CN117734451A - Self-adaptive ramp auxiliary control method and system - Google Patents
Self-adaptive ramp auxiliary control method and system Download PDFInfo
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- CN117734451A CN117734451A CN202311682955.5A CN202311682955A CN117734451A CN 117734451 A CN117734451 A CN 117734451A CN 202311682955 A CN202311682955 A CN 202311682955A CN 117734451 A CN117734451 A CN 117734451A
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- 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
Abstract
The invention relates to a self-adaptive ramp auxiliary control method and a self-adaptive ramp auxiliary control system, and belongs to the technical field of safety control of new energy vehicles; when the vehicle realizes the slope assistance through motor control, judging the vehicle state, and exiting the slope assistance according to the vehicle state by adopting one or more of the following modes: if the vehicle state is that no action exists in the set time, slowly exiting the slope assistance; if the vehicle state is the response control command and the corresponding obtained new driving torque is larger than the actual torque output by the current hill auxiliary driving motor, directly exiting hill auxiliary; and if the vehicle state is a return neutral gear and/or a handle brake, quickly exiting the hill assist. According to the invention, the corresponding exit mode is selected to exit the slope assistance according to the vehicle state, so that the vehicle state under different conditions is pertinently adapted, the connection between the slope assistance exit and the vehicle state under different conditions is timely and reliable, the possibility of backward running of the vehicle is effectively avoided, and the anti-slip performance of the slope assistance is improved.
Description
Technical Field
The invention relates to a self-adaptive ramp auxiliary control method and a self-adaptive ramp auxiliary control system, and belongs to the technical field of safety control of new energy vehicles.
Background
At present, new energy vehicles are continuously developed, and the share of pure electric vehicles and range-extending hybrid electric vehicles in the automobile market is continuously expanded.
If the vehicle does not have the anti-slip locking mechanism, when the vehicle is in the ascending forward gear climbing starting mode or the descending reverse gear climbing starting mode, a certain time is needed from the release of the brake pedal to the stepping of the accelerator, if the driver is unskilled, the operation time is too long, and the vehicle is in danger of slipping downwards; when the vehicle is parked on a slope, the operation requirement on a driver is high, the vehicle is easy to slide, and the safety is poor. Due to the high cost of installing the gradient sensor, it is difficult to quickly and stably control the motor torque to achieve the purpose of stopping the vehicle on a slope without knowing the gradient.
The existing vehicle self-adaptive ramp auxiliary control function (ramp auxiliary or vehicle ramp auxiliary) only provides the exit time, and does not take the vehicle states under different conditions into consideration, so that the ramp auxiliary exit is in poor connection with the vehicle states under different conditions, the possibility of backward running of the vehicle still exists, and the anti-slip performance is poor.
Based on the above situation, a self-adaptive ramp auxiliary control method and a self-adaptive ramp auxiliary control system are provided.
Disclosure of Invention
The invention aims to provide a self-adaptive ramp auxiliary control method and a self-adaptive ramp auxiliary control system, which are used for solving the problem of poor connection between the existing ramp auxiliary exit and the vehicle state under different conditions.
In order to achieve the above object, the present invention provides a method comprising:
according to the self-adaptive ramp auxiliary control method, when a vehicle realizes ramp assistance through motor control, the state of the vehicle is judged, and the ramp assistance is exited according to the state of the vehicle in one or more of the following modes: if the vehicle state is that no action exists in the set time, slowly exiting the slope assistance; if the vehicle state is the response control command and the corresponding obtained new driving torque is larger than the actual torque output by the current hill auxiliary driving motor, directly exiting hill auxiliary; if the vehicle state is a return neutral gear and/or a handle brake, quickly exiting the hill way assistance; the slow exit ramp assists in: recording the actual torque output by the motor before the hill-exit assistance, and reducing the actual torque output by the motor at a rate smaller than the set rate to finally exit the hill-exit assistance; the direct exit ramp assists in: the motor directly outputs new driving torque; the quick exit ramp assists in: the actual torque output by the motor before exiting the hill assist is recorded, and the actual torque output by the motor is reduced at a rate greater than the set rate to finally exit the hill assist.
Further, the control instructions include one or more of the following: the method comprises the steps of stepping on the accelerator, creeping and service braking, wherein driving torque output by stepping on the accelerator is used as new driving torque corresponding to stepping on the accelerator, creeping torque output by creeping is used as new driving torque corresponding to creeping, and braking torque output by service braking is used as new driving torque corresponding to service braking.
Further, when the ramp is activated in an auxiliary mode, the whole vehicle controller obtains a feedforward torque for preventing the vehicle from sliding and transmits the feedforward torque to the motor controller, and the motor controller combines the feedforward torque and adopts a closed-loop zero-rotation speed control method to realize the anti-sliding control of the vehicle.
Further, when the ramp assist is activated because the post-roll speed during the ramp assist exit is less than the set threshold, the ramp assist feed forward torque is output in a fixed step per cycle.
Further, the feedforward torque is obtained according to a backward sliding speed table during the auxiliary activation of the ramp.
The invention discloses a self-adaptive ramp auxiliary control system, which comprises a processor, wherein the processor is used for executing instructions to judge the state of a vehicle when the vehicle realizes ramp assistance through motor control, and the ramp assistance is exited according to the state of the vehicle in one or more of the following modes: if the vehicle state is that no action exists in the set time, slowly exiting the slope assistance; if the vehicle state is the response control command and the corresponding obtained new driving torque is larger than the actual torque output by the current hill auxiliary driving motor, directly exiting hill auxiliary; if the vehicle state is a return neutral gear and/or a handle brake, quickly exiting the hill way assistance; the slow exit ramp assists in: recording the actual torque output by the motor before the hill-exit assistance, and reducing the actual torque output by the motor at a rate smaller than the set rate to finally exit the hill-exit assistance; the direct exit ramp assists in: the motor directly outputs new driving torque; the quick exit ramp assists in: the actual torque output by the motor before exiting the hill assist is recorded, and the actual torque output by the motor is reduced at a rate greater than the set rate to finally exit the hill assist.
Further, the control instructions include one or more of the following: the method comprises the steps of stepping on the accelerator, creeping and service braking, wherein driving torque output by stepping on the accelerator is used as new driving torque corresponding to stepping on the accelerator, creeping torque output by creeping is used as new driving torque corresponding to creeping, and braking torque output by service braking is used as new driving torque corresponding to service braking.
Further, when the ramp is activated in an auxiliary mode, the whole vehicle controller obtains a feedforward torque for preventing the vehicle from sliding and transmits the feedforward torque to the motor controller, and the motor controller combines the feedforward torque and adopts a closed-loop zero-rotation speed control method to realize the anti-sliding control of the vehicle.
Further, when the ramp assist is activated because the post-roll speed during the ramp assist exit is less than the set threshold, the ramp assist feed forward torque is output in a fixed step per cycle.
Further, the feedforward torque is obtained according to a backward sliding speed table during the auxiliary activation of the ramp.
The invention has the beneficial effects that:
according to the invention, the corresponding exit mode is selected to exit the slope assistance according to the vehicle state, so that the vehicle state under different conditions is pertinently adapted, the connection between the slope assistance exit and the vehicle state under different conditions is timely and reliable, the possibility of backward running of the vehicle is effectively avoided, and the anti-slip performance of the slope assistance is improved.
Drawings
FIG. 1 is a block flow diagram of an adaptive hill assist control method for a vehicle of the present invention.
Detailed Description
The present invention will be further described in detail with reference to the drawings and examples, in order to make the objects, technical solutions and advantages of the present invention more apparent.
An embodiment of an adaptive ramp assist control method:
when the vehicle realizes the slope assistance through motor control, the vehicle state is judged, and the slope assistance is exited according to the vehicle state by adopting one or more of the following modes: (1) if the vehicle state is that no action exists in the set time, slowly exiting the slope assistance; the slow exit ramp assists in: the actual torque output by the motor before exiting the hill assist is recorded, and the actual torque output by the motor is reduced at a rate less than the set rate to finally exit the hill assist.
(2) If the vehicle state is the response control command and the corresponding obtained new driving torque is larger than the actual torque output by the current hill auxiliary control (driving) motor, directly exiting hill auxiliary; the direct exit ramp assists in: the motor directly outputs the new driving torque.
(3) If the vehicle state is a return neutral gear and/or a handle brake, quickly exiting the hill way assistance; the quick exit ramp assists in: the actual torque output by the motor before the hill-drop assistance is recorded, the torque output by the driving motor is reduced at a rate greater than the set rate, and finally the hill-drop assistance is performed.
Namely, the exit of the vehicle adaptive hill assist control function is classified into three types: (1) direct exit, (2) fast exit, and (3) slow exit.
Wherein, directly exit: the whole vehicle controller directly takes over other torque such as braking torque or driving torque or creeping torque without considering actual torque when the motor controller exits from the zero rotation speed control mode.
Specifically, if the vehicle state is in response to the control command and the corresponding obtained new driving torque is greater than the actual torque output by the current hill auxiliary driving motor, the hill auxiliary is directly exited.
Wherein the control instruction of the vehicle response comprises: the driver steps on the accelerator, namely, the new driving torque obtained by the motor is larger than the actual torque of the motor (the actual torque of the current hill-assist driving motor) when stepping on the accelerator, so that the phenomenon that the vehicle slips backwards caused by the direct withdrawal of the accelerator-stepping hill-assist is avoided, namely, the vehicle slips backwards still when the vehicle is started on a hill due to insufficient driving force (driving torque) output by stepping on the accelerator to support the vehicle to normally run after parking on the hill is avoided, and the driving comfort and safety are reduced; wherein, the driving torque output by stepping on the accelerator is taken as the new driving torque.
The control instructions for the vehicle response further include: the new driving torque obtained by the motor during creeping is larger than the actual torque of the motor, so that backward running of the vehicle caused by the direct exit of the auxiliary creeping ramp is avoided, namely, the backward running still occurs when the vehicle creep up the slope due to insufficient creeping torque output by creeping to support the vehicle to reside on the slope, and the driving comfort and safety are reduced; wherein, creep torque is used as new driving torque; because the vehicle is stabilized and parked for a certain time to adjust when the ramp auxiliary function is activated, a certain time is needed to delay, namely, after the vehicle is stabilized and parked for a certain time, whether the creep torque is larger than the actual output torque of the motor is judged.
The control instructions for the vehicle response further include: service braking, namely when the vehicle is parked by the hill-hold assist, the driver can park the vehicle due to the fact that the driver steps on the braking torque output by the brake (service braking) in time within the foot change time provided by the hill-hold assist, namely the braking torque is larger than the actual torque actually output by the hill-hold assist control motor, so that the situation that the driver steps on the braking torque output by the brake to support the vehicle to park the vehicle is avoided, the vehicle slides backwards, and driving comfort and safety are reduced; wherein the braking torque output by stepping on the brake is used as the new driving torque.
The control instruction of the vehicle response in this embodiment includes any one or any combination of the above.
Quick exit: the whole vehicle controller records the actual torque when the motor controller exits from the zero rotation speed control mode, exits at a larger speed, and is responded by the motor controller, so that the problems of untimely torque exiting, motor overtemperature and the like during gear shifting are avoided.
Specifically, if the vehicle condition is a reverse gear and/or a pull brake, the vehicle hill assist is quickly exited.
The vehicle state is a return gear, the vehicle is required to exit the vehicle ramp assistance as soon as possible, the problem that the torque is not connected after a driver immediately hangs gears in opposite directions is avoided, namely, the motor is still controlled to output driving torque by the ramp assistance, and cannot timely connect and timely output driving torque which is output by the gear control in opposite directions and is opposite to the driving torque output by the ramp assistance control.
The vehicle state is handle braking, and the motor is not required to output driving force to control the vehicle to stay on a slope when the vehicle handle braking is considered, so that the vehicle is still required to quickly exit the vehicle ramp for assistance, and the risk of overtemperature of the motor is reduced.
Slowly exit: the whole vehicle controller records the actual torque when the motor controller exits from the zero rotation speed control mode, exits from the zero rotation speed control mode at a small speed, and the motor controller responds to ensure the driving comfort of the vehicle.
Specifically, the driver does not have any action within a set time after the vehicle adaptive hill assist control function is activated, and the hill assist is automatically slowly exited. The adaptive hill-hold control function only provides a foot-changing time for a driver when the vehicle is started on a hill, and cannot stay on the hill for a long time, so that the set activation time (i.e., the set time) is relatively small.
When the adaptive ramp auxiliary control function is activated, the feedforward torque for preventing the vehicle from sliding is obtained and transmitted to the motor controller, and the motor controller combines the feedforward torque and adopts a closed-loop zero-rotation speed control method to realize the control of the vehicle from sliding. The invention interactively and cooperatively controls the vehicle to park by the motor controller and the whole vehicle controller, and can ensure the reliability of the activation time of the self-adaptive ramp auxiliary control function for vehicles which cannot accurately identify the gradient and are not provided with an ESP, effectively reduce the backward slip distance of the vehicle during hill start, improve the anti-slip performance and improve the safety and comfort of the starting operation of a driver.
When the back sliding speed is smaller than a set threshold value in the process of the hill auxiliary exit to activate the hill auxiliary, the feedforward torque of the hill auxiliary is output in a fixed step length every cycle.
And taking the set threshold value set for the backward vehicle sliding speed in the process of the hill-drop auxiliary exit as a determining factor for increasing the output of the fixed step length every cycle of the feedforward torque of the hill-drop auxiliary exit, namely increasing the output of the feedforward torque of the hill-drop auxiliary at the fixed step length every cycle when the backward vehicle sliding speed in the process of the hill-drop auxiliary exit is smaller than the set threshold value and the hill-drop auxiliary is activated. The setting of the set threshold value can be obtained according to off-line calibration.
More specifically, the backward traveling speed as a determination condition for activating the hill assist activates the hill assist within a certain range, such as the backward traveling speed exceeding a smaller value and not exceeding a larger value, and the set threshold value is set for the larger value (the highest value of the aforementioned backward traveling speed), that is, the set threshold value is smaller than the larger value. The set threshold value is set to be a value close to a larger value according to off-line calibration, and the ramp auxiliary feedforward torque is output in a fixed step length every cycle, so that the phenomenon that the vehicle is rushed forward due to direct output of the feedforward torque is avoided, and the safety of starting operation of a driver is effectively improved.
The feedforward torque is obtained according to a backward sliding speed table when the self-adaptive ramp auxiliary control function is activated.
The closed-loop zero rotation speed control method comprises a PI closed-loop zero rotation speed control method capable of effectively improving control efficiency, a PID closed-loop zero rotation speed control method capable of effectively improving system stability and accuracy, a fuzzy PI closed-loop zero rotation speed control method which is simple and convenient to apply and high in applicability, and a fuzzy PI closed-loop zero rotation speed control method capable of solving the limitation of traditional control in practical application.
Specifically, motor drive anti-slip control of the vehicle is realized by adopting a control method of interaction cooperation of a motor controller and a whole vehicle controller, the whole vehicle controller calculates feed-forward torque of the anti-slip by combining the working condition state of the vehicle and the backward sliding speed of the vehicle, the feed-forward torque is transmitted to the motor controller through a message, and the motor controller realizes the anti-slip control of the vehicle by combining the feed-forward torque transmitted by the whole vehicle controller and a PID closed loop zero rotation speed control method. By the technology, the backward sliding distance of the vehicle during hill start can be reduced, and convenience and safety of starting operation of a driver are improved. The method comprises the following specific steps:
step one: the vehicle controller judges whether the vehicle activates the self-adaptive ramp auxiliary control function according to the vehicle information;
step two: when the function is activated, the whole vehicle controller calculates the feedforward torque and transmits the feedforward torque to the motor controller, and the motor controller combines the feedforward torque sent by the whole vehicle controller to realize the anti-slip control of the vehicle through a PID closed-loop zero-rotation speed control method;
step three: the vehicle controller judges whether the vehicle exits the self-adaptive ramp auxiliary control function according to the vehicle information;
step four: and the function is withdrawn, the zero-rotation speed control mode of the motor controller is withdrawn, and the whole vehicle controller continues to control the vehicle to run through the torque control mode.
The self-adaptive ramp auxiliary control function has four states: not activated; activating; slowly exiting; and (5) quickly exiting. The specific implementation mode is as follows:
step one: the vehicle controller receives signals of a motor controller, a brake, an accelerator, a hand brake, a gear, a door and the like, and judges that (1) when the vehicle is in a backward sliding state, does not step on the accelerator, does not pull the brake and does not open the door, or (2) the vehicle steps on a slope to stop, the backward sliding speed is smaller than a set threshold (a third set threshold is a minimum value for determining whether the vehicle is completely stopped or not), and the self-adaptive ramp auxiliary control function is activated when the vehicle does not pull the brake, does not open the door and releases the brake. Wherein:
and (5) backward slip judgment: when the actual motor rotation direction of the vehicle is inconsistent with the actual motor rotation direction, and the vehicle speed exceeds a set threshold (a first set threshold is set with respect to the vehicle speed) and does not exceed a second set threshold (a second set threshold is set with respect to the vehicle speed, the first set threshold is smaller than the second set threshold), the vehicle is judged to be in a backward running state.
When the brake signal is effective all the time but the vehicle is backward running, the self-adaptive ramp auxiliary control function is activated, and the function is automatically exited after a set time. In this scenario, if the adaptive ramp auxiliary control function needs to be activated again, the vehicle needs to be completely stepped on and stopped.
When the vehicle equipped with the creep function goes up a slope, in order to avoid the vehicle switching back and forth between the creep and the adaptive ramp auxiliary control function (loose throttle in small slope, activate creep, vehicle up slope, when slope increases, creep torque is insufficient to drive the vehicle up slope, vehicle backward slip, activate the adaptive ramp auxiliary control function, if there is no action, automatically exit the adaptive ramp auxiliary control function after a set time, the vehicle continues to activate creep when sliding down slope to small slope, and so cycle repeatedly), when creep up slope backward slip activates the adaptive ramp auxiliary control function, the adaptive ramp auxiliary control function will not be activated again if there is no action after the function exits.
When the vehicle goes uphill and normally activates the self-adaptive ramp auxiliary control function, the vehicle exits after the set time, the vehicle slides backward, the accelerator is stepped on at the moment, and the backward sliding speed of the vehicle enters the set activation speed interval again from being greater than the first set threshold value, the self-adaptive ramp auxiliary control function is not activated.
When the self-adaptive ramp auxiliary control function is released from braking during the exiting process, namely, when the self-adaptive ramp auxiliary control function is not completely exited, and the rear sliding speed is smaller than a set value (a second set threshold value), the function is activated again.
Step two: the self-adaptive ramp auxiliary control function is activated, the whole vehicle controller obtains feedforward torque and transmits the feedforward torque to the motor controller, and the motor controller combines the feedforward torque to realize the anti-slip control of the vehicle through a PID closed-loop zero-rotation speed control method.
Wherein:
feedforward torque calculation mode: when the self-adaptive ramp auxiliary control function is activated, the feedforward torque is output according to a rear-sliding vehicle quick look-up table.
When the self-adaptive ramp auxiliary control function is not completely withdrawn, the self-adaptive ramp auxiliary control function is released, the rear sliding speed is smaller than a set value (a second set threshold value) and exceeds the set threshold value (a first set threshold value), the self-adaptive ramp auxiliary control function is activated again, and when the rear sliding speed is large, the look-up table can obtain large feedforward torque, and at the moment, in order to avoid the direct output of the excessive feedforward torque, the vehicle forward stroke is caused, and the ramp auxiliary feedforward torque is output in a fixed step length every cycle.
And the feedforward torque under other working conditions is directly output.
The feedforward torque output is cancelled when the adaptive hill assist control function exits.
When the self-adaptive ramp auxiliary control function is activated, the whole vehicle controller transmits feedforward torque, a required motor control mode, a required motor rotation direction, a required motor working mode and a motor target rotation speed 0 to the motor controller, and the motor controller combines the feedforward torque, realizes the anti-slip control of the vehicle through a PID closed loop zero rotation speed control method and feeds back the actual state of the motor to the whole vehicle controller.
Step three: after the self-adaptive ramp auxiliary control function is activated, the whole vehicle controller judges whether the exit condition is met according to the vehicle state in real time, if so, the motor controller exits from the zero rotation speed control mode, the whole vehicle controller combines the actual output torque of the motor at the moment, judges the exit mode according to the running working condition of the whole vehicle, outputs the torque change to the motor controller, and the motor controller controls the running of the vehicle by responding to the required torque transmitted by the whole vehicle controller.
Step four: after the self-adaptive ramp auxiliary control function is completely withdrawn, the motor controller withdraws from the zero-rotation speed control mode, and the motor controller controls the vehicle to run by responding to the required torque transmitted by the whole vehicle controller.
According to the invention, the motor controller and the whole vehicle controller are adopted to realize motor-driven anti-slip control of the vehicle, and the activation time and the withdrawal mode of the self-adaptive hill auxiliary control function are provided. The invention provides a self-adaptive ramp auxiliary control function comprising reverse gear and creeping, so as to improve the convenience and safety of reverse gear and uphill starting operation of a driver.
An embodiment of an adaptive ramp assist control system:
an adaptive ramp assist control system includes a processor for executing instructions to implement an adaptive ramp assist control method as described above. The adaptive ramp assist control method is described in detail in an embodiment of an adaptive ramp assist control method, which is not described herein.
Claims (10)
1. The self-adaptive ramp auxiliary control method is characterized in that when a vehicle realizes ramp auxiliary through motor control, the vehicle state is judged, and the ramp auxiliary is exited according to the vehicle state in one or more of the following modes: if the vehicle state is that no action exists in the set time, slowly exiting the slope assistance; if the vehicle state is the response control command and the corresponding obtained new driving torque is larger than the actual torque output by the current hill auxiliary driving motor, directly exiting hill auxiliary; if the vehicle state is a return neutral gear and/or a handle brake, quickly exiting the hill way assistance; the slow exit ramp assistance is: recording the actual torque output by the motor before the hill-exit assistance, and reducing the actual torque output by the motor at a rate smaller than the set rate to finally exit the hill-exit assistance; the direct exit ramp assist is: the motor directly outputs the new driving torque; the quick exit ramp assists in: the actual torque output by the motor before exiting the hill assist is recorded, and the actual torque output by the motor is reduced at a rate greater than the set rate to finally exit the hill assist.
2. An adaptive ramp-assist control method according to claim 1, wherein the control instructions include one or more of: the new driving torque is obtained by responding to accelerator stepping, the new driving torque is obtained by responding to creeping, and the new driving torque is obtained by responding to service braking.
3. An adaptive hill assist control method as defined in claim 1 wherein when said hill assist is activated, the overall vehicle controller obtains a feed-forward torque for anti-slip and transmits it to a motor controller, said motor controller employing a closed loop zero speed control method in combination with said feed-forward torque to effect anti-slip control of the vehicle.
4. A method of adaptive hill assist control according to claim 1 or 3 wherein the hill assist feedforward torque is output in fixed steps each cycle when the hill assist is activated because the post-roll speed during the hill assist exit is less than a set threshold.
5. An adaptive ramp assist control method according to claim 4 wherein the feed forward torque is derived from a look-up table of the rear rolling speed at the time of ramp assist activation.
6. The self-adaptive ramp auxiliary control system is characterized by comprising a processor, wherein the processor is used for executing instructions to judge the state of a vehicle when the vehicle realizes ramp assistance through motor control, and the vehicle exits from the ramp assistance according to the state of the vehicle in one or more of the following modes: if the vehicle state is that no action exists in the set time, slowly exiting the slope assistance; if the vehicle state is the response control command and the corresponding obtained new driving torque is larger than the actual torque output by the current hill auxiliary driving motor, directly exiting hill auxiliary; if the vehicle state is a return neutral gear and/or a handle brake, quickly exiting the hill way assistance; the slow exit ramp assistance is: recording the actual torque output by the motor before the hill-exit assistance, and reducing the actual torque output by the motor at a rate smaller than the set rate to finally exit the hill-exit assistance; the direct exit ramp assist is: the motor directly outputs the new driving torque; the quick exit ramp assists in: the actual torque output by the motor before exiting the hill assist is recorded, and the actual torque output by the motor is reduced at a rate greater than the set rate to finally exit the hill assist.
7. An adaptive ramp assist control system according to claim 6 wherein the control instructions include one or more of: the new driving torque is obtained by responding to accelerator stepping, the new driving torque is obtained by responding to creeping, and the new driving torque is obtained by responding to service braking.
8. An adaptive hill assist control system as defined in claim 6 wherein when said hill assist is activated, the overall vehicle controller obtains a feed forward torque for anti-slip and transmits it to a motor controller, said motor controller employing a closed loop zero speed control method in combination with said feed forward torque to effect anti-slip control of the vehicle.
9. An adaptive hill assist control system according to claim 6 or 8 wherein the hill assist feedforward torque is output in fixed steps each cycle when the hill assist is activated because the post-roll speed during the hill assist exit is less than a set threshold.
10. An adaptive hill assist control system according to claim 9 wherein the feed forward torque is derived from a look-up table of the rear roll at the time of hill assist activation.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202311682955.5A CN117734451A (en) | 2023-12-08 | 2023-12-08 | Self-adaptive ramp auxiliary control method and system |
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| CN202311682955.5A CN117734451A (en) | 2023-12-08 | 2023-12-08 | Self-adaptive ramp auxiliary control method and system |
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| CN117734451A true CN117734451A (en) | 2024-03-22 |
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| CN202311682955.5A Pending CN117734451A (en) | 2023-12-08 | 2023-12-08 | Self-adaptive ramp auxiliary control method and system |
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