参考图3，在该实施例中，逻辑块B60接收三个输入：来自逻辑块B54的期望速度（NDES）、来自逻辑块B53的期望扭矩（TDES）、以及逻辑块B58的指示特定车辆控制类型（即，闭环速度控制（N型）或开环扭矩控制（T型））的输出。使用逻辑块B60，控制器35基于闭环速度目标抑或开环扭矩目标来产生命令性扭矩（TCC），其中该命令性扭矩（TCC）作为输入被提供给逻辑块B70。在机动车辆10的电池电动车辆实施例中，例如，命令性扭矩（TCC）可以是图1中的电机12的命令性输出扭矩，或者命令性扭矩（TCC）可包括至多个不同扭矩致动器的多个控制信号，如由本领域技术人员将了解的。
逻辑块B62需要使用图1的滤波器（F）来产生车辆加速度值。在特定实施例中，滤波器（F）是或包括卡尔曼滤波器。在其他实施例中，在逻辑块B62处使用的滤波器可包括低通滤波器或者能够从指示测量的车辆速度（N10）的车辆速度信号中滤除噪声的另一个适合应用的滤波器。因此，逻辑块B62需要对机动车辆10的速度信号进行滤波和求微分（例如，根据从如由图1中所示的速度传感器21S测量的车辆速度（N10）确定的速度曲线），以确定第一实际加速度值（A1）。第一实际加速度值（A1）作为输入被馈送到逻辑块B70中。
逻辑块B64需要产生基于加速度计的车辆加速度。出于这个目的，逻辑块B64可利用图1中所示的IMU 324，即，其中它的对应的横向和纵向加速度测量结果以及可能地俯仰、滚转和偏航值进一步细化了计算。因此，逻辑块B64可能需要使用IMU 324来测量第二实际加速度值（A2），且此后将测量结果传达到控制器35。
在逻辑块B70处，控制器35接下来在扭矩和速度之间对命令性加速度（ACC）进行仲裁。即，取决于在逻辑块B58处所确定的车辆控制类型（T或N），来自逻辑锁B60的命令性扭矩（TCC）是两个不同值中的一个。当以闭环速度控制模式（例如，单踏板驾驶）操作时，逻辑块B70将基于在逻辑块B60处所施加的闭环速度目标将命令性加速度（ACC）输出到逻辑块B72。
来自逻辑块B70的命令性加速度（ACC）是使用来自逻辑块B60的命令性扭矩（TCC）和实际加速度值（A1、A2）来确定的。值A1抑或A2可单独使用，或者两个值A1和A2可一起使用，例如用相等的不同权重求平均值，以提供特定的置信水平。同样地，机动车辆10可能未配备有IMU 324，或者IMU 324有时不可用或处于故障模式，在这种情况下，本方法100可能地单独使用第二实际加速度值（A2）进行。
在逻辑块B72处，在确定来自逻辑块B59的期望加速度（ADES）和来自逻辑块B70的实际加速度（ACC）时，图1的控制器35对照校准的危险指标来分析车辆性能。作为逻辑块B72的一部分，控制器35可根据以下两者之间的差异计算加速度变化值（见图2的逻辑块B106）：期望加速度（ADES），其是基于扭矩的抑或基于加速度的，具体取决于逻辑块B59处的仲裁结果；和来自逻辑块B70的命令性加速度（ACC），其同样是基于来自逻辑块B58的取决于车辆控制类型（T或N）的扭矩目标或速度目标来确定的。
附加地，在逻辑块B72处，控制器35使用加速度变化值来检测意外加速。例如，在诸如单踏板驾驶之类的速度控制操控期间，控制器35可将加速度变化值与校准的加速度阈值进行比较，例如在300-600 ms以内为0.2g-0.4 g。尽管在低速下（其中机动车辆10的操作员和乘客可特别注意到阈值加速度）特别有用，但在较高速度下可有利地以开环扭矩控制模式使用本教导，如由本领域普通技术人员将了解的。响应于加速度变化值以这种方式超过阈值，控制器35可将故障信号（FLT）输出到逻辑块B74，其中该故障信号（FLT）指示意外加速。
在图3的逻辑块B74处，控制器35可响应于来自逻辑块B72的故障信号（FLT）来选择性地执行控制动作（CA）。这种控制动作可包括：如上所述，当加速度变化值超过指示意外加速的校准阈值时，经由控制器35减小图1中所示的机动车辆10的输出扭矩（箭头TO）或输出速度或者暂时禁用动力总成系统11，这将需要新的起动（key-on）循环。可构想未达到部分或完全禁用动力总成系统11的其他合适的补救控制动作，包括但不限于记录诊断代码、点亮指示灯等。这种动作同样可在密切接近但不超过阈值的情况下使用。
当加以编程和装备以执行如上文阐述的方法100时，图1的上述控制器35提供了一种用于计算机动车辆10的期望加速度和命令性加速度的控制策略。期望加速度是通过考虑机动车辆10上的外力来计算的，而典型的命令性加速度在本文中用实际加速度代替。实际加速度进而可从速度信号测量和/或滤波或者使用状态模型进行估计。使用以这种方式确定的期望加速度和实际加速度，控制器35能够对照校准的基于加速度的危险指标来监测持续的车辆性能，主要但不一定以闭环速度控制模式，诸如单踏板驾驶。
因此，使用方法100所实现的改进的危险检测准确度旨在减少如下的情况：其中在实际上不指示意外加速的加速条件下，控制器35关闭机动车辆10或以其他方式采取过于激进的抢占式动作。鉴于上述公开内容，本领域技术人员将容易了解这些和其他益处。
详细描述和附图或图支持并描述本教导，但是本教导的范围仅仅由权利要求限定。虽然已详细地描述了用于实施本教导的最佳模式和其他实施例中的一些，但是存在用于实践所附权利要求中限定的本教导的各种替代性设计和实施例。此外，本公开明确包括上文和下文所呈现的元件和特征的组合和子组合。

Claims (10)

1.一种用于在闭环速度控制模式期间检测机动车辆的意外加速的方法，所述机动车辆具有动力总成系统，所述动力总成系统带有至少一个扭矩产生装置，所述方法包括：
经由控制器确定所述机动车辆的测量的速度和共同地作用在所述机动车辆上的外力；
经由所述控制器使用所述测量的速度和所述外力来计算期望加速度；
确定所述机动车辆的实际加速度，包括将速度信号滤波为第一实际加速度值和/或使用所述机动车辆的惯性测量单元（IMU）来测量第二实际加速度值；
在所述闭环速度控制模式期间，根据所述期望加速度和所述实际加速度之间的差异计算加速度变化值；以及
在所述速度控制模式期间，经由所述控制器使用所述加速度变化值来检测所述意外加速。
2.根据权利要求1所述的方法，其中，确定共同地作用在所述机动车辆上的所述外力包括测量和/或计算所述机动车辆的坡度载荷和/或道路载荷。
3.根据权利要求2所述的方法，其中，确定共同地作用在所述机动车辆上的所述外力包括测量和/或计算所述机动车辆的质量载荷和/或制动载荷。
4.根据权利要求1所述的方法，其中，确定所述机动车辆的所述实际加速度包括：对所述测量的速度进行滤波以作为第一速度信号、求所述第一速度信号的微分以产生所述第一实际加速度值、使用所述IMU来测量所述第二实际加速度值、以及将所述实际加速度计算作为所述第一实际加速度值和所述第二实际加速度值的加权函数。
5.根据权利要求4所述的方法，其中，对所述测量的速度信号进行滤波包括通过卡尔曼滤波器对所述速度信号进行滤波。
6.根据权利要求1所述的方法，其进一步包括：
当所述加速度变化值超过指示所述意外加速的校准阈值时，经由所述控制器暂时减小所述动力总成系统的输出扭矩和/或输出速度。
7.根据权利要求1所述的方法，所述方法进一步包括：
使用所述机动车辆的旋转编码器和/或轮速传感器来测量所述机动车辆的所述速度。
8.根据权利要求1所述的方法，其中，所述机动车辆包括至少一个驾驶员输入装置，并且其中，所述速度控制模式是单踏板驾驶模式，其中仅响应于所述至少一个驾驶员输入装置的状态来控制所述机动车辆的速度。
9.一种用于机动车辆的动力总成系统，所述动力总成系统包括：
至少一个扭矩产生装置，其联接到所述机动车辆的一组行走轮；以及
控制器，其被构造成在闭环速度控制模式期间经由指令的执行来检测所述机动车辆的意外加速，其中，所述指令的执行引起所述控制器：
确定共同地作用在所述机动车辆上的外力；
使用所述外力和所述机动车辆的测量的速度来计算所述机动车辆的期望加速度；
确定所述机动车辆的实际加速度，包括将速度信号滤波为第一实际加速度值和/或使用所述机动车辆的惯性测量单元（IMU）来测量第二实际加速度值；
在所述速度控制模式期间，根据所述期望加速度和所述实际加速度之间的差异计算加速度变化值；
在所述速度控制模式期间，使用所述加速度变化值来检测所述意外加速；以及
响应于所述意外加速来控制所述机动车辆的动态状态。
10.根据权利要求9所述的动力总成系统，其中，所述指令的所述执行引起所述控制器通过使用对应的传感器测量和/或计算所述机动车辆的坡度载荷和/或道路载荷来确定共同地作用在所述机动车辆上的所述外力。
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