CN118003908A - Method for calibrating required torque of pure electric vehicle - Google Patents

Method for calibrating required torque of pure electric vehicle Download PDF

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Publication number
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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Prior art keywords
electric vehicle
pure electric
required torque
acceleration
driver
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Chinese (zh)
Inventor
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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Sichuan University of Science and Engineering
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Priority to CN202410153158.6A priority Critical patent/CN118003908A/en
Publication of CN118003908A publication Critical patent/CN118003908A/en
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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

The 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 a driver according to the accelerator pedal stroke data of the pure electric vehicle; according to the required acceleration of the middle driver, calculating the required torque of the pure electric vehicle; according to the gradient data of the road surface and the required torque of the pure electric vehicle, calculating the required torque of the pure electric vehicle after gradient compensation; and calibrating the final required torque of the pure electric vehicle according to the road surface attachment condition and the required torque of the pure electric vehicle after gradient compensation. The invention considers the problems of easy control of speed and driving psychological expectation in the acceleration process, realizes consistent motion response of the pure electric vehicle on roads with different gradients by considering gradient compensation, prevents the driving slip of the pure electric vehicle by road surface limitation, and improves the driving safety.

Description

Method for calibrating required torque of pure electric vehicle
Technical Field
The invention relates to the technical field of new energy automobiles, in particular to a method for calibrating required torque of a pure electric automobile.
Background
The pure electric automobile has become the mainstream of the development of the automobile industry because of the advantages of zero emission, low noise and the like. Compared with the traditional fuel vehicle, the driving motor has higher response speed, and has large torque under the condition of low speed, if the configuration relation between the accelerator pedal and the required torque is unreasonable, bad driving experience can be generated, and if the accelerator pedal fluctuates slightly, larger vehicle acceleration change can be generated, and negative phenomena of difficult driving of the vehicle, carsickness of vehicle-mounted passengers and the like are generated. Therefore, research on the calibration of the required torque of the pure electric vehicle has important significance for improving the driving experience and safe driving of the pure electric vehicle.
Currently, related studies are being made on the method of torque demand of automobiles by the existing method. When the existing method is used for calibrating the required torque of the automobile, the method is mostly divided into a normal mode, an economic mode and a power mode for calibrating respectively, and the driving intention is identified on line for switching different styles, so that the problems that the speed is easy to control and whether the acceleration process accords with the driving psychological expectation are not considered.
Disclosure of Invention
Aiming at the defects in the prior art, the method for calibrating the required torque of the pure electric vehicle provided by the invention considers the problems of easiness in speed control and driving psychological expectation in the acceleration process, realizes consistent motion response of roads with different gradients by considering gradient compensation, prevents driving slip by road surface limitation, and improves running safety.
In order to achieve the aim of the invention, the invention adopts the following technical scheme:
a method for calibrating the required torque of a pure electric vehicle comprises the following steps:
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.
Further, step S1 includes the steps of:
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.
Further, in step S15, a movement demand model of the driver is constructed, 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.
Further, step S2 includes 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.
Further, step S23 includes 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.
Further, in step S24, a required torque of the electric vehicle is calculated, expressed 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.
Further, step S3 includes 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.
Further, in step S31, a gradient compensation torque of the electric vehicle is calculated from gradient data of the 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.
Further, step S4 includes the steps of:
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.
Further, 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.
The beneficial effects of the invention are as follows:
(1) The invention considers the problems of easy control of speed and driving psychological expectation in the acceleration process;
(2) According to the invention, by considering gradient compensation, the pure electric vehicle has consistent motion response on different gradient pavements;
(3) According to the invention, the driving slip of the pure electric vehicle is prevented by considering road surface limitation, and the driving safety is improved.
Drawings
FIG. 1 is a flow chart of a method for calibrating the required torque of a pure electric vehicle;
FIG. 2 is a schematic diagram of the speed demand of a pure electric vehicle;
fig. 3 is a schematic diagram of the steady speed requirement of a pure electric vehicle;
Fig. 4 is a schematic diagram of acceleration requirements of a pure electric vehicle;
fig. 5 is a schematic diagram of the deceleration requirement of the pure electric vehicle.
Detailed Description
The following description of the embodiments of the present invention is provided to facilitate understanding of the present invention by those skilled in the art, but it should be understood that the present invention is not limited to the scope of the embodiments, and all the inventions which make use of the inventive concept are protected by the spirit and scope of the present invention as defined and defined in the appended claims to those skilled in the art.
As shown in fig. 1, a method for calibrating the required torque of a pure electric vehicle includes steps S1-S4, specifically as follows:
s1, calculating the required acceleration of a driver according to the travel data of the accelerator pedal of the pure electric vehicle.
In an alternative embodiment of the invention, the invention constructs a speed demand expression of the driver according to the accelerator pedal stroke data of the pure electric vehicle, so as to calculate the demand acceleration of the driver.
Step S1 comprises the steps of:
s11, constructing a speed demand expression of a driver according to the accelerator pedal travel data of the pure electric vehicle.
As shown in fig. 2, the present invention constructs a speed demand expression of the driver expressed as:
α∞＝f0(vx)
Wherein: alpha ∞ is the accelerator pedal stroke required by the pure electric vehicle to be stabilized at the speed v x, f 0 is the function of the accelerator pedal of the pure electric vehicle and the speed of the pure electric vehicle, and v x is the speed of the pure electric vehicle.
Specifically, the invention analyzes the pedal travel and the vehicle speed statistical data of the driver under the test working condition of the light vehicle to obtain the functional relation between the accelerator pedal of the pure electric vehicle and the speed of the pure electric vehicle, which accords with the driving habit.
S12, constructing a speed stabilizing requirement expression of the driver according to the accelerator pedal stroke data of the pure electric vehicle and the speed requirement expression of the driver in the step S11.
As shown in fig. 3, the E1D1 curve means the required acceleration when the accelerator pedal stroke percentage α T of the electric vehicle fluctuates within a certain range when the speed of the electric vehicle is stabilized at v x1 The accelerator pedal stroke required for the pure electric vehicle to be stabilized at the speed v x1. The E2D2 section curve means the required acceleration/>, when the speed of the pure electric vehicle is stabilized at v x2 and the stroke percentage alpha T of the accelerator pedal of the pure electric vehicle fluctuates within a certain range The accelerator pedal stroke required for the pure electric vehicle to be stabilized at the speed v x2. /(I)And/>Can be obtained by solving the speed demand expression of the driver in step S11.
In order to ensure that the pure electric vehicle can well control the speed in the full speed range, the invention constructs a stable speed requirement expression of a driver so as to set a pedal low-sensitivity area near each stable vehicle speed. The invention constructs a steady speed demand expression of a driver, which is expressed as follows:
Wherein: For the acceleration required by the driver, K 2 is a third constant, and delta alpha is the fluctuation value of the accelerator pedal stroke of the pure electric vehicle.
The invention determines the value of the third constant by determining the required acceleration of the driver and the accelerator pedal stroke fluctuation value of the pure electric vehicle.
S13, constructing an acceleration demand expression of the driver according to the accelerator pedal stroke data of the pure electric vehicle and the speed demand expression of the driver in the step S11.
When α T≥α∞+ΔαT+, the driver is represented to have an acceleration intention, and the difference Δα reflects the intensity of the acceleration demand. Studies show that the human psychological quantity and the physical quantity conform to weber-fechner law, and for this reason, the invention uses delta alpha to represent the physical stimulus intensityRepresenting the sensory physical quantity, when exceeding a d+, Δα and/>"Weber-fechner" should be followed, which is applied to the acceleration demand setting to construct the acceleration demand expression of the driver.
The present invention constructs an acceleration demand expression for the driver, 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, and C 1 is a second constant.
As shown in FIG. 4, the D1A1 curve segment represents the acceleration demand curve of the pure electric vehicle at a speed v x1, namely alpha T andIs a relationship of (3). The point A1 is the maximum acceleration of the pure electric vehicle at the speed v x1, and is denoted as a max1.The present invention brings the coordinates of the D1 point and the coordinates of the A1 point into the acceleration demand expression of the driver to solve for the values of the first constant and the second constant.
S14, constructing a deceleration requirement expression of the driver according to the accelerator pedal stroke data of the pure electric vehicle and the speed requirement expression of the driver in the step S11.
When delta alpha is less than or equal to delta alpha T-, the driver is represented to have a deceleration requirement, the difference delta alpha reflects the strength of the acceleration requirement, and the invention adopts a linear function to describe delta alpha and delta alphaIs applied to the deceleration demand setting to construct the deceleration demand expression of the driver.
The invention constructs a deceleration demand expression of the driver, expressed as:
Wherein: For the driver's required acceleration, K 3 is the fourth constant and C 3 is the fifth constant.
As shown in FIG. 5, the B1E1 curve segment represents the deceleration demand curve of the pure electric vehicle at a speed v x1, namely alpha T andIs a relationship of (3). And the point B1 is the sliding acceleration of the pure electric vehicle, which is marked as a min1 under the condition that the speed of the pure electric vehicle is v x1.B1 = (0, a min1). The invention brings the coordinates of the point B1 and the coordinates of the point E1 into the deceleration demand expression of the driver to solve the fourth constant and the fifth constant.
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.
The invention constructs a movement demand model of a driver, which is expressed as follows:
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.
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.
S2, calculating the required torque of the pure electric vehicle according to the required acceleration of the driver in the step S1.
In an alternative embodiment of the invention, the invention calculates the required torque of the electric vehicle based on the driver's required acceleration.
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.
The invention adopts the test calibration method to determine the driving gain coefficient of the pure electric automobileGiven motor torque T d, acceleration a x is obtained, and f w+ff is added to obtain f d, and T d/fd is taken as/>Is a calibration result of (a).
S23, calculating the load compensation acceleration of the pure electric vehicle.
Step S23 includes 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: and 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.
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 specific force of the pure electric vehicle in the step S23 by combining a reverse solution.
The invention calculates the required torque of the pure electric automobile, which is expressed as:
Wherein: Is the required torque of the pure electric vehicle,/> The driving gain coefficient of the pure electric vehicle is f pedalmap, v x is the speed of the pure electric vehicle, alpha T is the stroke percentage of an accelerator pedal of the pure electric vehicle, and f bc is the load compensation specific force of the pure electric vehicle.
And 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.
In an alternative embodiment of the invention, the invention calculates 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.
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.
According to the gradient data of the road surface, the gradient compensation torque of the pure electric vehicle is calculated, and is 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.
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.
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.
In an alternative embodiment of the invention, the final required torque of the pure electric vehicle is calibrated according to the road surface attachment condition and the required torque of the pure electric vehicle after gradient compensation.
Step S4 comprises the steps of:
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.
The invention calibrates the final required torque of the pure electric vehicle, which is expressed as:
Wherein: The final required torque of the pure electric vehicle is represented by min which is the minimum value sign,/> The required torque of the pure electric vehicle is represented by r w, the tire radius of the pure electric vehicle and F dmax.
Those of ordinary skill in the art will recognize that the embodiments described herein are for the purpose of aiding the reader in understanding the principles of the present invention and should be understood that the scope of the invention is not limited to such specific statements and embodiments. Those of ordinary skill in the art can make various other specific modifications and combinations from the teachings of the present disclosure without departing from the spirit thereof, and such modifications and combinations remain within the scope of the present disclosure.

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 Method for calibrating required torque of pure electric vehicle Pending CN118003908A (en)

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