CN118003908A - A method for calibrating torque demand of pure electric vehicles - Google Patents

A method for calibrating torque demand of pure electric vehicles Download PDF

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CN118003908A
CN118003908A CN202410153158.6A CN202410153158A CN118003908A CN 118003908 A CN118003908 A CN 118003908A CN 202410153158 A CN202410153158 A CN 202410153158A CN 118003908 A CN118003908 A CN 118003908A
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electric vehicle
pure electric
required torque
acceleration
driver
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来升
金号
赵成康
吴帅
刘松健
李轩
黄波
陈静
田茂盛
高新梅
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Sichuan University of Science and Engineering
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
    • G01L25/00—Testing or calibrating of apparatus for measuring force, torque, work, mechanical power, or mechanical efficiency
    • G01L25/003—Testing or calibrating of apparatus for measuring force, torque, work, mechanical power, or mechanical efficiency for measuring torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/46—Drive Train control parameters related to wheels
    • B60L2240/465—Slip
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/64—Road conditions
    • B60L2240/642—Slope of road
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • 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
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • 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)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

本发明公开了一种纯电动汽车需求扭矩标定方法。该方法包括以下步骤：根据纯电动汽车的加速踏板行程数据计算驾驶员的需求加速度；根据中驾驶员的需求加速度，计算纯电动汽车的需求扭矩；根据路面的坡度数据和纯电动汽车的需求扭矩，计算坡度补偿后纯电动汽车的需求扭矩；根据路面附着条件和坡度补偿后纯电动汽车的需求扭矩，标定纯电动汽车最终的需求扭矩。本发明考虑了速度易控制和加速过程驾驶心理预期的问题，并通过考虑坡度补偿实现了纯电动汽车在不同坡度路面具有一致的运动响应，通过路面限制防止了纯电动汽车的驱动打滑，并提高了行驶安全性。

The present invention discloses a method for calibrating the required torque of a pure electric vehicle. The method comprises the following steps: calculating the required acceleration of the driver according to the accelerator pedal stroke data of the pure electric vehicle; calculating the required torque of the pure electric vehicle according to the required acceleration of the driver; calculating the required torque of the pure electric vehicle after slope compensation according to the slope data of the road surface and the required torque of the pure electric vehicle; calibrating the final required torque of the pure electric vehicle according to the road adhesion condition and the required torque of the pure electric vehicle after slope compensation. The present invention takes into account the problems of easy speed control and psychological expectations of driving during the acceleration process, and realizes that the pure electric vehicle has a consistent motion response on roads with different slopes by considering slope compensation, prevents the driving slip of the pure electric vehicle through road surface restrictions, and improves driving safety.

Description

一种纯电动汽车需求扭矩标定方法A method for calibrating torque demand of pure electric vehicles

技术领域Technical Field

本发明涉及新能源汽车技术领域，具体涉及一种纯电动汽车需求扭矩标定方法。The present invention relates to the technical field of new energy vehicles, and in particular to a method for calibrating torque requirements of a pure electric vehicle.

背景技术Background technique

纯电动汽车因其零排放和低噪音等优势，已成为汽车工业发展的主流。与传统燃油车相比，由于驱动电机的响应速度较快，且低速情况下驱动电机具备大扭矩，若加速踏板与需求扭矩的配置关系不合理，会产生不良的驾驶体验，如轻微的踏板波动便会产生较大的车辆加速度变化，产生车辆难以“驾驶”，车载乘员晕车等负面现象。因此，研究纯电动汽车需求扭矩标定对改善纯电动汽车的驾驶体验和安全行车具有重要意义。Pure electric vehicles have become the mainstream of the automotive industry due to their advantages such as zero emissions and low noise. Compared with traditional fuel vehicles, the drive motor has a faster response speed and a large torque at low speeds. If the configuration relationship between the accelerator pedal and the required torque is unreasonable, it will produce a bad driving experience. For example, a slight pedal fluctuation will produce a large change in vehicle acceleration, making the vehicle difficult to "drive" and causing motion sickness for passengers. Therefore, studying the required torque calibration of pure electric vehicles is of great significance to improving the driving experience and safe driving of pure electric vehicles.

目前，现有方法对对汽车需求扭矩方法进行了相关研究。现有方法进行汽车需求扭矩标定时，大多分为正常模式、经济模式、动力模式进行分别标定，并在线识别驾驶意图进行不同风格的切换，均没有考虑速度易控制和加速过程是否符合驾驶心理预期的问题。At present, existing methods have conducted relevant research on the automobile demand torque method. When the existing methods calibrate the automobile demand torque, most of them are divided into normal mode, economic mode, and power mode for separate calibration, and online recognition of driving intentions for switching between different styles. None of them considers the issue of speed controllability and whether the acceleration process meets the driver's psychological expectations.

发明内容Summary of the invention

针对现有技术中的上述不足，本发明提供的一种纯电动汽车需求扭矩标定方法，考虑了速度易控制和加速过程驾驶心理预期的问题，并通过考虑坡度补偿实现了不同坡度路面具有一致的运动响应，通过路面限制防止了驱动打滑提高了行驶安全性。In view of the above-mentioned deficiencies in the prior art, the present invention provides a method for calibrating the required torque of a pure electric vehicle, which takes into account the problems of easy speed control and driving psychological expectations during the acceleration process, and realizes consistent motion response on roads with different slopes by considering slope compensation, and prevents drive slippage through road surface restrictions to improve driving safety.

为了达到上述发明目的，本发明采用的技术方案为：In order to achieve the above-mentioned object of the invention, the technical solution adopted by the present invention is:

一种纯电动汽车需求扭矩标定方法，包括以下步骤：A method for calibrating a torque requirement of a pure electric vehicle comprises the following steps:

S1、根据纯电动汽车的加速踏板行程数据计算驾驶员的需求加速度；S1. calculating the driver's required acceleration according to the accelerator pedal travel data of the pure electric vehicle;

S2、根据步骤S1中驾驶员的需求加速度，计算纯电动汽车的需求扭矩；S2, calculating the required torque of the pure electric vehicle according to the required acceleration of the driver in step S1;

S3、根据路面的坡度数据和步骤S2中纯电动汽车的需求扭矩，计算坡度补偿后纯电动汽车的需求扭矩；S3, calculating the required torque of the pure electric vehicle after slope compensation according to the slope data of the road surface and the required torque of the pure electric vehicle in step S2;

S4、根据路面附着条件和步骤S3中坡度补偿后纯电动汽车的需求扭矩，标定纯电动汽车最终的需求扭矩。S4. Calibrate the final required torque of the pure electric vehicle according to the road adhesion condition and the required torque of the pure electric vehicle after the slope compensation in step S3.

进一步地，步骤S1包括以下步骤：Furthermore, step S1 includes the following steps:

S11、根据纯电动汽车的加速踏板行程数据，构建驾驶员的速度需求表达式；S11. constructing a speed demand expression of the driver according to the accelerator pedal travel data of the pure electric vehicle;

S12、根据纯电动汽车的加速踏板行程数据和步骤S11中驾驶员的速度需求表达式，构建驾驶员的稳速需求表达式；S12, constructing a driver's steady speed requirement expression according to the accelerator pedal travel data of the pure electric vehicle and the driver's speed requirement expression in step S11;

S13、根据纯电动汽车的加速踏板行程数据和步骤S11中驾驶员的速度需求表达式，构建驾驶员的加速需求表达式；S13, constructing the driver's acceleration demand expression according to the accelerator pedal travel data of the pure electric vehicle and the driver's speed demand expression in step S11;

S14、根据纯电动汽车的加速踏板行程数据和步骤S11中驾驶员的速度需求表达式，构建驾驶员的减速需求表达式；S14, constructing a deceleration demand expression of the driver according to the accelerator pedal travel data of the pure electric vehicle and the speed demand expression of the driver in step S11;

S15、根据步骤S12中驾驶员的稳速需求表达式、步骤S13中驾驶员的加速需求表达式和步骤S14中驾驶员的减速需求表达式，构建驾驶员的运动需求模型；S15, constructing a motion demand model of the driver according to the driver's steady speed demand expression in step S12, the driver's acceleration demand expression in step S13, and the driver's deceleration demand expression in step S14;

S16、根据纯电动汽车的加速踏板行程数据和步骤S15中驾驶员的运动需求模型，计算驾驶员的需求加速度。S16. Calculate the driver's required acceleration according to the accelerator pedal travel data of the pure electric vehicle and the driver's motion demand model in step S15.

进一步地，在步骤S15中，构建驾驶员的运动需求模型，表示为：Furthermore, in step S15, a driver's motion demand model is constructed, which is expressed as:

其中：为驾驶员的需求加速度，K1为第一常数，ln为自然对数，Δα为纯电动汽车的加速踏板行程波动值，C1为第二常数，Δα-为纯电动汽车的加速踏板行程波动阈值下界，K2为第三常数，Δα+为纯电动汽车的加速踏板行程波动阈值上界，K3为第四常数，C3为第五常数。in: is the driver's required acceleration, K1 is the first constant, ln is the natural logarithm, Δα is the accelerator pedal travel fluctuation value of the pure electric vehicle, C1 is the second constant, Δα - is the lower limit of the accelerator pedal travel fluctuation threshold of the pure electric vehicle, K2 is the third constant, Δα + is the upper limit of the accelerator pedal travel fluctuation threshold of the pure electric vehicle, K3 is the fourth constant, and C3 is the fifth constant.

进一步地，步骤S2包括以下分步骤：Further, step S2 includes the following sub-steps:

S21、根据步骤S1中驾驶员的需求加速度，构建加速踏板设计模型；S21, constructing an accelerator pedal design model according to the driver's required acceleration in step S1;

S22、采用试验标定法确定纯电动汽车的驱动增益系数；S22, using a test calibration method to determine the driving gain coefficient of the pure electric vehicle;

S23、计算纯电动汽车的负载补偿加速度；S23, calculating the load compensation acceleration of the pure electric vehicle;

S24、根据步骤S21中的加速踏板设计模型、步骤S22中纯电动汽车的驱动增益系数和步骤S23中纯电动汽车的负载补偿加速度，并结合逆向求解法，计算纯电动汽车的需求扭矩。S24, calculating the required torque of the pure electric vehicle according to the accelerator pedal design model in step S21, the driving gain coefficient of the pure electric vehicle in step S22 and the load compensation acceleration of the pure electric vehicle in step S23, and in combination with the inverse solution method.

进一步地，步骤S23包括以下步骤：Further, step S23 includes the following steps:

S231、计算纯电动汽车补偿风阻产生的加速度，表示为：S231. Calculate the acceleration generated by the pure electric vehicle to compensate for wind resistance, expressed as:

其中：fw为纯电动汽车补偿风阻产生的加速度，CD为空气阻力系数，A为纯电动汽车的迎风面积，vx为纯电动汽车的速度，m为纯电动汽车的质量；Where: fw is the acceleration generated by the pure electric vehicle to compensate for wind resistance, CD is the air resistance coefficient, A is the windward area of the pure electric vehicle, vx is the speed of the pure electric vehicle, and m is the mass of the pure electric vehicle;

S232、计算纯电动汽车补偿滚阻产生的加速度，表示为：S232, calculating the acceleration generated by the pure electric vehicle to compensate for rolling resistance, expressed as:

其中：ff为纯电动汽车补偿滚阻产生的加速度，G为纯电动汽车的重力；Where: f f is the acceleration generated by the pure electric vehicle to compensate for rolling resistance, G is the gravity of the pure electric vehicle;

S233、计算纯电动汽车附件产生的加速度，表示为：S233. Calculate the acceleration generated by the accessories of the pure electric vehicle, expressed as:

其中：faccess_load为纯电动汽车附件产生的加速度，Faccess_load为纯电动汽车附件产生的阻力；Where: f access_load is the acceleration generated by the accessories of the pure electric vehicle, F access_load is the resistance generated by the accessories of the pure electric vehicle;

S234、对步骤S231中纯电动汽车补偿风阻产生的加速度、步骤S232中纯电动汽车补偿滚阻产生的加速度和步骤S233中纯电动汽车附件产生的加速度进行求和，以计算纯电动汽车的负载补偿加速度。S234, summing the acceleration generated by the pure electric vehicle to compensate for wind resistance in step S231, the acceleration generated by the pure electric vehicle to compensate for rolling resistance in step S232, and the acceleration generated by the accessories of the pure electric vehicle in step S233, to calculate the load compensation acceleration of the pure electric vehicle.

进一步地，在步骤S24中，计算纯电动汽车的需求扭矩，表示为：Furthermore, in step S24, the required torque of the pure electric vehicle is calculated, which is expressed as:

其中：为纯电动汽车的需求扭矩，/>为纯电动汽车的驱动增益系数，fpedalmap为纯电动汽车的加速踏板的需求加速度，vx为纯电动汽车的速度，αT为纯电动汽车的加速踏板行程百分比，fbc为纯电动汽车的负载补偿加速度。in: is the required torque of the pure electric vehicle, /> is the driving gain coefficient of the pure electric vehicle, f pedalmap is the required acceleration of the accelerator pedal of the pure electric vehicle, v x is the speed of the pure electric vehicle, α T is the accelerator pedal travel percentage of the pure electric vehicle, and f bc is the load compensation acceleration of the pure electric vehicle.

进一步地，步骤S3包括以下分步骤：Further, step S3 includes the following sub-steps:

S31、根据路面的坡度数据计算纯电动汽车的坡度补偿扭矩；S31, calculating the slope compensation torque of the pure electric vehicle according to the slope data of the road surface;

S32、对步骤S31中纯电动汽车的坡度补偿扭矩和步骤S2中纯电动汽车的需求扭矩进行求和，以计算坡度补偿后纯电动汽车的需求扭矩。S32, summing the slope compensation torque of the pure electric vehicle in step S31 and the required torque of the pure electric vehicle in step S2 to calculate the required torque of the pure electric vehicle after slope compensation.

进一步地，在步骤S31中，根据路面的坡度数据计算纯电动汽车的坡度补偿扭矩，表示为：Furthermore, in step S31, the slope compensation torque of the pure electric vehicle is calculated according to the slope data of the road surface, which is expressed as:

其中：ΔT为纯电动汽车的坡度补偿扭矩，rw为纯电动汽车的轮胎半径，G为纯电动汽车的重力，sin为正弦符号，θ为路面的坡度，i0为纯电动汽车的主减速器速比，ig为纯电动汽车的变速器速比。Where: ΔT is the slope compensation torque of the pure electric vehicle, rw is the tire radius of the pure electric vehicle, G is the gravity of the pure electric vehicle, sin is the sine sign, θ is the slope of the road, i0 is the speed ratio of the main reducer of the pure electric vehicle, and ig is the speed ratio of the transmission of the pure electric vehicle.

进一步地，步骤S4包括以下步骤：Further, step S4 includes the following steps:

S41、根据路面附着条件计算Fdmax；S41, calculating F dmax according to the road adhesion condition;

S42、根据步骤S3中坡度补偿后纯电动汽车的需求扭矩和步骤S41中的Fdmax，标定纯电动汽车最终的需求扭矩。S42 , calibrating the final required torque of the pure electric vehicle according to the required torque of the pure electric vehicle after slope compensation in step S3 and F dmax in step S41 .

进一步地，在步骤S42中，标定纯电动汽车最终的需求扭矩，表示为：Further, in step S42, the final required torque of the pure electric vehicle is calibrated, which is expressed as:

其中：为纯电动汽车最终的需求扭矩，min为取最小值符号，/>为纯电动汽车的需求扭矩，rw为纯电动汽车的轮胎半径，Fdmax为地面的驱动力极限值。in: is the final required torque of the pure electric vehicle, min is the symbol for the minimum value, /> is the required torque of the pure electric vehicle, rw is the tire radius of the pure electric vehicle, and Fdmax is the driving force limit of the ground.

本发明的有益效果为：The beneficial effects of the present invention are:

(1)本发明考虑了速度易控制和加速过程驾驶心理预期的问题；(1) The present invention takes into account the problem of easy speed control and the driver's psychological expectations during the acceleration process;

(2)本发明通过考虑坡度补偿实现了纯电动汽车再不同坡度路面具有一致的运动响应；(2) The present invention realizes that the pure electric vehicle has a consistent motion response on roads with different slopes by taking slope compensation into consideration;

(3)本发明通过考虑路面限制防止了纯电动汽车的驱动打滑，提高了行驶安全性。(3) The present invention prevents the pure electric vehicle from driving slipping by taking road restrictions into consideration, thereby improving driving safety.

附图说明BRIEF DESCRIPTION OF THE DRAWINGS

图1为一种纯电动汽车需求扭矩标定方法流程示意图；FIG1 is a schematic diagram of a method for calibrating torque requirements of a pure electric vehicle;

图2为纯电动汽车的速度需求示意图；FIG2 is a schematic diagram of the speed requirement of a pure electric vehicle;

图3为纯电动汽车的稳速需求示意图；FIG3 is a schematic diagram of the steady speed requirement of a pure electric vehicle;

图4为纯电动汽车的加速需求示意图；FIG4 is a schematic diagram of the acceleration requirements of a pure electric vehicle;

图5为纯电动汽车的减速需求示意图。FIG5 is a schematic diagram of the deceleration requirement of a pure electric vehicle.

具体实施方式Detailed ways

下面对本发明的具体实施方式进行描述，以便于本技术领域的技术人员理解本发明，但应该清楚，本发明不限于具体实施方式的范围，对本技术领域的普通技术人员来讲，只要各种变化在所附的权利要求限定和确定的本发明的精神和范围内，这些变化是显而易见的，一切利用本发明构思的发明创造均在保护之列。The specific implementation modes of the present invention are described below so that those skilled in the art can understand the present invention. However, it should be clear that the present invention is not limited to the scope of the specific implementation modes. For those of ordinary skill in the art, as long as various changes are within the spirit and scope of the present invention as defined and determined by the attached claims, these changes are obvious, and all inventions and creations utilizing the concept of the present invention are protected.

如图1所示，一种纯电动汽车需求扭矩标定方法，包括步骤S1-S4，具体如下：As shown in FIG1 , a method for calibrating the required torque of a pure electric vehicle includes steps S1-S4, which are specifically as follows:

S1、根据纯电动汽车的加速踏板行程数据计算驾驶员的需求加速度。S1. Calculate the driver's required acceleration according to the accelerator pedal travel data of the pure electric vehicle.

在本发明的一个可选实施例中，本发明根据纯电动汽车的加速踏板行程数据构建驾驶员的速度需求表达式，进而计算驾驶员的需求加速度。In an optional embodiment of the present invention, the present invention constructs a speed demand expression of the driver according to the acceleration pedal travel data of the pure electric vehicle, and then calculates the required acceleration of the driver.

步骤S1包括以下步骤：Step S1 includes the following steps:

S11、根据纯电动汽车的加速踏板行程数据，构建驾驶员的速度需求表达式。S11. Construct a speed demand expression for the driver based on the accelerator pedal travel data of the pure electric vehicle.

如图2所示，本发明构建驾驶员的速度需求表达式，表示为：As shown in FIG2 , the present invention constructs a speed demand expression for the driver, which is expressed as:

α∞＝f0(vx)α ∞ ＝f 0 (v x )

其中：α∞为纯电动汽车稳定在速度vx所需的加速踏板行程，f0为纯电动汽车的加速踏板与纯电动汽车的速度的函数，vx为纯电动汽车的速度。Where: α∞ is the accelerator pedal travel required for the pure electric vehicle to stabilize at a speed vx , f0 is the function of the accelerator pedal of the pure electric vehicle and the speed of the pure electric vehicle, and vx is the speed of the pure electric vehicle.

具体地，本发明根据驾驶员在轻型汽车测试工况下的踏板行程和车速统计数据进行分析得到符合驾驶习惯的纯电动汽车的加速踏板与纯电动汽车的速度的函数关系。Specifically, the present invention analyzes the pedal travel and vehicle speed statistical data of the driver under the light vehicle test condition to obtain the functional relationship between the accelerator pedal of the pure electric vehicle and the speed of the pure electric vehicle that meets the driving habits.

S12、根据纯电动汽车的加速踏板行程数据和步骤S11中驾驶员的速度需求表达式，构建驾驶员的稳速需求表达式。S12. Constructing a driver's steady speed requirement expression based on the accelerator pedal travel data of the pure electric vehicle and the driver's speed requirement expression in step S11.

如图3所示，E1D1段曲线含义是指纯电动汽车的速度稳定在vx1时，纯电动汽车的加速踏板行程百分比αT在一定范围内波动时的需求加速度 为纯电动汽车稳定在速度vx1所需的加速踏板行程。E2D2段曲线含义是指纯电动汽车的速度稳定在vx2时，纯电动汽车的加速踏板行程百分比αT在一定范围内波动时的需求加速度/> 为纯电动汽车稳定在速度vx2所需的加速踏板行程。/>和/>可以根据步骤S11中驾驶员的速度需求表达式求解得到。As shown in Figure 3, the E1D1 curve means the required acceleration when the speed of the pure electric vehicle is stable at v x1 and the percentage of the accelerator pedal travel α T of the pure electric vehicle fluctuates within a certain range. The E2D2 curve means the acceleration required when the accelerator pedal stroke percentage α T of the pure electric vehicle fluctuates within a certain range when the speed of the pure electric vehicle is stabilized at v x2 . The accelerator pedal travel required for a pure electric vehicle to stabilize at speed v x2 . /> and/> It can be obtained by solving the speed requirement expression of the driver in step S11.

本发明为确保纯电动汽车在全速度范围内均能很好的控制速度，因此构建驾驶员的稳速需求表达式，以在每一个稳定车速附近均设置一段踏板低灵敏区域。本发明构建驾驶员的稳速需求表达式，表示为：In order to ensure that the pure electric vehicle can control the speed well in the whole speed range, the present invention constructs the driver's steady speed demand expression, so as to set a pedal low sensitivity area near each stable vehicle speed. The present invention constructs the driver's steady speed demand expression, which is expressed as:

其中：为驾驶员的需求加速度，K2为第三常数，Δα为纯电动汽车的加速踏板行程波动值。in: is the driver's required acceleration, K 2 is the third constant, and Δα is the accelerator pedal travel fluctuation value of the pure electric vehicle.

本发明通过确定驾驶员的需求加速度和纯电动汽车的加速踏板行程波动值以确定第三常数的值。The present invention determines the value of the third constant by determining the required acceleration of the driver and the accelerator pedal travel fluctuation value of the pure electric vehicle.

S13、根据纯电动汽车的加速踏板行程数据和步骤S11中驾驶员的速度需求表达式，构建驾驶员的加速需求表达式。S13. Constructing the driver's acceleration demand expression according to the accelerator pedal travel data of the pure electric vehicle and the driver's speed demand expression in step S11.

当αT≥α∞+ΔαT+，则代表驾驶员具有加速意图，其差值Δα反映了加速需求的强度。研究表明人体心理量与物理量之间符合weber-fechner定律，为此，本发明将Δα代表物理刺激强度，则代表感觉物理量，在超过ad+时，Δα与/>应遵循“weber-fechner”，将其应用于加速需求设定，以构建驾驶员的加速需求表达式。When α T ≥α ∞ +Δα T+ , it means that the driver has the intention to accelerate, and the difference Δα reflects the intensity of the acceleration demand. Studies have shown that the relationship between human psychological quantities and physical quantities conforms to the Weber-Fechner law. Therefore, the present invention uses Δα to represent the intensity of physical stimulation, then Represents the physical quantity of sensation. When it exceeds a d+ , Δα and /> The "Weber-Fechner" should be followed and applied to the acceleration demand setting to construct an expression for the driver's acceleration demand.

本发明构建驾驶员的加速需求表达式，表示为：The present invention constructs the driver's acceleration demand expression, which is expressed as:

其中：为驾驶员的需求加速度，K1为第一常数，ln为自然对数，Δα为纯电动汽车的加速踏板行程波动值，C1为第二常数。in: is the driver's required acceleration, K1 is the first constant, ln is the natural logarithm, Δα is the accelerator pedal travel fluctuation value of the pure electric vehicle, and C1 is the second constant.

如图4所示，D1A1曲线段代表纯电动汽车的速度为vx1时的加速需求曲线，即αT与的关系。A1点为纯电动汽车在速度vx1的情况下，汽车所具备的最大加速度，记作amax1。本发明将D1点的坐标和A1点的坐标带入驾驶员的加速需求表达式以求解第一常数和第二常数的值。As shown in Figure 4, the curve segment D1A1 represents the acceleration demand curve when the speed of the pure electric vehicle is v x1 , that is, α T and Point A1 is the maximum acceleration of a pure electric vehicle at a speed of v x1 , denoted as a max1 . The present invention brings the coordinates of the point D1 and the coordinates of the point A1 into the driver's acceleration demand expression to solve the values of the first constant and the second constant.

S14、根据纯电动汽车的加速踏板行程数据和步骤S11中驾驶员的速度需求表达式，构建驾驶员的减速需求表达式。S14. Constructing a deceleration demand expression of the driver according to the accelerator pedal travel data of the pure electric vehicle and the speed demand expression of the driver in step S11.

当Δα≤ΔαT-，则代表驾驶员具有减速需求，其差值Δα反映了加速需求的强度，本发明采用一次函数描述Δα与的关系，将其应用于减速需求设定以构建驾驶员的减速需求表达式。When Δα≤Δα T- , it means that the driver has a deceleration demand, and the difference Δα reflects the intensity of the acceleration demand. The present invention uses a linear function to describe the relationship between Δα and , and applies it to the deceleration requirement setting to construct the driver's deceleration requirement expression.

本发明构建驾驶员的减速需求表达式，表示为：The present invention constructs the driver's deceleration demand expression, which is expressed as:

其中：为驾驶员的需求加速度，K3为第四常数，C3为第五常数。in: is the driver's required acceleration, K 3 is the fourth constant, and C 3 is the fifth constant.

如图5所示，B1E1曲线段代表纯电动汽车的速度为vx1时的减速需求曲线，即αT与的关系。B1点为纯电动汽车的速度在vx1的情况下，纯电动汽车的滑行加速度，记作amin1。B1＝(0,amin1)。本发明将B1点的坐标和E1点的坐标带入驾驶员的减速需求表达式以求解第四常数和第五常数。As shown in Figure 5, the curve segment B1E1 represents the deceleration demand curve when the speed of the pure electric vehicle is v x1 , that is, α T and Point B1 is the coasting acceleration of the pure electric vehicle when the speed is v x1 , denoted as a min1 . B1=(0, a min1 ). The present invention brings the coordinates of point B1 and point E1 into the driver's deceleration demand expression to solve the fourth constant and the fifth constant.

S15、根据步骤S12中驾驶员的稳速需求表达式、步骤S13中驾驶员的加速需求表达式和步骤S14中驾驶员的减速需求表达式，构建驾驶员的运动需求模型。S15. Construct a motion demand model of the driver according to the driver's steady speed demand expression in step S12, the driver's acceleration demand expression in step S13, and the driver's deceleration demand expression in step S14.

本发明构建驾驶员的运动需求模型，表示为：The present invention constructs a driver's motion demand model, which is expressed as:

其中：为驾驶员的需求加速度，K1为第一常数，ln为自然对数，Δα为纯电动汽车的加速踏板行程波动值，C1为第二常数，Δα-为纯电动汽车的加速踏板行程波动阈值下界，K2为第三常数，Δα+为纯电动汽车的加速踏板行程波动阈值上界，K3为第四常数，C3为第五常数。in: is the driver's required acceleration, K1 is the first constant, ln is the natural logarithm, Δα is the accelerator pedal travel fluctuation value of the pure electric vehicle, C1 is the second constant, Δα- is the lower limit of the accelerator pedal travel fluctuation threshold of the pure electric vehicle, K2 is the third constant, Δα + is the upper limit of the accelerator pedal travel fluctuation threshold of the pure electric vehicle, K3 is the fourth constant, and C3 is the fifth constant.

S16、根据纯电动汽车的加速踏板行程数据和步骤S15中驾驶员的运动需求模型，计算驾驶员的需求加速度。S16. Calculate the driver's required acceleration according to the accelerator pedal travel data of the pure electric vehicle and the driver's motion demand model in step S15.

S2、根据步骤S1中驾驶员的需求加速度，计算纯电动汽车的需求扭矩。S2. Calculate the required torque of the pure electric vehicle according to the required acceleration of the driver in step S1.

在本发明的一个可选实施例中，本发明根据驾驶员的需求加速度，计算纯电动汽车的需求扭矩。In an optional embodiment of the present invention, the present invention calculates the required torque of the pure electric vehicle according to the required acceleration of the driver.

步骤S2包括以下分步骤：Step S2 includes the following sub-steps:

S21、根据步骤S1中驾驶员的需求加速度，构建加速踏板设计模型。S21. Construct an accelerator pedal design model according to the driver's required acceleration in step S1.

S22、采用试验标定法确定纯电动汽车的驱动增益系数。S22. Determine the driving gain coefficient of the pure electric vehicle using an experimental calibration method.

本发明采用试验标定方法确定纯电动汽车的驱动增益系数在给定电机扭矩Td情况下，获取加速度ax，并加上fw+ff得到fd，将Td/fd当做/>的标定结果。The present invention adopts an experimental calibration method to determine the driving gain coefficient of a pure electric vehicle When the motor torque T d is given, the acceleration a x is obtained and added to f w + f f to obtain f d . T d /f d is taken as / > The calibration results.

S23、计算纯电动汽车的负载补偿加速度。S23. Calculate the load compensation acceleration of the pure electric vehicle.

步骤S23包括以下步骤：Step S23 includes the following steps:

S231、计算纯电动汽车补偿风阻产生的加速度，表示为：S231. Calculate the acceleration generated by the pure electric vehicle to compensate for wind resistance, expressed as:

其中：fw为纯电动汽车补偿风阻产生的加速度，CD为空气阻力系数，A为纯电动汽车的迎风面积，vx为纯电动汽车的速度，m为纯电动汽车的质量。Among them: fw is the acceleration generated by the pure electric vehicle to compensate for wind resistance, CD is the air resistance coefficient, A is the windward area of the pure electric vehicle, vx is the speed of the pure electric vehicle, and m is the mass of the pure electric vehicle.

S232、计算纯电动汽车补偿滚阻产生的加速度，表示为：S232, calculating the acceleration generated by the pure electric vehicle to compensate for rolling resistance, expressed as:

其中：ff为纯电动汽车补偿滚阻产生的加速度，G为纯电动汽车的重力。Where: f f is the acceleration generated by the pure electric vehicle to compensate for the rolling resistance, and G is the gravity of the pure electric vehicle.

S233、计算纯电动汽车附件产生的加速度，表示为：S233. Calculate the acceleration generated by the accessories of the pure electric vehicle, expressed as:

其中：faccess_load为纯电动汽车附件产生的加速度，Faccess_load为纯电动汽车附件产生的阻力。Among them: f access_load is the acceleration generated by the accessories of the pure electric vehicle, and F access_load is the resistance generated by the accessories of the pure electric vehicle.

S234、对步骤S231中纯电动汽车补偿风阻产生的加速度、步骤S232中纯电动汽车补偿滚阻产生的加速度和步骤S233中纯电动汽车附件产生的加速度进行求和，以计算纯电动汽车的负载补偿加速度。S234, summing the acceleration generated by the pure electric vehicle to compensate for wind resistance in step S231, the acceleration generated by the pure electric vehicle to compensate for rolling resistance in step S232, and the acceleration generated by the accessories of the pure electric vehicle in step S233, to calculate the load compensation acceleration of the pure electric vehicle.

S24、根据步骤S21中的加速踏板设计模型、步骤S22中纯电动汽车的驱动增益系数和步骤S23中纯电动汽车的负载补偿比力，并结合逆向求解法，计算纯电动汽车的需求扭矩。S24, calculating the required torque of the pure electric vehicle according to the accelerator pedal design model in step S21, the driving gain coefficient of the pure electric vehicle in step S22 and the load compensation specific force of the pure electric vehicle in step S23, and in combination with the inverse solution method.

本发明计算纯电动汽车的需求扭矩，表示为：The present invention calculates the required torque of the pure electric vehicle, which is expressed as:

其中：为纯电动汽车的需求扭矩，/>为纯电动汽车的驱动增益系数，fpedalmap为，vx为纯电动汽车的速度，αT为纯电动汽车的加速踏板行程百分比，fbc为纯电动汽车的负载补偿比力。in: is the required torque of the pure electric vehicle, /> is the driving gain coefficient of the pure electric vehicle, f pedalmap is, v x is the speed of the pure electric vehicle, α T is the accelerator pedal travel percentage of the pure electric vehicle, and f bc is the load compensation ratio of the pure electric vehicle.

S3、根据路面的坡度数据和步骤S2中纯电动汽车的需求扭矩，计算坡度补偿后纯电动汽车的需求扭矩。S3. Calculate the required torque of the pure electric vehicle after slope compensation according to the slope data of the road surface and the required torque of the pure electric vehicle in step S2.

在本发明的一个可选实施例中，本发明根据路面的坡度数据和纯电动汽车的需求扭矩，计算坡度补偿后纯电动汽车的需求扭矩。In an optional embodiment of the present invention, the present invention calculates the required torque of the pure electric vehicle after slope compensation based on the slope data of the road surface and the required torque of the pure electric vehicle.

步骤S3包括以下分步骤：Step S3 includes the following sub-steps:

S31、根据路面的坡度数据计算纯电动汽车的坡度补偿扭矩。S31. Calculate the slope compensation torque of the pure electric vehicle according to the slope data of the road surface.

本发明根据路面的坡度数据计算纯电动汽车的坡度补偿扭矩，表示为：The present invention calculates the slope compensation torque of the pure electric vehicle according to the slope data of the road surface, which is expressed as:

其中：ΔT为纯电动汽车的坡度补偿扭矩，rw为纯电动汽车的轮胎半径，G为纯电动汽车的重力，sin为正弦符号，θ为路面的坡度，i0为纯电动汽车的主减速器速比，ig为纯电动汽车的变速器速比。Where: ΔT is the slope compensation torque of the pure electric vehicle, rw is the tire radius of the pure electric vehicle, G is the gravity of the pure electric vehicle, sin is the sine sign, θ is the slope of the road, i0 is the speed ratio of the main reducer of the pure electric vehicle, and ig is the speed ratio of the transmission of the pure electric vehicle.

S32、对步骤S31中纯电动汽车的坡度补偿扭矩和步骤S2中纯电动汽车的需求扭矩进行求和，以计算坡度补偿后纯电动汽车的需求扭矩。S32, summing the slope compensation torque of the pure electric vehicle in step S31 and the required torque of the pure electric vehicle in step S2 to calculate the required torque of the pure electric vehicle after slope compensation.

S4、根据路面附着条件和步骤S3中坡度补偿后纯电动汽车的需求扭矩，标定纯电动汽车最终的需求扭矩。S4. Calibrate the final required torque of the pure electric vehicle according to the road adhesion condition and the required torque of the pure electric vehicle after the slope compensation in step S3.

在本发明的一个可选实施例中，本发明根据路面附着条件和坡度补偿后纯电动汽车的需求扭矩，标定纯电动汽车最终的需求扭矩。In an optional embodiment of the present invention, the present invention calibrates the final required torque of the pure electric vehicle according to the road adhesion condition and the required torque of the pure electric vehicle after slope compensation.

步骤S4包括以下步骤：Step S4 includes the following steps:

S41、根据路面附着条件计算Fdmax。S41. Calculate F dmax according to the road adhesion condition.

S42、根据步骤S3中坡度补偿后纯电动汽车的需求扭矩和步骤S41中的Fdmax，标定纯电动汽车最终的需求扭矩。S42 , calibrating the final required torque of the pure electric vehicle according to the required torque of the pure electric vehicle after slope compensation in step S3 and F dmax in step S41 .

本发明标定纯电动汽车最终的需求扭矩，表示为：The present invention calibrates the final required torque of the pure electric vehicle, which is expressed as:

其中：为纯电动汽车最终的需求扭矩，min为取最小值符号，/>为纯电动汽车的需求扭矩，rw为纯电动汽车的轮胎半径，Fdmax为。in: is the final required torque of the pure electric vehicle, min is the symbol for the minimum value, /> is the required torque of the pure electric vehicle, rw is the tire radius of the pure electric vehicle, and Fdmax is.

本领域的普通技术人员将会意识到，这里所述的实施例是为了帮助读者理解本发明的原理，应被理解为本发明的保护范围并不局限于这样的特别陈述和实施例。本领域的普通技术人员可以根据本发明公开的这些技术启示做出各种不脱离本发明实质的其它各种具体变形和组合，这些变形和组合仍然在本发明的保护范围内。Those skilled in the art will appreciate that the embodiments described herein are intended to help readers understand the principles of the present invention, and should be understood that the protection scope of the present invention is not limited to such specific statements and embodiments. Those skilled in the art can make various other specific variations and combinations that do not deviate from the essence of the present invention based on the technical revelations disclosed by the present invention, and these variations and combinations are still within the protection scope of the present invention.

Claims (10)

1. The method for calibrating the required torque of the pure electric vehicle is characterized by comprising the following steps of:
S1, calculating the required acceleration of a driver according to the travel data of an accelerator pedal of the pure electric vehicle;
S2, calculating the required torque of the pure electric vehicle according to the required acceleration of the driver in the step S1;
S3, calculating the required torque of the pure electric vehicle after gradient compensation according to the gradient data of the road surface and the required torque of the pure electric vehicle in the step S2;
S4, calibrating the final required torque of the pure electric vehicle according to the road surface attachment condition and the required torque of the gradient compensated pure electric vehicle in the step S3.
2. The method for calibrating the required torque of the pure electric vehicle according to claim 1, wherein the step S1 comprises the following steps:
S11, constructing a speed demand expression of a driver according to the travel data of an accelerator pedal of the pure electric vehicle;
S12, constructing a speed stabilizing requirement expression of the driver according to the accelerator pedal travel data of the pure electric vehicle and the speed requirement expression of the driver in the step S11;
s13, constructing an acceleration demand expression of the driver according to the accelerator pedal travel data of the pure electric vehicle and the speed demand expression of the driver in the step S11;
s14, constructing a deceleration requirement expression of the driver according to the accelerator pedal travel data of the pure electric vehicle and the speed requirement expression of the driver in the step S11;
S15, constructing a movement demand model of the driver according to the steady speed demand expression of the driver in the step S12, the acceleration demand expression of the driver in the step S13 and the deceleration demand expression of the driver in the step S14;
S16, calculating the required acceleration of the driver according to the accelerator pedal stroke data of the pure electric vehicle and the movement requirement model of the driver in the step S15.
3. The method for calibrating the required torque of the pure electric vehicle according to claim 2, wherein in step S15, a motion requirement model of the driver is constructed, which is expressed as:
Wherein: For the required acceleration of the driver, K 1 is a first constant, ln is a natural logarithm, Δα is an accelerator pedal stroke fluctuation value of the pure electric vehicle, C 1 is a second constant, Δα - is an accelerator pedal stroke fluctuation threshold lower bound of the pure electric vehicle, K 2 is a third constant, Δα + is an accelerator pedal stroke fluctuation threshold upper bound of the pure electric vehicle, K 3 is a fourth constant, and C 3 is a fifth constant.
4. The method for calibrating the required torque of the pure electric vehicle according to claim 1, wherein the step S2 comprises the following sub-steps:
S21, constructing an accelerator pedal design model according to the required acceleration of the driver in the step S1;
s22, determining a driving gain coefficient of the pure electric vehicle by adopting a test calibration method;
S23, calculating the load compensation acceleration of the pure electric vehicle;
s24, calculating the required torque of the pure electric vehicle according to the accelerator pedal design model in the step S21, the driving gain coefficient of the pure electric vehicle in the step S22 and the load compensation acceleration of the pure electric vehicle in the step S23 by combining a reverse solution.
5. The method for calibrating the required torque of the pure electric vehicle according to claim 4, wherein the step S23 comprises the steps of:
s231, calculating acceleration generated by the compensation wind resistance of the pure electric vehicle, wherein the acceleration is expressed as:
Wherein: f w is the acceleration generated by the compensation wind resistance of the pure electric vehicle, C D is the air resistance coefficient, A is the windward area of the pure electric vehicle, v x is the speed of the pure electric vehicle, and m is the mass of the pure electric vehicle;
S232, calculating acceleration generated by compensation rolling resistance of the pure electric automobile, wherein the acceleration is expressed as:
Wherein: f f is the acceleration generated by the compensation rolling resistance of the pure electric vehicle, and G is the gravity of the pure electric vehicle;
s233, calculating acceleration generated by the accessory of the pure electric vehicle, wherein the acceleration is expressed as:
Wherein: f access_load is acceleration generated by the accessory of the pure electric vehicle, and F access_load is resistance generated by the accessory of the pure electric vehicle;
and S234, summing the acceleration generated by the compensation windage of the pure electric vehicle in the step S231, the acceleration generated by the compensation windage of the pure electric vehicle in the step S232 and the acceleration generated by the accessory of the pure electric vehicle in the step S233 to calculate the load compensation acceleration of the pure electric vehicle.
6. The method for calibrating required torque of a pure electric vehicle according to claim 4, wherein in step S24, required torque of the pure electric vehicle is calculated as:
Wherein: Is the required torque of the pure electric vehicle,/> For the driving gain coefficient of the pure electric vehicle, f pedalmap is the required acceleration of an accelerator pedal of the pure electric vehicle, v x is the speed of the pure electric vehicle, alpha T is the stroke percentage of the accelerator pedal of the pure electric vehicle, and f bc is the load compensation acceleration of the pure electric vehicle.
7. The method for calibrating the required torque of the pure electric vehicle according to claim 1, wherein the step S3 comprises the following sub-steps:
s31, calculating gradient compensation torque of the pure electric vehicle according to gradient data of the road surface;
And S32, summing the gradient compensation torque of the pure electric vehicle in the step S31 and the required torque of the pure electric vehicle in the step S2 to calculate the required torque of the pure electric vehicle after gradient compensation.
8. The method for calibrating required torque of a pure electric vehicle according to claim 7, wherein in step S31, gradient compensation torque of the pure electric vehicle is calculated according to gradient data of a road surface, expressed as:
Wherein: delta T is gradient compensation torque of the pure electric vehicle, r w is tire radius of the pure electric vehicle, G is gravity of the pure electric vehicle, sin is sine sign, theta is gradient of a road surface, i 0 is main speed reducer speed ratio of the pure electric vehicle, and i g is speed changer speed ratio of the pure electric vehicle.
9. The method for calibrating the required torque of the pure electric vehicle according to claim 1, wherein the step S4 comprises the following steps:
s41, calculating F dmax according to the road surface adhesion condition;
s42, calibrating the final required torque of the pure electric vehicle according to the required torque of the gradient compensated pure electric vehicle in the step S3 and F dmax in the step S41.
10. The method for calibrating required torque of a pure electric vehicle according to claim 9, wherein in step S42, the final required torque of the pure electric vehicle is calibrated, expressed as:
Wherein: The final required torque of the pure electric vehicle is represented by min which is the minimum value sign,/> For the required torque of the electric vehicle, r w is the tire radius of the electric vehicle, and F dmax is the driving force limit value of the ground.
CN202410153158.6A 2024-02-02 2024-02-02 A method for calibrating torque demand of pure electric vehicles Pending CN118003908A (en)

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