WO2019105247A1 - 电动车辆巡航控制方法和系统及车辆、控制器和存储介质 - Google Patents

电动车辆巡航控制方法和系统及车辆、控制器和存储介质 Download PDF

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Publication number
WO2019105247A1
WO2019105247A1 PCT/CN2018/116101 CN2018116101W WO2019105247A1 WO 2019105247 A1 WO2019105247 A1 WO 2019105247A1 CN 2018116101 W CN2018116101 W CN 2018116101W WO 2019105247 A1 WO2019105247 A1 WO 2019105247A1
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Prior art keywords
cruise
torque
vehicle
vehicle speed
pid
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PCT/CN2018/116101
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English (en)
French (fr)
Inventor
崔挺
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蔚来汽车有限公司
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Application filed by 蔚来汽车有限公司 filed Critical 蔚来汽车有限公司
Priority to EP18884309.8A priority Critical patent/EP3718846A4/en
Publication of WO2019105247A1 publication Critical patent/WO2019105247A1/zh

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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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/08—Means for preventing excessive speed of the vehicle
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • 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
    • B60L2240/421—Speed
    • 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
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • 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
    • Y02T10/64—Electric machine technologies in electromobility
    • 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

Definitions

  • the present invention relates to the field of automobile technology, and in particular, to an electric vehicle cruise control method, an electric vehicle cruise control system, and a vehicle, a controller, and a storage medium.
  • Cruise control is a function that activates the cruise function by the user operating the cruise control switch to release the accelerator pedal and keep the vehicle running at a certain speed.
  • cruise control is basically mature in traditional gasoline vehicles.
  • various types of new energy vehicles such as electric vehicles and hybrid vehicles are increasingly widely used, and cruise control research for such vehicles has received much attention in recent years.
  • the throttle torque is used to maintain the initial torque of the cruise target speed when cruise control is initiated.
  • the vehicle controller VCU monitors the current vehicle speed in real time, and feedbacks the motor output torque according to the difference between the current vehicle speed and the cruising target vehicle speed. By continuously adjusting the motor torque, the current vehicle speed is adjusted. Adjust to the cruising target speed.
  • the existing cruise control method cannot guarantee that the vehicle speed is stabilized at the cruise target speed, and it is difficult to satisfy the user's good driving experience.
  • the initial torque of the cruise torque using the throttle torque will cause the vehicle speed to continue to accelerate when entering the cruise control during the acceleration process; the road gradient will cause the cruise torque to change drastically, thus affecting the torque output smoothness; when the vehicle stops cruising, it is saved.
  • the cruise speed is resumed and resumed at low speed, it will cause the vehicle to accelerate rapidly; the motor torque is requested in the cruise control.
  • the cruise PID control torque is adjusted according to the target torque, the vehicle may be easily shaken. Therefore, it is quite necessary to further improve the existing cruise control mode to effectively handle the motor torque variation.
  • the present invention provides an electric vehicle cruise control method, an electric vehicle cruise control system, and a vehicle, a controller, and a storage medium, thereby effectively solving the above problems and other problems existing in the prior art.
  • an electric vehicle cruise control method comprising the steps of:
  • the current vehicle speed V is detected, and the intermediate vehicle speed V 2 between the two is set according to the cruise target vehicle speed V 1 and the current vehicle speed V, and then the current vehicle speed V and the middle are calculated. a difference between the vehicle speeds V 2 and obtaining a final cruise torque based on the difference and the set initial torque;
  • step B the final cruise torque is obtained by PID control, which includes:
  • the larger of the obtained cruise torque and driver request torque is selected as the final cruise torque.
  • the PID initial torque is a smaller one of selecting the driver request torque and the vehicle coasting load, and the driver request torque is based on a current vehicle speed and Obtained by the accelerator pedal signal
  • the vehicle gliding load refers to a load when the vehicle maintains the vehicle driving force and the running resistance at the preset constant vehicle speed on the straight road to reach the dynamic balance of the vehicle in a windless condition
  • the PID limiting torque at startup cruising. 1 is a difference between the current vehicle speed V and the target cruising vehicle speed V is obtained, and during cruising. 1 is a difference between the current vehicle speed V and the target cruising vehicle speed V, an electric vehicle The current torque of the motor, obtained from the cruise torque.
  • the electric vehicle cruise control method optionally, if the absolute value of the difference between the current vehicle speed V and the cruise target vehicle speed V 1 is greater than a preset threshold, the external characteristic curve of the motor of the electric vehicle is obtained. Corresponding external motor characteristic torque is used as the PID limit torque, and wherein if the absolute value of the difference between the current vehicle speed V and the cruise target vehicle speed V 1 is less than the preset threshold, the obtained cruise torque is taken as The PID limits the torque.
  • the preset threshold is not greater than 5.
  • the electric vehicle cruise control method further includes: correcting the PID initial torque and/or the PID limit torque to conform to a motor of the electric vehicle characteristic.
  • an electric vehicle cruise control system comprising:
  • a first unit configured to receive a cruise start request or a cruise recovery request, the cruise start request including a cruise target vehicle speed V 1 ;
  • a second unit which is arranged to perform: determining whether the vehicle cruise meet the set condition, if it is detected in line with the current vehicle speed V, target vehicle speed V and according to the current cruising vehicle speed V is set on the value 1 positioned therebetween and the intermediate a vehicle speed V 2 , then calculating a difference between the current vehicle speed V and the intermediate vehicle speed V 2 , and obtaining a final cruise torque based on the difference and the set initial torque;
  • a third unit is provided for adjusting the motor output torque of the electric vehicle to drive the vehicle to cruise in accordance with the final cruise torque.
  • the electric vehicle cruise control system further includes a PID controller configured to perform PID control based on the PID initial torque, the PID speed deviation, and the PID limit torque.
  • a PID controller configured to perform PID control based on the PID initial torque, the PID speed deviation, and the PID limit torque.
  • the initial torque, the difference value are respectively selected as the PID initial torque, the PID speed deviation, and wherein the second unit is further configured to be output by the PID controller
  • the larger of the cruise torque and the driver request torque is selected as the final cruise torque.
  • the PID initial torque is a smaller one of selecting the driver request torque and the vehicle coasting load, and the driver request torque is based on a current vehicle speed and Obtained by the accelerator pedal signal
  • the vehicle gliding load refers to a load when the vehicle maintains the vehicle driving force and the running resistance at the preset constant vehicle speed on the straight road to reach the dynamic balance of the vehicle in a windless condition
  • the PID limiting torque at startup cruising. 1 is a difference between the current vehicle speed V and the target cruising vehicle speed V is obtained, and during cruising. 1 is a difference between the current vehicle speed V and the target cruising vehicle speed V, an electric vehicle The current torque of the motor, obtained from the cruise torque.
  • the electric vehicle cruise control system optionally, if the absolute value of the difference between the current vehicle speed V and the cruise target vehicle speed V 1 is greater than a preset threshold, the external characteristic curve of the motor of the electric vehicle is obtained. Corresponding external motor characteristic torque is used as the PID limit torque, and wherein if the absolute value of the difference between the current vehicle speed V and the cruise target vehicle speed V 1 is less than the preset threshold, the obtained cruise torque is taken as The PID limits the torque.
  • the first unit is a cruise switch
  • the second unit is a vehicle controller (VCU)
  • the third unit Is the motor controller (PEU).
  • a vehicle provided with the electric vehicle cruise control system according to any of the above, the vehicle comprising a pure electric vehicle, a hybrid vehicle.
  • a controller comprising: a processor and a memory for storing an instruction, when the instruction is executed, the processor implements any one of the above Electric vehicle cruise control method.
  • a storage medium for storing an instruction that, when executed, implements the electric vehicle cruise control method according to any of the above.
  • the invention innovatively provides an electric vehicle cruise control scheme, which enables the vehicle to cruise more smoothly by real-time precise adjustment of the motor torque output, in particular, can ensure that the cruise control torque does not fluctuate, thereby effectively avoiding acceleration in the vehicle.
  • the cruise torque control scheme using the optimization improvement according to the present invention can also significantly reduce the vehicle calibration workload and further improve the user's driving experience.
  • FIG. 1 is a schematic flow chart showing an embodiment of an electric vehicle cruise control method according to the present invention.
  • FIG. 2 is a process logic diagram of another embodiment of an electric vehicle cruise control method in accordance with the present invention.
  • FIG. 3 is a schematic diagram of the composition of an embodiment of an electric vehicle cruise control system in accordance with the present invention.
  • the present invention still allows for any of the individual technical features described or implied in the embodiments referred to herein, or any single technical feature that is shown or implicit in the various figures. Any combination or singulation continues between the equivalents thereof to obtain further embodiments of the invention that may not be directly mentioned herein.
  • the term "electric vehicle” as used herein includes, but is not limited to, a purely electric vehicle, a hybrid vehicle, and the like.
  • FIG. 1 An exemplary flow of an embodiment of an electric vehicle cruise control method in accordance with the present invention is exemplarily provided in FIG. As shown in FIG. 1, the electric vehicle cruise control method example includes the following steps:
  • step S11 the cruise start receiving requests (which contains the target cruising vehicle speed V 1) or a cruise resume request.
  • the above-mentioned cruise start request or cruise recovery request is generally issued by the driver of the vehicle according to the driving needs, by operating the cruise system installed on the vehicle. For example, when the driver presses the cruise start button and the Set button, the cruise start request is sent; when the driver presses the brake or presses the Cancel button, the electric vehicle will exit the cruise state, but the cruise system is not closed at this time. Once the driver presses the Resume button, a cruise recovery request is sent, so that the electric vehicle can enter the cruise state again.
  • step S12 after receiving the cruise start request or the cruise recovery request, if the vehicle meets the cruise setting conditions (eg, the accelerator pedal position signal, the brake pedal position signal, the gear position signal, the vehicle speed signal, the vehicle high pressure state, etc.) Then, it is detected to obtain the current vehicle speed V, and then an intermediate vehicle speed V 2 is set according to the cruise target vehicle speed V 1 and the current vehicle speed V, and the intermediate vehicle speed V 2 can be selected to be numerically located at the cruising target vehicle speed V 1 and the current vehicle speed V Any suitable speed value between the two is based on the consideration of being able to control the output torque of the motor more efficiently, smoothly and accurately, thereby ensuring that the cruise control torque does not fluctuate.
  • the cruise setting conditions eg, the accelerator pedal position signal, the brake pedal position signal, the gear position signal, the vehicle speed signal, the vehicle high pressure state, etc.
  • the present invention proposes an innovative idea that is completely different from the prior art, that is, the conventional scheme generally only focuses on the relationship between the current vehicle speed and the cruising target vehicle speed in cruise control.
  • the present invention overcomes the inertial thinking of the industry in this respect, and by setting the intermediate vehicle speed V 2 as an intermediate transition between the cruise target speed V 1 and the current vehicle speed V, it can be effective.
  • the ground plays a role in narrowing the speed difference between them, so that the vehicle can be approached from the current speed and finally reach the cruising target speed with a more gentle gradient of change, in which the electric motor can be adjusted in a more gentle manner in real time.
  • the vehicle's motor outputs torque, which achieves a significant technical effect that the cruise control torque does not fluctuate.
  • the above-described intermediate vehicle speed may be set to:
  • V 2 min[V 1 , V+K 1 *(V 1 -V)]
  • the intermediate vehicle speed V 2 will be incremented by a certain gradient (ie gradient limit) on the basis of the current vehicle speed V until the intermediate vehicle speed V 2 reaches the cruise target vehicle speed V 1 , and K 1 in the above expression is the vehicle speed gradient parameter.
  • K 1 the vehicle speed gradient parameter.
  • the vehicle speed gradient parameter can be derived from experimental test data, it may be set to be selected according to the particular application. If the current vehicle speed V is larger than the case of the target cruising vehicle speed V occurs. 1, it may be set above an intermediate vehicle speed according to the expression:
  • V 2 max[V 1 , VK 2 *(V 1 -V)]
  • the intermediate vehicle speed V 2 will be decremented by a certain gradient (ie, slope limit) on the basis of the current vehicle speed V until the intermediate vehicle speed V 2 reaches the cruise target vehicle speed V 1 , and K 2 in the above expression is the vehicle speed gradient parameter. If the current vehicle speed V is closer to the cruising target vehicle speed V 1 , the smaller the K 2 value, the same may be from the experimental test data, or may be selected according to the specific application. For the above two vehicle speed gradient parameters K 1 and K 2 , they may be equal or unequal to each other.
  • any other suitable manner is completely allowed in the solution of the present invention to select the intermediate vehicle speed V 2 between the cruise target vehicle speed V 1 and the current vehicle speed V. .
  • the difference between them is calculated based on the current vehicle speed V and the intermediate vehicle speed V 2 , and then the final cruise torque T is obtained based on the difference and the set initial torque.
  • the initial torque this will be described in detail later, but it should be understood that the present invention actually allows the direct provision of the electric power based on a large amount of measured data and/or a data storage table formed by the user using the data.
  • the vehicle's current vehicle condition matches the appropriate initial torque, or the calculated initial torque is provided by any other suitable means.
  • step S13 the motor output torque of the electric vehicle can be adjusted according to the obtained final cruise torque T, thereby driving the vehicle to cruise through the motor output torque that has been adjusted in real time, thus effectively avoiding During the cruise start and cruise process, the cruise torque changes drastically and the vehicle impact is large, which makes the vehicle run more smoothly and improves the user's driving experience.
  • a PID (Proportional Integral Derivative) control mode may be optionally employed to calculate the cruise torque T 1 to be supplied, and then the larger of the driver request torque is used as the final cruise torque T.
  • a processing logic process in which PID control is employed is shown in the figure.
  • the input of the PID control includes a PID speed deviation, a PID initial torque, and a PID limit torque, and the PID speed deviation may correspond to the difference between the calculated current vehicle speed V and the intermediate vehicle speed V 2 .
  • a value for controlling the cruise torque change rate and the PID initial torque therein may correspond to the initial torque described above, and the PID limit torque is provided to further optimize the cruise torque T 1 through the PID control output.
  • the following is an example for the above.
  • the PID initial torque it may alternatively be selected in the present invention as the lesser of the driver request torque and the vehicle coasting load. Since the throttle torque at this time may be greater than the cruise control torque that keeps the vehicle at the cruising target speed when the cruise function is activated, for example, during acceleration, it is very easy to cause the vehicle to accelerate at the beginning of the cruise, so Avoid such problems by providing the initial PID torque.
  • the driver request torque it can be obtained by performing throttle analysis based on the current vehicle speed V and the accelerator pedal signal APP.
  • the vehicle gliding load In terms of the above-mentioned vehicle gliding load, it reflects the relationship between the vehicle speed and the running resistance of the vehicle, that is, it means that the vehicle maintains the driving force of the vehicle at a preset constant vehicle speed on a straight road under no wind conditions.
  • the driving resistance reaches the load balance of the vehicle, as the vehicle speed increases, the running resistance of the vehicle will become larger, that is, the vehicle sliding load will also become larger.
  • the torque in terms of PID when starting the cruise can be obtained based on a difference between V 1 of the current vehicle speed V and the target cruising vehicle speed during cruising can be a difference between the current vehicle speed V and the target cruising vehicle speed V. 1
  • the current torque T motor of the electric motor of the electric vehicle and the cruise torque T 1 are obtained.
  • a predetermined threshold for example, the preset threshold is not greater than 5 or other suitable value
  • the cruise torque T 1 also needs a control process from the cruise speed to reach the cruise target speed V 1 .
  • the external characteristic torque of the motor can be obtained according to the external characteristic curve of the motor of the electric vehicle, so that the external characteristic torque of the motor is used as PID limits torque.
  • the absolute value of the difference between the current vehicle speed V and the cruise target vehicle speed V 1 is less than the preset threshold, it indicates that the cruise torque T 1 outputted by the PID control can be substantially close to the cruise target vehicle speed V 1 . Therefore, at this time, the cruise torque T 1 can be directly used as the PID limit torque for performing further PID control calculation, so that it is possible to very effectively avoid the occurrence of cruise torque jitter in the cruise control due to, for example, a change in road surface gradient. Negative Effects.
  • the PID initial torque can be set to 20 Nm.
  • the cruise torque T 1 outputted by the PID control can be used as the PID limit. Torque.
  • the cruise torque will be withdrawn and the vehicle speed will be reduced from 80km/h to 30km/h, for example, but still within the preset speed range.
  • the Resume button in order to reduce the cruise torque fluctuation, for example, to set an intermediate vehicle speed V 2 of 40 km/h, the intermediate vehicle speed V 2 will start with a gradient from 40 km/h. Increment until it is equal to the cruising target speed V 1 .
  • the PID control will adjust the output torque of the control motor in real time according to the difference between the current vehicle speed V and the intermediate vehicle speed V 2 to ensure that the cruise control torque will not fluctuate and other adverse effects.
  • the throttle is released, according to this
  • the intermediate vehicle speed V 2 will be decremented by a certain gradient from 90 km/h until it is equal to the cruise target vehicle speed V 1 .
  • the PID control will also adjust the output torque of the control motor in real time according to the difference between the current vehicle speed V and the intermediate vehicle speed V 2 to ensure that the cruise control torque does not fluctuate and other adverse effects.
  • an electric vehicle cruise control system is also provided.
  • the in-vehicle battery safety operating system is configured to perform the electric vehicle cruise control method according to the present invention in any suitable form, such as hardware, software, or a combination thereof, so as to be able to make full use of the present invention as described above.
  • a first unit 1, a second unit 2, a third unit 3 and an optional PID controller 4 are provided in the electric vehicle cruise control system example.
  • the first unit 1 which is arranged to receive a request to start a cruise or cruise resume request, wherein the request comprises a cruise start target cruising vehicle speed V 1.
  • the first unit 1 described above may be a cruise switch, and the cruise switch signal may be used to activate the vehicle cruise control function, set the current speed V of the vehicle to the cruise target speed V 1 , resume cruise control, and set cruise. Target speed V 1 and so on.
  • the first unit 1 described above may also be implemented in any suitable form such as hardware, software, or a combination thereof.
  • the second unit 2 which is arranged to perform: determining whether the vehicle cruise meet the set condition, if it is determined in line with, the current vehicle speed V is detected, and in accordance with the target cruising vehicle speed and current vehicle speed V V. 1 as previously set
  • the intermediate vehicle speed V 2 is then calculated as the difference between the current vehicle speed V and the intermediate vehicle speed V 2 , and the final cruise torque is obtained based on the difference and the set initial torque.
  • the function of the second unit 2 can be realized by setting a vehicle controller (VCU) on the vehicle.
  • VCU vehicle controller
  • the vehicle controller can be used as a key component of the cruise control function.
  • the user can interact with the cruise control power, determine the cruise control condition, and monitor the cruise. Functions such as torque changes.
  • the second unit 2 described above is also allowed to be implemented in any suitable form such as hardware, software or a combination thereof.
  • the third unit 3 it is arranged to adjust the motor output torque of the electric vehicle in accordance with the final cruise torque provided by the second unit 2 in order to drive the vehicle for cruising.
  • the third unit 3 can be a motor controller (PEU). It will be understood that the third unit 3 described above can similarly be implemented by any suitable form such as hardware, software or a combination thereof.
  • PID controller 4 which is provided for performing PID control based on the initial torque PID, PID and PID speed deviation limit for output torque cruise torque T 1. Since a detailed description of various aspects such as PID initial torque, PID limit torque, PID speed deviation, driver request torque, vehicle coasting load, and the like according to the technical solution of the present invention has been made in the foregoing, it can be combined.
  • the PID control of the PID controller 4 is set with reference to these foregoing contents, and the description will not be repeated here.
  • a vehicle on which an electric vehicle cruise control system designed and provided according to the present invention is provided so that electric power can be more advantageously realized as compared with the prior art.
  • the cruising start of the vehicle, the recovery of the cruise, and the torque control during the cruise play a significant technical advantage as described above with the inventive solution.
  • Vehicles provided in accordance with the present invention include, but are not limited to, pure electric vehicles, hybrid vehicles, and the like.
  • the present invention also provides a controller comprising a processor and a memory for storing instructions, when the instructions are executed, the processor implements, for example, as exemplarily described above in connection with FIGS. 1 and 2 An electric vehicle cruise control method according to the present invention.
  • the controller may be located in the vehicle or in other devices that may implement the method and that achieve the intent of the present invention.
  • the invention also provides a storage medium for storing instructions which, when executed, are used to implement an electric vehicle according to the invention, for example as exemplarily described above in connection with the exemplary description of FIGS. 1 and 2 Cruise control method.
  • the electric vehicle cruise control method, the electric vehicle cruise control system, and the vehicle, the controller, and the storage medium according to the present invention are exemplified in detail by way of example only, and these examples are only for explaining the principles of the present invention and the embodiments thereof, and Various modifications and improvements may be made by those skilled in the art without departing from the scope of the invention.
  • vehicle speed for example, current vehicle speed, cruising target vehicle speed, difference between current vehicle speed and cruising target vehicle speed
  • cruise demand torque cruise torque
  • cruise torque cruise torque
  • motor output torque motor output torque

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
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Abstract

一种电动车辆巡航控制方法和系统以及车辆、控制器和存储介质。该方法包括步骤：接收巡航启动请求或巡航恢复请求，巡航启动请求包含巡航目标车速V 1；如果车辆符合巡航设定条件，则检测当前车速V，并且根据巡航目标车速V 1和当前车速V设定在数值上位于二者之间的中间车速V 2，然后计算当前车速V与中间车速V 2之间差值，并且基于该差值和设定的初始扭矩来获得最终巡航扭矩；根据最终巡航扭矩来调节电动车辆的电机输出扭矩，以驱动车辆巡航。应用该电动车辆巡航控制方法和系统能够有效实现巡航控制扭矩不会出现波动，保证整车巡航行驶更为平顺并提高用户的驾驶感受。

Description

电动车辆巡航控制方法和系统及车辆、控制器和存储介质 技术领域
本发明涉及汽车技术领域，尤其涉及一种电动车辆巡航控制方法、电动车辆巡航控制系统以及车辆、控制器和存储介质。
背景技术
巡航控制是通过用户操作巡航控制开关来激活巡航功能，以便释放加速踏板并保持车辆以一定速度行驶的功能。巡航控制作为车辆基本功能，在传统汽油车中已基本成熟。随着科技进步和社会发展，例如电动车辆、混合动力汽车等多种类型的新能源汽车日益获得广泛使用，针对此类车辆的巡航控制研究近年来已备受关注。
在启动巡航控制时，油门扭矩用于保持巡航目标车速的初始扭矩。在巡航控制过程中，整车控制器(VCU)实时监控车辆当前车速，并且根据当前车速与巡航目标车速之间差值来对电机输出扭矩进行反馈控制，通过不断调整电机扭矩，从而将当前车速调节至巡航目标车速。
然而，在实际应用中存在很多因素会影响车辆巡航控制的使用效果，特别是现有的巡航控制方式无法保证将车速稳定在巡航目标车速，难以满足用户的良好驾驶感受。例如，巡航扭矩的初始扭矩采用油门扭矩会造成在加速过程中进入巡航控制时，车速会继续加速；路面坡度变化会造成巡航扭矩剧烈变化，从而影响到扭矩输出平顺性；当车辆停止巡航后保存巡航车速并在低速状态下恢复巡航时，将会导致整车急加速；在巡航控制中请求电机扭矩，如果按照目标扭矩来调整巡航PID控制扭矩，很容易造成车辆抖动。因此，进一步改进现有的巡航控制方式以有效处理电机扭矩变化是相当有必要的。
发明内容
有鉴于此，本发明提供了电动车辆巡航控制方法、电动车辆巡航控制系统以及车辆、控制器和存储介质，从而有效地解决了现有技术中存在的上述问题和其他方面的问题。
首先，根据本发明的第一方面，它提供了一种电动车辆巡航控制方法，其包括步骤：
A.接收巡航启动请求或巡航恢复请求，所述巡航启动请求包含巡航目标车速V 1；
B.如果车辆符合巡航设定条件，则检测当前车速V，并且根据巡航目标车速V 1和当前车速V设定在数值上位于二者之间的中间车速V 2，然后计算当前车速V与中间车速V 2之间差值，并且基于所述差值和设定的初始扭矩来获得最终巡航扭矩；以及
C.根据所述最终巡航扭矩来调节电动车辆的电机输出扭矩，以驱动车辆巡航。
在根据本发明的电动车辆巡航控制方法中，可选地，在步骤B中：如果当前车速V小于巡航目标车速V 1，则设定中间车速V 2＝min[V 1，V+K 1*(V 1-V)]，其中K 1为车速梯度参数；如果当前车速V大于巡航目标车速V 1，则设定中间车速V 2＝max[V 1，V-K 2*(V 1-V)]，其中K 2为车速梯度参数且与K 1相等或不相等。
在根据本发明的电动车辆巡航控制方法中，可选地，在步骤B中是通过PID控制来获得所述最终巡航扭矩，其包括：
设定PID初始扭矩、PID速度偏差和PID限制扭矩，其中，将所述初始扭矩、所述差值分别作为所述PID初始扭矩、所述PID速度偏差；
基于所述PID初始扭矩、所述PID速度偏差和所述PID限制扭矩进行PID控制以获得巡航扭矩；以及
选取所获得的巡航扭矩与驾驶员请求扭矩中的较大者作为所述最终巡航扭矩。
在根据本发明的电动车辆巡航控制方法中，可选地，所述PID初始扭矩是选取所述驾驶员请求扭矩和车辆滑行负载中的较小者，所述驾驶员请求扭矩是根据当前车速和油门踏板信号来获得的，所述车辆滑行负载是指在无风条件下，车辆在平直道路上以预设的恒定车速维持车辆驱动力与行驶阻力达到车辆动态平衡时的负载；并且/或者
所述PID限制扭矩在巡航启动时是根据当前车速V与巡航目标车速V 1之间差值来获得的，并且在巡航期间是根据当前车速V与巡航目标车速V 1之间差值、电动车辆的电机的当前扭矩、所获得的巡航扭矩来获得的。
在根据本发明的电动车辆巡航控制方法中，可选地，如果当前车速V与巡航目标车速V 1之间差值的绝对值大于预设阈值，则根据电动车辆的电机的外特性曲线来获得相应的电机外特性扭矩作为所述PID限制扭矩，并且其中，如果当前车速V与巡航目标车速V 1之间差值的绝对值小于所述预设阈值，则将所述所获得的巡航扭矩作为所述PID限制扭矩。
在根据本发明的电动车辆巡航控制方法中，可选地，所述预设阈值不大于5。
在根据本发明的电动车辆巡航控制方法中，可选地，所述电动车辆巡航控制方法还包括：对所述PID初始扭矩和/或所述PID限制扭矩进行修正以使其符合电动车辆的电机特性。
其次，根据本发明的第二方面，也提供了一种电动车辆巡航控制系统，其包括：
第一单元，其被设置成用于接收巡航启动请求或巡航恢复请求，所述巡航启动请求包含巡航目标车速V 1；
第二单元，其被设置成执行：判断车辆是否符合巡航设定条件，如果符合则检测当前车速V，并且根据巡航目标车速V 1和当前车速V设定在数值上位于二者之间的中间车速V 2，然 后计算当前车速V与中间车速V 2之间差值，并基于所述差值和设定的初始扭矩来获得最终巡航扭矩；以及
第三单元，其被设置成用于根据所述最终巡航扭矩来调节电动车辆的电机输出扭矩，以驱动车辆巡航。
在根据本发明的电动车辆巡航控制系统中，可选地，所述第二单元还被设置成执行：如果当前车速V小于巡航目标车速V 1，则设定中间车速V 2＝min[V 1，V+K 1*(V 1-V)]，其中K 1为车速梯度参数；如果当前车速V大于巡航目标车速V 1，则设定中间车速V 2＝max[V 1，V-K 2*(V 1-V)]，其中K 2为车速梯度参数且与K 1相等或不相等。
在根据本发明的电动车辆巡航控制系统中，可选地，所述电动车辆巡航控制系统还包括PID控制器，其被设置成用于基于PID初始扭矩、PID速度偏差和PID限制扭矩进行PID控制以输出巡航扭矩，所述初始扭矩、所述差值被分别选取作为所述PID初始扭矩、所述PID速度偏差，并且其中，所述第二单元还被设置成将由所述PID控制器输出的所述巡航扭矩与驾驶员请求扭矩中的较大者选取作为所述最终巡航扭矩。
在根据本发明的电动车辆巡航控制系统中，可选地，所述PID初始扭矩是选取所述驾驶员请求扭矩和车辆滑行负载中的较小者，所述驾驶员请求扭矩是根据当前车速和油门踏板信号来获得的，所述车辆滑行负载是指在无风条件下，车辆在平直道路上以预设的恒定车速维持车辆驱动力与行驶阻力达到车辆动态平衡时的负载；并且/或者
所述PID限制扭矩在巡航启动时是根据当前车速V与巡航目标车速V 1之间差值来获得的，并且在巡航期间是根据当前车速V与巡航目标车速V 1之间差值、电动车辆的电机的当前扭矩、所获得的巡航扭矩来获得的。
在根据本发明的电动车辆巡航控制系统中，可选地，如果当前车速V与巡航目标车速V 1之间差值的绝对值大于预设阈值，则根据电动车辆的电机的外特性曲线来获得相应的电机外特性扭矩作为所述PID限制扭矩，并且其中，如果当前车速V与巡航目标车速V 1之间差值的绝对值小于所述预设阈值，则将所述所获得的巡航扭矩作为所述PID限制扭矩。
在根据本发明的电动车辆巡航控制系统中，可选地，所述第一单元是巡航开关，并且/或者所述第二单元是整车控制器(VCU)，并且/或者所述第三单元是电机控制器(PEU)。
再者，根据本发明的第三方面，还提供了一种车辆，所述车辆上设置有如以上任一项所述的电动车辆巡航控制系统，所述车辆包括纯电动车辆、混合动力车辆。
此外，根据本发明的第四方面，还提供了一种控制器，其包括处理器与用于存储指令的存储器，在所述指令被执行时，所述处理器实现如以上任一项所述的电动车辆巡航控制 方法。
另外，根据本发明的第五方面，还提供了一种存储介质，其用于存储指令，所述指令在被执行时实现如以上任一项所述的电动车辆巡航控制方法。
本发明创新性地提供了电动车辆巡航控制方案，其通过对电机扭矩输出进行实时精确调节而使得整车巡航更为平顺，尤其能够保证巡航控制扭矩不会出现波动，从而有效避免了在车辆加速过程中设置巡航车速后松开油门踏板而导致整车加速、在停止巡航后当车速从低速或高速恢复巡航时出现急加速或急减速等不利影响，消除了现有巡航控制中存在的巡航扭矩变化剧烈、车辆抖动、车辆冲击大等问题。此外，采用根据本发明的优化改进的巡航扭矩控制方案还能够显著减小车辆标定工作量，并且进一步提高用户的驾驶感受。
附图说明
以下将结合附图和实施例来对本发明的技术方案作进一步的详细描述，但是应当知道，这些附图仅是为解释目的而设计的，因此不作为本发明范围的限定。此外，除非特别指出，这些附图仅意在概念性地说明此处描述的结构构造或步骤流程。
图1是一个根据本发明的电动车辆巡航控制方法实施例的基本流程示意图。
图2是另一个根据本发明的电动车辆巡航控制方法实施例的处理逻辑示意图。
图3是一个根据本发明的电动车辆巡航控制系统实施例的组成示意图。
具体实施方式
首先，需要说明的是，以下将以示例方式来具体说明根据本发明的电动车辆巡航控制方法、电动车辆巡航控制系统以及车辆、控制器和存储介质的步骤、组成、特点和优点等方面，然而所有的描述仅是用来进行说明的，而不应将它们理解为对本发明形成任何的限制。
另外，对于在本文所提及的实施例中予以描述或隐含的任意单个技术特征，或者被显示或隐含在各附图中的任意单个技术特征，本发明仍然允许在这些技术特征(或其等同物)之间继续进行任意组合或者删减，从而获得可能未在本文中直接提及的本发明的更多其他实施例。此外，还应当指出，在本文中所使用的技术术语“电动车辆”包括但不局限于纯电动车辆、混合动力车辆等。
在图1中示范性地提供了一个根据本发明的电动车辆巡航控制方法实施例的基本流程。如图1所示，该电动车辆巡航控制方法示例包括以下这些步骤：
首先，从步骤S10开始，然后在步骤S11中，接收巡航启动请求(其中包含了巡航目标车速V 1)或者巡航恢复请求。通常来讲，在实际应用场合下，上述的巡航启动请求或者巡航恢复 请求一般是由车辆驾驶员根据行车需要，通过操作装设在车辆上的巡航系统发出的。例如，当驾驶员按下巡航启动键和Set键后，即发送出巡航启动请求；当驾驶员踩下刹车或按下Cancel键时，电动车辆将退出巡航状态，但是巡航系统此时并未关闭，一旦驾驶员按下Resume键后，则发送出巡航恢复请求，从而可以使得电动车辆再次进入巡航状态。
其次，在步骤S12中，在接收到巡航启动请求或者巡航恢复请求之后，如果车辆符合巡航设定条件(例如油门踏板位置信号、刹车踏板位置信号、档位信号、车速信号、整车高压状态等)，那么就检测获取当前车速V，然后根据巡航目标车速V 1和当前车速V来设定一个中间车速V 2，该中间车速V 2可以选取在数值上位于巡航目标车速V 1和当前车速V二者之间的任何适宜的速度值，这是本发明基于能够更为有效、平顺且精确地控制电机输出扭矩，从而保证巡航控制扭矩不会出现波动方面的考虑。必须指出，在这一点上，本发明提出了完全不同于现有技术的创新性思路，即传统方案是普遍性地仅关注到在巡航控制中的当前车速和巡航目标车速二者之间关系，然而与此不同的是，本发明克服了业界人士在这一方面上的惯性思维，通过设置上述的中间车速V 2来作为巡航目标车速V 1和当前车速V之间的中间过渡，就能够有效地起到缩小它们之间的速度差跨度，从而以更为缓和的变化梯度来促使车辆从当前车速开始不断趋近并最终达到巡航目标车速，在此过程中能以更平缓的方式实时调节电动车辆的电机输出扭矩，从而实现了巡航控制扭矩不会出现波动的显著技术效果。
作为举例说明，在可选的情况下，如果出现当前车速V小于巡航目标车速V 1的情形，那么可以将上述的中间车速设置为：
V 2＝min[V 1，V+K 1*(V 1-V)]
其表示中间车速V 2将在当前车速V的基础上以一定梯度进行递增(即梯度限制)，直到该中间车速V 2达到巡航目标车速V 1，在以上表达式中的K 1为车速梯度参数，如果当前车速V距离巡航目标车速V 1越近，那么K 1值就越小，该车速梯度参数可以来自于实验测试数据，也可以是根据具体应用来进行选择设定的。如果出现当前车速V大于巡航目标车速V 1的情形，那么可以根据以下表达式来设定上述的中间车速：
V 2＝max[V 1，V-K 2*(V 1-V)]
其表示中间车速V 2将在当前车速V的基础上以一定梯度进行递减(即斜率限制)，直到该中间车速V 2达到巡航目标车速V 1，在以上表达式中的K 2为车速梯度参数，如果当前车速V距离巡航目标车速V 1越近，那么K 2值就越小，它同样可以来自于实验测试数据，也可以是根据具体应用来进行选择设定的。对于以上这两个车速梯度参数K 1和K 2来讲，它们有可能是彼此相等或者不相等的。
可以理解的是，除了以上示范性的距离说明以外，在本发明方案中完全允许采用任何的其他适宜方式来选择设定居于巡航目标车速V 1和当前车速V二者之间的中间车速V 2。
在设定了中间车速V 2之后，接下来就基于当前车速V和中间车速V 2计算出它们之间的差值，然后再根据该差值和设定的初始扭矩来获得最终巡航扭矩T。关于初始扭矩，将会在后文中对此进行详细说明，但是应当理解的是，本发明实际上也允许基于大量的实测数据和/或用户使用数据所形成的数据存储表来直接提供与该电动车辆的此时车况相匹配的适宜初始扭矩，或者采用任何其他的合适方式通过计算提供的初始扭矩。
随后，在步骤S13中，就可以根据所获得的最终巡航扭矩T来对电动车辆的电机输出扭矩进行调节，从而以经过已实时调节后的电机输出扭矩来驱动车辆进行巡航，这样就能够有效避免在巡航启动和巡航过程中出现巡航扭矩变化剧烈、对车辆冲击大等问题，使得车辆行驶更为平顺，提升了用户的驾驶感受。
举例而言，在本发明中可以可选地采用PID(比例积分微分)控制方式来计算提供巡航扭矩T 1，然后将其与驾驶员请求扭矩中的较大者作为最终巡航扭矩T。具体来讲，例如请结合参阅图2所示出的实施例，在该图中显示出了其中采用PID控制的处理逻辑过程。如图2所示，该PID控制的输入项包括PID速度偏差、PID初始扭矩和PID限制扭矩，可以将PID速度偏差对应于上述的经过计算得到的当前车速V和中间车速V 2之间的差值，用于对巡航扭矩变化率进行控制，并且可将其中的PID初始扭矩对应于以上所述的初始扭矩，而PID限制扭矩则是被提供用来进一步优化经过PID控制输出的巡航扭矩T 1，以使得扭矩输出能够更加平稳，下面就具体针对以上这些内容进行的举例性说明。
对于PID初始扭矩来讲，在本发明中可以可选地将其选取为驾驶员请求扭矩和车辆滑行负载二者中的较小者。由于当例如在加速过程中启动巡航功能时，此时的油门扭矩可能会大于使车辆保持以巡航目标车速行驶的巡航控制扭矩，因此非常容易造成在巡航刚开始时车辆产生加速的情况，因此可以通过提供PID初始扭矩来避免发生此类问题。就上述的驾驶员请求扭矩来讲，可以根据当前车速V和油门踏板信号APP进行油门解析来获得。就上述的车辆滑行负载来讲，其反应出的是车速与车辆行驶阻力之间的关系，即它是指在无风条件下，车辆在平直道路上以预设的恒定车速维持车辆驱动力与行驶阻力达到车辆动态平衡时的负载，随着车速增加，车辆的行驶阻力将变大，即车辆滑行负载也会变大。
对于PID限制扭矩来讲，在巡航启动时可以根据当前车速V与巡航目标车速V 1之间的差值来获得，在巡航期间则可以根据当前车速V与巡航目标车速V 1之间的差值、电动车辆的电机的当前扭矩T motor、巡航扭矩T 1来获得。例如，如果当前车速V与巡航目标车速V 1之间差值的绝对值大于一个预设阈值(例如，该预设阈值不大于5或者其他的适宜数 值)时，则表明经过PID控制所输出的巡航扭矩T 1还距离达到巡航目标车速V 1的巡航车速还需要一段控制过程，此时可以根据电动车辆的电机的外特性曲线来获得相应的电机外特性扭矩，以便将该电机外特性扭矩作为PID限制扭矩。又如，如果当前车速V与巡航目标车速V 1之间差值的绝对值小于该预设阈值，则表明经过PID控制所输出的巡航扭矩T 1已经能够基本上接近达到巡航目标车速V 1了，因此此时可以直接将该巡航扭矩T 1作为PID限制扭矩用于实施进一步的PID控制计算，从而能够非常有效地避免由于例如路面坡度变化等情形将会造成在巡航控制中出现巡航扭矩抖动等不利影响。
此外，还应当说明的是，在本发明方法中还考虑到了在可选情形下，可以针对PID初始扭矩和/或PID限制扭矩进行进一步修正处理(如降低扭矩变化率等)，以便使其完全符合电动车辆的电机特性。这是因为，对于例如经过计算或选取得到的PID初始扭矩和/或PID限制扭矩有可能存在着与电机自身允许特性(如电机功率上限、电机转速范围等方面限制)相背离的情况，因此可以考虑修正所设定的PID初始扭矩和/或PID限制扭矩来避免电动车辆的电机可能遭受损坏。
以上已经说明性地详细描述了本发明的电动车辆巡航控制方法，下面就通过一个具体示例来进一步说明本发明的巡航控制方案，以便能够更为清楚地理解本发明的原理及其技术优势。
假设电动车辆进入到预设的速度区间内，这样预设速度区间根据车辆参数的不同而不同，当驾驶员按下巡航使能键On来试图启动巡航系统，并且按下巡航车速Set键，即发送了巡航启动请求，并将当前车速V设定为目标巡航车速。如果当前车速V为80km/h，根据减速踏板信号和当前车速V解析出驾驶员请求扭矩为100Nm，与当前车速V相对应的车辆滑行负载为20Nm，那么可以将PID初始扭矩设定为20Nm，同时由于当前车速V即为巡航目标车速V 1，当前车速V与巡航目标车速V 1之间差值的绝对值小于预设阈值，那么可将经过PID控制所输出的巡航扭矩T 1作为PID限制扭矩。
如果驾驶员按下Cancel键或者踩下刹车，那么巡航扭矩将退出，车速将会由于行驶阻力例如从80km/h降低到30km/h，但仍处于预设速度区间。随后，如果驾驶员按下Resume键，根据本发明方案为了减小巡航扭矩波动而例如设定一个中间车速V 2为40km/h的话，那么该中间车速V 2将从40km/h开始以一定梯度递增，直到等于巡航目标车速V 1。在此期间，PID控制将会根据当前车速V与中间车速V 2之间差值实时调整控制电机的输出扭矩，保证巡航控制扭矩不会出现波动等不利影响。
当车辆达到巡航目标车速V 1后，在驾驶员具有超车意图的情况下，当其踩下油门，车速将会超过巡航目标车速V 1例如达到100km/h时，此时松开油门，根据本发明方案为了 减小巡航扭矩波动而例如设定一个设置中间车速V 2为90km/h的话，那么该中间车速V 2将从90km/h以一定梯度递减，直到等于巡航目标车速V 1。在此期间，PID控制同样将会根据当前车速V与中间车速V 2之间差值实时调整控制电机的输出扭矩，保证巡航控制扭矩不会出现波动等不利影响。
此外，根据本发明的另一个技术方案，也提供了一种电动车辆巡航控制系统。该车载电池安全操作系统是被设置成例如可以采用硬件、软件或其结合等任何适宜形式用来执行根据本发明的电动车辆巡航控制方法，以便能够充分利用如上所述的本发明显著优于现有技术的这些特点和优势。
作为举例说明，如图3中给出的实施例所示，在该电动车辆巡航控制系统示例中设置有第一单元1、第二单元2、第三单元3以及可选的PID控制器4。
具体来讲，对于第一单元1，它是被设置成用于接收巡航启动请求或巡航恢复请求，其中巡航启动请求包含巡航目标车速V 1。在实际应用中，上述的第一单元1可以是巡航开关，这样的巡航开关信号可用来实现车辆巡航控制功能启动、将车辆当前速度V设定为巡航目标车速V 1、恢复巡航控制、设置巡航目标车速V 1等。当然，上述第一单元1也可以采用例如硬件、软件或其结合等任何适宜形式来实现。
对于第二单元2，它被设置成用于执行：判断车辆是否符合巡航设定条件，如果判断符合的话，则检测当前车速V，并且根据巡航目标车速V 1和当前车速V设定为如前所述的中间车速V 2，然后计算当前车速V与中间车速V 2之间差值，并且基于该差值和设定的初始扭矩来获得最终巡航扭矩。在可选情形下，该第二单元2还被设置成执行：如果当前车速V小于巡航目标车速V 1则设定中间车速V 2＝min[V 1，V+K 1*(V 1-V)]，如果当前车速V大于巡航目标车速V 1则设定中间车速V 2＝max[V 1，V-K 2*(V 1-V)]。此外，还可以将第二单元2可选地设置成将由PID控制器4输出的巡航扭矩T 1与驾驶员请求扭矩中的较大者选取作为最终巡航扭矩T。关于上述各种参数的具体含义、设置等方面内容均可以参阅前述部分中相关各处的详细描述，在此不多赘述。在具体应用时，可以通过设置车辆上的整车控制器(VCU)来实现上述第二单元2的功能，例如图3所述，该整车控制器进作为巡航控制功能的关键零部件，可以例如通过接收从第一单元1获得的信号S1、油门踏板信号S2、刹车踏板信号S3、车速信号S4以及其他的可能信号来实现用户与巡航功控制能的交互、判断进入巡航控制条件、监控巡航扭矩变化等功能。应当指出，上述第二单元2也被允许采用例如硬件、软件或其结合等任何适宜形式来予以实现。
对于第三单元3，它是被设置成用于根据通过第二单元2所提供的最终巡航扭矩来调节电动车辆的电机输出扭矩，以便驱动车辆进行巡航。在实际应用中，第三单元3可以是电 机控制器(PEU)。可以理解的是，上述第三单元3也类似地可以通过例如硬件、软件或其结合等任何适宜形式来加以实现。
对于PID控制器4，它是被设置成用于基于PID初始扭矩、PID速度偏差和PID限制扭矩来进行PID控制用以输出巡航扭矩T 1。由于在前文中已经针对根据本发明技术方案中的例如PID初始扭矩、PID限制扭矩、PID速度偏差、驾驶员请求扭矩、车辆滑行负载等诸多方面都进行了非常详细的举例性说明，因此可以结合参考这些前述内容选择设置PID控制器4的PID控制，在此不再重复说明。
此外，根据本发明的又一个技术方案，还提供了一种车辆，在该车辆上设置了根据本发明所设计提供的电动车辆巡航控制系统，以便与现有技术相比较能够更有利地实现电动车辆的巡航启动、巡航恢复、巡航期间的扭矩控制，发挥出本发明方案所具备的如前所述的明显技术优势。根据本发明所提供的车辆包括但不局限于纯电动车辆、混合动力车辆等。
另外，本发明还提供一种控制器，其包括处理器与存储器，该存储器用于存储指令，在该指令被执行时，该处理器实现例如上文结合图1、图2所示例性描述的根据本发明的电动车辆巡航控制方法。在具体实施例中，控制器可以设置在车辆中，也可设置在其它的可以实现该方法且可实现本发明意图的设备中。
最后，本发明还提供一种存储介质，其用于存储指令，所述指令在被执行时用于实现例如上文结合图1、图2所示例性描述示例性描述的根据本发明的电动车辆巡航控制方法。
以上仅以举例方式来详细阐明根据本发明的电动车辆巡航控制方法、电动车辆巡航控制系统以及车辆、控制器和存储介质，这些个例仅供说明本发明的原理及其实施方式之用，而非对本发明的限制，在不脱离本发明的精神和范围的情况下，本领域技术人员还可以做出各种变形和改进。毫无疑问，由于现有技术在基于车辆速度(例如当前车速、巡航目标车速、当前车速与巡航目标车速之间差值等)、巡航需求扭矩、巡航扭矩、电机输出扭矩等运行参数来获得与车辆相关的各种运行参数(包括以上这些运行参数在内)等方面已经提供了大量的计算方法和处理手段，因此这些现有技术都被本发明所允许并且可加以使用，从而不必在本文中一一详述。例如，在前文实施例中采用了PID控制技术，然而本发明也需要使用其他任何一种或多种适宜的控制方式，所以在本发明技术方案中并不是必需采用PID控制步骤或设置PID控制器的。又如，尽管在给出的这些示例中是选取驾驶员请求扭矩和所获得巡航扭矩中的较大者来作为最终巡航扭矩、选取驾驶员请求扭矩和车辆滑行负载中的较小者来作为巡航控制中的初始扭矩，但是应当理解的是实际上完全可以直接采用该巡航扭矩或驾驶员请求扭矩来作为最终巡航扭矩，也可以直接采用驾驶员请求扭矩或车辆滑行负载中的较 小者来作为初始扭矩。因此，所有等同的技术方案均应属于本发明的范畴并为本发明的各项权利要求所限定。

Claims (16)

  1. 一种电动车辆巡航控制方法，其特征在于，所述电动车辆巡航控制方法包括步骤：
    A.接收巡航启动请求或巡航恢复请求，所述巡航启动请求包含巡航目标车速V 1；
    B.如果车辆符合巡航设定条件，则检测当前车速V，并且根据巡航目标车速V 1和当前车速V设定在数值上位于二者之间的中间车速V 2，然后计算当前车速V与中间车速V 2之间差值，并且基于所述差值和设定的初始扭矩来获得最终巡航扭矩；以及
    C.根据所述最终巡航扭矩来调节电动车辆的电机输出扭矩，以驱动车辆巡航。
  2. 根据权利要求1所述的电动车辆巡航控制方法，其中，在步骤B中：如果当前车速V小于巡航目标车速V 1，则设定中间车速V 2＝min[V 1，V+K 1*(V 1-V)]，其中K 1为车速梯度参数；如果当前车速V大于巡航目标车速V 1，则设定中间车速V 2＝max[V 1，V-K 2*(V 1-V)]，其中K 2为车速梯度参数且与K 1相等或不相等。
  3. 根据权利要求1或2所述的电动车辆巡航控制方法，其中，在步骤B中是通过PID控制来获得所述最终巡航扭矩，其包括：
    设定PID初始扭矩、PID速度偏差和PID限制扭矩，其中，将所述初始扭矩、所述差值分别作为所述PID初始扭矩、所述PID速度偏差；
    基于所述PID初始扭矩、所述PID速度偏差和所述PID限制扭矩进行PID控制以获得巡航扭矩；以及
    选取所获得的巡航扭矩与驾驶员请求扭矩中的较大者作为所述最终巡航扭矩。
  4. 根据权利要求3所述的电动车辆巡航控制方法，其中，所述PID初始扭矩是选取所述驾驶员请求扭矩和车辆滑行负载中的较小者，所述驾驶员请求扭矩是根据当前车速和油门踏板信号来获得的，所述车辆滑行负载是指在无风条件下，车辆在平直道路上以预设的恒定车速维持车辆驱动力与行驶阻力达到车辆动态平衡时的负载；并且/或者
    所述PID限制扭矩在巡航启动时是根据当前车速V与巡航目标车速V 1之间差值来获得的，并且在巡航期间是根据当前车速V与巡航目标车速V 1之间差值、电动车辆的电机的当前扭矩、所获得的巡航扭矩来获得的。
  5. 根据权利要求4所述的电动车辆巡航控制方法，其中，如果当前车速V与巡航目标车速V 1之间差值的绝对值大于预设阈值，则根据电动车辆的电机的外特性曲线来获得相应的电机外特性扭矩作为所述PID限制扭矩，并且其中，如果当前车速V与巡航目标车速V 1之间差值的绝对值小于所述预设阈值，则将所述所获得的巡航扭矩作为所述PID限制扭矩。
  6. 根据权利要求5所述的电动车辆巡航控制方法，其中，所述预设阈值不大于5。
  7. 根据权利要求4所述的电动车辆巡航控制方法，其中，所述电动车辆巡航控制方法还包 括：对所述PID初始扭矩和/或所述PID限制扭矩进行修正以使其符合电动车辆的电机特性。
  8. 一种电动车辆巡航控制系统，其特征在于，所述电动车辆巡航控制系统包括：
    第一单元，其被设置成用于接收巡航启动请求或巡航恢复请求，所述巡航启动请求包含巡航目标车速V 1；
    第二单元，其被设置成执行：判断车辆是否符合巡航设定条件，如果符合则检测当前车速V，并且根据巡航目标车速V 1和当前车速V设定在数值上位于二者之间的中间车速V 2，然后计算当前车速V与中间车速V 2之间差值，并基于所述差值和设定的初始扭矩来获得最终巡航扭矩；以及
    第三单元，其被设置成用于根据所述最终巡航扭矩来调节电动车辆的电机输出扭矩，以驱动车辆巡航。
  9. 根据权利要求8所述的电动车辆巡航控制系统，其中，所述第二单元还被设置成执行：如果当前车速V小于巡航目标车速V 1，则设定中间车速V 2＝min[V 1，V+K 1*(V 1-V)]，其中K 1为车速梯度参数；如果当前车速V大于巡航目标车速V 1，则设定中间车速V 2＝max[V 1，V-K 2*(V 1-V)]，其中K 2为车速梯度参数且与K 1相等或不相等。
  10. 根据权利要求8或9所述的电动车辆巡航控制系统，其中，所述电动车辆巡航控制系统还包括PID控制器，其被设置成用于基于PID初始扭矩、PID速度偏差和PID限制扭矩进行PID控制以输出巡航扭矩，所述初始扭矩、所述差值被分别选取作为所述PID初始扭矩、所述PID速度偏差，并且其中，所述第二单元还被设置成将由所述PID控制器输出的所述巡航扭矩与驾驶员请求扭矩中的较大者选取作为所述最终巡航扭矩。
  11. 根据权利要求10所述的电动车辆巡航控制系统，其中，所述PID初始扭矩是选取所述驾驶员请求扭矩和车辆滑行负载中的较小者，所述驾驶员请求扭矩是根据当前车速和油门踏板信号来获得的，所述车辆滑行负载是指在无风条件下，车辆在平直道路上以预设的恒定车速维持车辆驱动力与行驶阻力达到车辆动态平衡时的负载；并且/或者
    所述PID限制扭矩在巡航启动时是根据当前车速V与巡航目标车速V 1之间差值来获得的，并且在巡航期间是根据当前车速V与巡航目标车速V 1之间差值、电动车辆的电机的当前扭矩、所获得的巡航扭矩来获得的。
  12. 根据权利要求11所述的电动车辆巡航控制系统，其中，如果当前车速V与巡航目标车速V 1之间差值的绝对值大于预设阈值，则根据电动车辆的电机的外特性曲线来获得相应的电机外特性扭矩作为所述PID限制扭矩，并且其中，如果当前车速V与巡航目标车速V 1之 间差值的绝对值小于所述预设阈值，则将所述所获得的巡航扭矩作为所述PID限制扭矩。
  13. 根据权利要求8或9所述的电动车辆巡航控制系统，其中，所述第一单元是巡航开关，并且/或者所述第二单元是整车控制器(VCU)，并且/或者所述第三单元是电机控制器(PEU)。
  14. 一种车辆，其特征在于，所述车辆上设置有如权利要求8-13中任一项所述的电动车辆巡航控制系统，所述车辆包括纯电动车辆、混合动力车辆。
  15. 一种控制器，其包括处理器与用于存储指令的存储器，其特征在于，在所述指令被执行时，所述处理器实现如权利要求1至7中任一项所述的电动车辆巡航控制方法。
  16. 一种存储介质，其用于存储指令，其特征在于，所述指令在被执行时实现如权利要求1至7中任一项所述的电动车辆巡航控制方法。
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