CN115257919A - Pure electric four-wheel drive vehicle type steering optimization control method - Google Patents
Pure electric four-wheel drive vehicle type steering optimization control method Download PDFInfo
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- CN115257919A CN115257919A CN202110470907.4A CN202110470907A CN115257919A CN 115257919 A CN115257919 A CN 115257919A CN 202110470907 A CN202110470907 A CN 202110470907A CN 115257919 A CN115257919 A CN 115257919A
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- 230000003111 delayed effect Effects 0.000 claims description 4
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
Abstract
A pure electric four-wheel drive vehicle type steering optimization control method comprises the steps of controlling based on front and rear axle torque distribution, firstly judging whether current driving state parameters of a vehicle meet available conditions of a steering performance optimization control strategy or not, then judging whether the current driving state parameters of the vehicle meet activation conditions of the steering performance optimization control strategy or not, and controlling according to the required torque T of a current driverqAnd obtaining the current front and rear axle torque distribution coefficient by the current lateral acceleration a of the vehicle, and finally calculating the corresponding front and rear axle distribution torque according to the front and rear axle torque distribution coefficient to implement the steering performance optimization control. The pure electric four-wheel drive vehicle type steering optimization control method can carry out accurate front and rear axle torque distribution and adjust the front and rear axle torque distribution proportion in real time, thereby ensuring that the total driving torque is completely carried out following the driving in the adjusting processThe driver's demand torque avoids the problem of understeer or oversteer, and has the advantage of not influencing other torque distribution controls.
Description
Technical Field
The invention relates to the technical field of new energy, in particular to a pure electric four-wheel drive vehicle type steering optimization control method.
Background
The pure electric four-wheel drive vehicle adopts independent motors to respectively drive and control the front shaft and the rear shaft, when front and rear double-shaft driving torque distribution is carried out, the parameters mainly used for carrying out the front and rear double-shaft driving torque distribution are the external characteristics and the efficiency curve of the motors, and the main purpose of carrying out the front and rear shaft driving torque distribution is to improve the dynamic property and the economical efficiency of the vehicle or reduce the pitch angle of the whole vehicle and improve the comfort of the vehicle. Therefore, the torque distribution of the pure electric four-wheel drive vehicle adopting front and rear double-shaft driving is dynamic, the steering performance of the vehicle can be directly influenced when the vehicle turns over, insufficient steering or oversteering can be caused when the vehicle turns, the problems of poor controllability and poor steering directivity are caused, and the problems of tail flicking and instability can be caused when the oversteering is serious, so that the instability of the vehicle is caused. The common control method for distributing the front and rear double-shaft driving torque during turning generally has the following defects: only one of the understeer and oversteer is improved, but the other is not considered; only one of the front axle and the rear axle is improved, but the other one is not considered, so that the total driving torque of the whole vehicle is prone to unexpected change of a driver; the phenomenon of skidding of the rear wheel is caused by increasing the driving torque of the rear wheel, the instability risk exists, and the safety risk exists in engineering application.
Disclosure of Invention
In view of the above, the invention provides a pure electric four-wheel drive vehicle type steering optimization control method based on front and rear axle torque distribution, which comprises the following steps:
step S1: judging whether the current driving state parameters of the vehicle meet the available conditions of the optimal control strategy of the steering performance, and if the current driving state parameters of the vehicle all meet the available conditions of the optimal control strategy of the steering performance, entering the step S2;
step S2: judging whether the current driving state parameters of the vehicle meet the activation conditions of the steering performance optimization control strategy or not, and if the current driving state parameters of the vehicle all meet the activation conditions of the steering performance optimization control strategy, entering a step S3;
and step S3: according to the current driver's demand torque TqObtaining the current front and rear axle torque distribution coefficient by the lateral acceleration a of the current vehicle;
and step S4: and calculating corresponding front and rear axle distribution torques according to the front and rear axle torque distribution coefficients, and implementing steering performance optimization control.
Further, the step S1 of determining whether the current driving state parameter of the vehicle meets the available condition of the steering performance optimization control strategy includes:
judging a first available condition: judging whether the current vehicle speed V is greater than a vehicle speed threshold value V or not;
judging a second available condition: judging whether the vehicle speed signal is effective or not;
and judging a third available condition: judging whether the lateral acceleration signal is effective or not;
judging a fourth available condition: judging whether the steering wheel corner signal is effective or not;
if the current vehicle speed V is greater than the vehicle speed threshold V, the vehicle speed signal is valid, the lateral acceleration signal is valid, and the steering wheel angle signal is valid, that is, if the first available condition, the second available condition, the third available condition, and the fourth available condition are all satisfied, the current driving state parameter of the vehicle satisfies the available condition of the steering performance optimization control strategy.
Further, the vehicle speed threshold V has a hysteresis zone of 5km/h.
Further, the pure electric four-wheel drive vehicle type steering optimization control method further comprises the step of carrying out filtering processing on an original lateral acceleration signal acquired by the vehicle according to a filtering parameter t to obtain a lateral acceleration a.
Further, the step S2 of determining whether the current driving state parameter of the vehicle meets the activation condition of the steering performance optimization control strategy includes:
judging a first activation condition: judging whether the current steering wheel angle S is larger than a steering wheel angle threshold value S;
and judging a second activation condition: judging whether the current lateral acceleration a is larger than a lateral acceleration threshold A or not;
if the current steering wheel angle S is greater than the steering wheel angle threshold S and the lateral acceleration a is greater than the lateral acceleration threshold a, that is, if both the first activation condition and the second activation condition are satisfied, the current driving state parameter of the vehicle satisfies the activation condition of the steering performance optimization control strategy.
Further, the steering wheel angle threshold value S has a hysteresis section, and the hysteresis section of the steering wheel angle threshold value S is 5 °.
Further, the lateral acceleration threshold A has a hysteresis zone, and the hysteresis zone of the lateral acceleration threshold A is 0.3m/ss.
Further, the torque T required according to the current driver in the step S3qAnd the obtaining of the current front and rear axle torque distribution coefficient from the current lateral acceleration a of the vehicle comprises:
if the vehicle is in the acceleration over-bending working condition, the required torque TqThe lateral acceleration a is larger, and the torque distribution of the front shaft and the rear shaft deviates from the rear-driving distribution;
if the vehicle is in an extreme acceleration condition, the required torque TqIf the torque distribution coefficient is too large, the torque distribution of the front and rear shafts is equally divided, and the torque distribution coefficient of the front and rear shafts is 0.5;
if the vehicle is in the acceleration over-bending working condition, the torque T is requiredqWhen the lateral acceleration a is too large, the torque distribution of the front and rear shafts deviates from the front-driving distribution;
if the vehicle is in the deceleration over-bending working condition, the required torque TqIn order to recover the torque and the recovery torque is larger, the lateral acceleration a is large, and the recovery torque distribution of the front shaft and the rear shaft is deviated from the rear drive distribution;
if the vehicle is in an extreme deceleration working condition, the required torque TqIn order to recover the torque and the recovered torque is overlarge, the torque distribution of the front shaft and the rear shaft is equally divided, and the torque distribution coefficient of the front shaft and the rear shaft is 0.5;
if the vehicle is in the deceleration over-bending working condition, the required torque TqIn order to recover the torque and the recovered torque is too large, the lateral acceleration a is too large, and the torque distribution of the front and rear shafts deviates from the front drive distribution.
Further, the steering optimization control method for the pure electric four-wheel drive vehicle further comprises a time-delay exit control, which comprises the following steps:
monitoring the first activation condition and the second activation condition in real time while implementing steering performance optimization control;
and stopping the steering performance optimization control if any one of the first activation condition or the second activation condition is not satisfied at any time and continues to reach the first exit time.
Further, the first exit time is 0.5 seconds.
The pure electric four-wheel drive vehicle type steering optimization control method judges whether the steering optimization control method is available or not and activates the steering optimization control method according to the current vehicle speed, the vehicle speed signal, the lateral acceleration signal and the steering wheel corner signal, and the steering optimization control method is realized through the required torque TqAnd the turning working condition of the four-wheel drive vehicle is accurately identified by the lateral acceleration a of the current vehicle, the torque distribution proportion of the front axle and the rear axle is accurately distributed, and the torque distribution proportion of the front axle and the rear axle is adjusted in real time, so that the total driving torque is ensured to completely follow the required torque of a driver in the adjusting process, the problem of understeer or oversteer is avoided, and the method also has the advantage of not influencing other torque distribution control.
The foregoing description is only an overview of the technical solutions of the present invention, and in order to make the technical means of the present invention more clearly understood, the present invention may be implemented in accordance with the content of the description, and in order to make the above and other objects, features, and advantages of the present invention more clearly understood, the following preferred embodiments are described in detail with reference to the accompanying drawings.
Drawings
FIG. 1 is a schematic diagram of a pure electric four-wheel drive vehicle type steering optimization control method provided by the invention.
Detailed Description
To further explain the technical means and effects of the present invention adopted to achieve the predetermined objects, the present invention will be described in detail below with reference to the accompanying drawings and preferred embodiments.
Referring to fig. 1, the pure electric four-wheel drive vehicle steering optimization control method of the invention is controlled based on front and rear axle torque distribution, and includes the following steps:
step S1: judging whether the current driving state parameters of the vehicle meet the available conditions of the steering performance optimization control strategy or not, and if the current driving state parameters of the vehicle all meet the available conditions of the steering performance optimization control strategy, entering the step S2;
specifically, step S1 includes:
judging a first available condition: judging whether the current vehicle speed V is greater than a vehicle speed threshold value V or not;
judging a second available condition: judging whether the vehicle speed signal is effective or not;
judging a third available condition: judging whether the lateral acceleration signal is effective or not;
judging a fourth available condition: judging whether the steering wheel corner signal is effective or not;
if the current vehicle speed V is greater than the vehicle speed threshold V, the vehicle speed signal is valid, the lateral acceleration signal is valid, and the steering wheel angle signal is valid, that is, if the first available condition, the second available condition, the third available condition, and the fourth available condition are all satisfied, the current driving state parameter of the vehicle satisfies the available condition of the steering performance optimization control strategy.
The vehicle controller receives a vehicle running speed signal, a running speed validity signal, a steering wheel corner validity signal, a lateral acceleration signal and a lateral acceleration validity signal which are sent by a vehicle body electronic stabilization system through a CAN bus signal. In addition, in order to avoid the problem that the optimal control strategy is activated by mistake due to the fluctuation of the lateral acceleration during straight line running, the invention also carries out filtering processing on an original lateral acceleration signal acquired by the vehicle by using a filtering parameter t to obtain the lateral acceleration a. In the embodiment, the vehicle speed threshold V is a calibrated value and has a hysteresis zone, the hysteresis zone is set to avoid the state of the functional logic involved in the vehicle speed threshold V from having an activation-quit jump due to signal fluctuation, a specific range of the hysteresis zone is calibrated according to actual items and actual vehicles, and the hysteresis zone of the vehicle speed threshold V in the embodiment is 5km/h.
Step S2: judging whether the current driving state parameters of the vehicle meet the activation conditions of the steering performance optimization control strategy or not, and if the current driving state parameters of the vehicle all meet the activation conditions of the steering performance optimization control strategy, entering a step S3;
specifically, step S2 includes:
judging a first activation condition: judging whether the current steering wheel angle S is larger than a steering wheel angle threshold value S;
and judging a second activation condition: judging whether the current lateral acceleration a is larger than a lateral acceleration threshold A or not;
if the current steering wheel angle S is greater than the steering wheel angle threshold S and the lateral acceleration a is greater than the lateral acceleration threshold a, that is, if both the first activation condition and the second activation condition are satisfied, the current driving state parameter of the vehicle satisfies the activation condition of the steering performance optimization control strategy.
In the present embodiment, the steering wheel angle threshold S is a calibrated value having a hysteresis zone, and the hysteresis zone of the steering wheel angle threshold S is 5 °; the lateral acceleration threshold a is also a calibrated value having a hysteresis interval of 0.3m/ss.
And step S3: according to the current driver's demand torque TqObtaining the current front and rear axle torque distribution coefficient by the lateral acceleration a of the current vehicle;
specifically, step S3 includes depending on the required torque TqAnd the lateral acceleration a obtains the front and rear axle torque distribution coefficient:
if the vehicle is in the acceleration over-bending working condition, the required torque TqThe lateral acceleration a is large, so that the torque distribution of the front and rear shafts deviates from the rear driving distribution in order to avoid the situation of insufficient steering;
if the vehicle isUnder the extreme acceleration condition, the required torque TqIf the torque distribution coefficient is too large, the torque distribution of the front and rear shafts is uniformly distributed to ensure dynamic safety, and the torque distribution coefficient of the front and rear shafts is 0.5;
if the vehicle is in the acceleration over-bending working condition, the required torque TqThe lateral acceleration a is too large, and in order to ensure higher steering traction and avoid over-steering drift, the torque distribution of the front axle and the rear axle deviates from the distribution of the front axle and the rear axle;
if the vehicle is in the deceleration over-bending working condition, the required torque TqIn order to recover the torque and the recovery torque is large, the lateral acceleration a is large, and in order to avoid the situation of insufficient steering, the recovery torque distribution of the front and rear shafts is deviated from rear driving distribution;
if the vehicle is in an extreme deceleration working condition, the required torque TqIn order to recover the torque and ensure dynamic safety, the torque distribution of the front and rear shafts is equally divided, and the torque distribution coefficient of the front and rear shafts is 0.5;
if the vehicle is in the working condition of decelerating and bending over, the torque T is requiredqIn order to recover the torque and the recovered torque is overlarge, the lateral acceleration a is overlarge, and in order to ensure higher steering traction force and avoid the over-steering and the tail-flicking, the torque distribution of the front axle and the rear axle is deviated from the front-drive distribution.
In this embodiment, the front-rear axle torque distribution coefficient is specifically a ratio of torque distributed to the rear axle, and the larger the value of the ratio is, the larger the torque distributed to the rear axle is compared with the torque distributed to the front axle, that is, if the front-rear axle torque distribution is equally divided, the front-rear axle torque distribution coefficient is 0.5, at this time, 50% of the total torque is distributed to the rear axle, and the remaining 50% is distributed to the front axle; if the front and rear axle torque distribution is deviated from the rear-drive distribution, the front and rear axle torque distribution coefficient is 0.6, and then the total torque is distributed to the rear axle by 60 percent, and the rest 40 percent is distributed to the front axle.
And step S4: and calculating corresponding front and rear axle distribution torques according to the front and rear axle torque distribution coefficients, and implementing steering performance optimization control.
Specifically, the pure electric four-wheel drive vehicle type steering optimization control method further comprises delayed exit control, and the delayed exit control comprises the following steps:
monitoring a first activation condition and a second activation condition in real time when steering performance optimization control is implemented;
and stopping the steering performance optimization control if any one of the first activation condition or the second activation condition is not satisfied at any time and continues to reach the first exit time.
In this embodiment, the steering performance optimization control is implemented only after the first activation state condition and the second activation condition are both satisfied, but when either or both of the first activation state condition and the second activation condition are not satisfied, the optimization control strategy is not immediately removed, but the steering performance optimization control is continuously implemented after a certain time delay, so as to ensure that the optimization control strategy acts in the whole turning condition as much as possible, and the first exit time in this embodiment is set to 0.5 second.
In conclusion, the pure electric four-wheel drive vehicle type steering optimization control method judges whether the vehicle type steering optimization control method is available or not and activates the vehicle type steering optimization control method according to the current vehicle speed, the vehicle speed signal, the lateral acceleration signal and the steering wheel corner signal, and the torque T is required through the required torqueqIn addition, the control method carries out filtering processing on a necessary lateral acceleration signal, and avoids the problem of false activation of the optimization control strategy due to the fluctuation of the lateral acceleration during straight line running.
Although the present invention has been described with reference to the preferred embodiments, it should be understood that various changes, substitutions and alterations can be made herein without departing from the spirit and scope of the invention as defined by the appended claims.
Claims (10)
1. A pure electric four-wheel drive vehicle type steering optimization control method is characterized by comprising the following steps: the pure electric four-wheel drive vehicle type steering optimization control method is controlled based on front and rear axle torque distribution and comprises the following steps:
step S1: judging whether the current driving state parameters of the vehicle meet the available conditions of the steering performance optimization control strategy or not, and if the current driving state parameters of the vehicle all meet the available conditions of the steering performance optimization control strategy, entering the step S2;
step S2: judging whether the current driving state parameters of the vehicle meet the activation conditions of the optimal control strategy of the steering performance, and if the current driving state parameters of the vehicle all meet the activation conditions of the optimal control strategy of the steering performance, entering the step S3;
and step S3: according to the current driver's demand torque TqObtaining the current front and rear axle torque distribution coefficient by the lateral acceleration a of the current vehicle;
and step S4: and calculating corresponding front and rear axle distribution torques according to the front and rear axle torque distribution coefficients, and implementing steering performance optimization control.
2. The pure electric four-wheel drive vehicle type steering optimization control method according to claim 1, characterized by comprising the following steps: the available conditions for judging whether the current driving state parameters of the vehicle meet the steering performance optimization control strategy in the step S1 comprise:
judging a first available condition: judging whether the current vehicle speed V is greater than a vehicle speed threshold value V or not;
and judging a second available condition: judging whether the vehicle speed signal is effective or not;
judging a third available condition: judging whether the lateral acceleration signal is effective or not;
judging a fourth available condition: judging whether the steering wheel corner signal is effective or not;
if the current vehicle speed V is greater than the vehicle speed threshold V, the vehicle speed signal is valid, the lateral acceleration signal is valid, and the steering wheel angle signal is valid, that is, if the first available condition, the second available condition, the third available condition, and the fourth available condition are all satisfied, the current driving state parameter of the vehicle satisfies the available condition of the steering performance optimization control strategy.
3. The pure electric four-wheel drive vehicle type steering optimization control method according to claim 2, characterized in that: the vehicle speed threshold value V has a hysteresis zone, and the hysteresis zone of the vehicle speed threshold value V is 5km/h.
4. The pure electric four-wheel drive vehicle type steering optimization control method according to claim 1, characterized by comprising the following steps: the pure electric four-wheel drive vehicle type steering optimization control method further comprises the step of carrying out filtering processing on an original lateral acceleration signal acquired by the vehicle according to a filtering parameter t to obtain a lateral acceleration a.
5. The pure electric four-wheel drive vehicle type steering optimization control method according to claim 1, characterized by comprising the following steps: the step S2 of determining whether the current driving state parameter of the vehicle satisfies an activation condition of the steering performance optimization control strategy includes:
judging a first activation condition: judging whether the current steering wheel angle S is larger than a steering wheel angle threshold value S;
and judging a second activation condition: judging whether the current lateral acceleration a is larger than a lateral acceleration threshold A or not;
if the current steering wheel angle S is greater than the steering wheel angle threshold S and the lateral acceleration a is greater than the lateral acceleration threshold a, that is, if both the first activation condition and the second activation condition are satisfied, the current driving state parameter of the vehicle satisfies the activation condition of the steering performance optimization control strategy.
6. The pure electric four-wheel drive vehicle type steering optimization control method according to claim 5, characterized in that: the steering wheel angle threshold value S has a hysteresis range of 5 °.
7. The pure electric four-wheel drive vehicle type steering optimization control method according to claim 5, characterized in that: the lateral acceleration threshold A has a hysteresis interval, and the hysteresis interval of the lateral acceleration threshold A is 0.3m/ss.
8. The pure electric four-wheel drive vehicle type steering optimization control method according to claim 1, characterized by comprising the following steps: the torque T required according to the current driver in the step S3qAnd the obtaining of the current front and rear axle torque distribution coefficient from the current lateral acceleration a of the vehicle comprises:
if the vehicle is in the acceleration over-bending working condition, the required torque TqThe lateral acceleration a is larger, and the torque distribution of the front shaft and the rear shaft deviates from the rear-driving distribution;
if the vehicle is in an extreme acceleration condition, the required torque TqIf the torque distribution coefficient is too large, the torque distribution of the front and rear shafts is equally divided, and the torque distribution coefficient of the front and rear shafts is 0.5;
if the vehicle is in the acceleration over-bending working condition, the required torque TqWhen the lateral acceleration a is too large, the torque distribution of the front and rear shafts deviates from the front driving distribution;
if the vehicle is in the deceleration over-bending working condition, the required torque TqIn order to recover the torque and the recovery torque is larger, the lateral acceleration a is large, and the recovery torque distribution of the front shaft and the rear shaft is deviated from the rear drive distribution;
if the vehicle is in an extreme deceleration working condition, the required torque TqIn order to recover the torque and the recovered torque is overlarge, the torque distribution of the front shaft and the rear shaft is equally divided, and the torque distribution coefficient of the front shaft and the rear shaft is 0.5;
if the vehicle is in the working condition of decelerating and bending over, the torque T is requiredqIn order to recover the torque and the recovered torque is too large, the lateral acceleration a is too large, and the torque distribution of the front and rear shafts deviates from the front drive distribution.
9. The pure electric four-wheel drive vehicle type steering optimization control method according to claim 1, characterized by comprising the following steps: the pure electric four-wheel drive vehicle type steering optimization control method further comprises delayed exit control, and the delayed exit control comprises the following steps:
monitoring the first activation condition and the second activation condition in real time while implementing steering performance optimization control;
and stopping the steering performance optimization control if any one of the first activation condition or the second activation condition is not satisfied at any time and continues to reach the first exit time.
10. The pure electric four-wheel drive vehicle type steering optimization control method according to claim 9, characterized in that: the first exit time is 0.5 seconds.
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