WO2024021320A1 - 一种电动汽车辅助驾驶节能控制系统及控制方法 - Google Patents

一种电动汽车辅助驾驶节能控制系统及控制方法 Download PDF

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WO2024021320A1
WO2024021320A1 PCT/CN2022/126205 CN2022126205W WO2024021320A1 WO 2024021320 A1 WO2024021320 A1 WO 2024021320A1 CN 2022126205 W CN2022126205 W CN 2022126205W WO 2024021320 A1 WO2024021320 A1 WO 2024021320A1
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vehicle
braking force
assisted driving
force distribution
braking
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PCT/CN2022/126205
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English (en)
French (fr)
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张民
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常州星宇车灯股份有限公司
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Priority to EP22930139.5A priority Critical patent/EP4335683A1/en
Publication of WO2024021320A1 publication Critical patent/WO2024021320A1/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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/13—Maintaining the SoC within a determined range
    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • 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
    • B60L15/2009—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 for braking
    • 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
    • B60L15/2045—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 for optimising the use of energy
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/15—Preventing overcharging
    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/18—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
    • B60R16/0231—Circuits relating to the driving or the functioning 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—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
    • 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
    • B60L2240/68—Traffic data
    • 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 invention relates to an energy-saving control system and a control method for assisted driving of electric vehicles.
  • the market share of electric vehicles is getting higher and higher, and assisted driving electric vehicles are gradually becoming mainstream.
  • the current energy recovery strategy of electric vehicles with assisted driving functions still continues the energy recovery strategy of non-assisted driving vehicles. Some vehicles even use After the assisted driving function is turned on, turn off the energy recovery function or reduce the energy recovery function to a minimum.
  • electric vehicles have a low energy recovery and utilization rate after the assisted driving function is turned on, which is not conducive to the promotion and development of electric vehicles. Some vehicles even turn off the energy recovery function after some assisted driving functions are turned on, resulting in a waste of resources. and reduced vehicle driving range.
  • the technical problem to be solved by the present invention is to overcome the shortcomings of the existing technology.
  • the present invention provides an energy-saving control system and control method for assisted driving of electric vehicles, which are used to optimize the energy recovery function after the vehicle assisted driving function is turned on, and convert the energy into energy. Recycling can save energy and improve the driving range of vehicles in disguise.
  • the technical solution of the present invention is:
  • the present invention provides an energy-saving control system for auxiliary driving of electric vehicles, which includes:
  • the external sensing sensors are used to collect vehicle external environment data
  • the internal perception sensors are used to collect driver information
  • Assisted driving controller ADS which is used to process vehicle external environment data and driver information collected by external sensing sensors and internal sensing sensors;
  • Vehicle controller VCU which is used to receive the external environment and vehicle pedestrian information sent by the auxiliary driving controller, process it, and send control instructions to each module in the auxiliary driving energy-saving control system;
  • a hydraulic braking system used to brake the vehicle using hydraulic pressure
  • Motor controller MCU which is used to receive torque requests from the vehicle controller, drive the motor to work, and recover electrical energy
  • a power battery which is used to provide power to the vehicle and store recovered electrical energy
  • Battery management system BMS the battery management system is used to monitor the status of the power battery and collect current information.
  • vehicle external environment data includes pedestrian data, lane line data and front vehicle data.
  • Another aspect of the invention provides a control method for an auxiliary driving energy-saving control system for electric vehicles, which includes:
  • Step S1 After the vehicle is powered on and initialized, it is determined whether the vehicle has entered the assisted driving mode AD_Model. If it has entered the assisted driving mode AD_Model, then enter step S2; if the vehicle has not entered the assisted driving mode AD_Model, all energy recovery will be carried out according to the original strategy;
  • Step S2 When the vehicle enters the assisted driving mode, the assisted driving controller ADS identifies and classifies the vehicle's external environment data collected by the external sensing sensor, senses the vehicle's external environment and makes a judgment, and transmits the judged vehicle's external environment information. To the vehicle controller VCU;
  • Step S3 After the vehicle enters the assisted driving mode, the assisted driving controller ADS obtains the first braking force distribution influence coefficient a 1 based on the driver information collected by the internal sensing sensor.
  • the power battery management system BMS obtains the first braking force distribution influence coefficient a 1 based on the collected voltage and current information.
  • the second braking force distribution influence coefficient a 2 is sent to the vehicle controller VCU; the first braking force distribution influence coefficient a 1 and the second braking force distribution influence coefficient a 2 are sent to the vehicle controller VCU;
  • Step S4 The vehicle controller VCU receives the first braking force distribution influence coefficient a 1 sent by the auxiliary driving controller ADS and the second braking force distribution influence coefficient a 2 sent by the battery management system BMS, and obtains the request system through polynomial fitting.
  • Power f the expression of the requested braking force f is:
  • f a 1 *f hydraulic + a 2 *f motor ;
  • f hydraulic pressure and f motor are the information of the braking force map in the original braking force distribution
  • Step S5. the assisted driving controller ADS detects whether the vehicle's external environment information requires braking; when braking is required, the vehicle controller VCU calculates the response request according to the required vehicle speed, and affects the weight coefficient according to the braking force, Carry out braking force distribution; when braking is not required, the vehicle controller VCU performs coasting energy recovery based on vehicle information and external road surface information.
  • step S3 specifically includes the following steps:
  • Step S31 After the vehicle enters the assisted driving mode, the assisted driving controller ADS determines the driver's age, gender and mental state based on the driver information collected by the internal perception sensor, performs perception fusion classification, and obtains the first braking force distribution influence coefficient a 1 , and send the first braking force distribution influence coefficient a 1 to the vehicle controller VCU;
  • Step S32 After the vehicle enters the assisted driving mode, the power battery management system BMS determines the driver's driving habits and road condition smoothness information based on the vehicle's driving status through the collected voltage and current information, and obtains the second braking force distribution influence coefficient a by fitting. 2 , and sends the second braking force distribution influence coefficient a 2 to the vehicle controller VCU.
  • step S5 specifically includes the following steps:
  • Step S51 In the assisted driving mode, when the assisted driving controller ADS detects the vehicle's external environment information and needs to brake, the assisted driving controller ADS sends the required required vehicle speed to the vehicle controller VCU, and the vehicle controller VCU responds according to the demand.
  • the vehicle speed calculates the braking response request, and distributes hydraulic braking and motor braking according to the braking force influence weight coefficient;
  • Step S52 In the assisted driving mode, when the assisted driving controller ADS detects the external environment information of the vehicle and does not require braking, the assisted driving controller ADS performs coasting energy recovery based on the vehicle information and external road surface information, and the vehicle controller VCU performs coasting energy recovery according to the assisted driving mode. After judging the information from the driving controller ADS and the power battery management system BMS, it sends a motor braking request to the motor controller MCU for coasting energy recovery.
  • the prerequisite for coasting energy recovery in step S52 is to make a judgment based on the remaining power SOC of the power battery detected by the battery management system BMS.
  • the present invention first determines whether to enter the assisted driving function.
  • the driver confirms entering the assisted driving environment, it uses the driver information collected by the in-vehicle sensing sensor and uses the assisted driving controller ADS to calculate the driver's influence.
  • Coefficient the vehicle status coefficient is confirmed through the current and voltage changes collected by the battery management system BMS during vehicle driving, and the braking force distribution formula is obtained by fitting. According to the vehicle driving status under different circumstances, the braking force is allocated to the motor controller MCU end.
  • Energy recovery In the case of assisted driving of electric vehicles, the invention improves the energy recovery capability without affecting the drivability of the vehicle by optimizing the energy recovery function.
  • the invention performs optimized control through software without adding any hardware, and can achieve controllable costs.
  • FIG. 1 is a functional block diagram of the energy-saving control system for assisted driving of electric vehicles according to the present invention
  • Figure 2 is a flow chart of the control method of the energy-saving control system for assisted driving of electric vehicles according to the present invention
  • FIG. 3 is a flow chart of the determination strategy of the remaining power SOC of the power battery according to the present invention.
  • this embodiment provides an energy-saving control system for assisted driving of electric vehicles, which includes:
  • the external perception sensor is used to collect vehicle external environment data.
  • vehicle external environment data includes pedestrian data, lane line data and front vehicle data;
  • Internal perception sensors Internal perception sensors, internal perception sensors are used to collect driver information
  • the assisted driving controller is used to process vehicle external environment data and driver information collected by external perception sensors and internal perception sensors;
  • the vehicle controller VCU as the brain of the electric vehicle, the vehicle controller is used to receive the external environment and vehicle pedestrian information sent by the auxiliary driving controller, process it, and send control to each module in the auxiliary driving energy-saving control system. instruction;
  • Hydraulic braking system a hydraulic braking system is used to brake the vehicle using hydraulic pressure
  • Motor controller MCU the motor controller is used to receive the torque request from the vehicle controller, drive the motor to work, and recover electrical energy
  • Power batteries which are used to power vehicles and store recovered electrical energy
  • Battery management system BMS the battery management system is used to monitor the status of the power battery and collect current information.
  • the energy-saving control system for assisted driving of electric vehicles in this embodiment first uses the assisted driving controller ADS to process the external and internal environment data collected by the sensing sensor, and analyzes whether to enter the assisted driving function.
  • the driver confirms that he has entered the assisted driving environment, he uses the vehicle
  • the driver information collected by the internal perception sensor is calculated using the assisted driving controller ADS to obtain the driver influence coefficient, and the current and voltage changes during vehicle driving collected by the battery management system BMS are used to confirm the vehicle status coefficient and finally sent to the entire system.
  • the vehicle controller VCU obtains the braking force distribution formula by fitting the driver's influence coefficient and the vehicle state coefficient, and finally distributes the braking force to the motor controller MCU according to the vehicle driving state under different circumstances for energy recovery.
  • this embodiment provides a control method for an assisted driving energy-saving control system for electric vehicles, which includes:
  • Step S1 The vehicle is powered on and initialized, the vehicle does not have any related faults, and the vehicle status is OK. Determine whether the vehicle has entered the assisted driving mode AD_Model. If it has entered the assisted driving mode AD_Model, then enter step S2; if the vehicle has not entered the assisted driving mode AD_Model, all energy recovery will be performed according to the original strategy in the non-assisted driving mode;
  • Step S2 When the vehicle enters the assisted driving mode, the assisted driving controller ADS identifies and classifies the vehicle's external environment data collected by the external sensing sensor, senses the vehicle's external environment and makes a judgment, and transmits the judged vehicle's external environment information. To the vehicle controller VCU;
  • Step S3 After the vehicle enters the assisted driving mode, the assisted driving controller ADS obtains the first braking force distribution influence coefficient a 1 based on the driver information collected by the internal sensing sensor.
  • the power battery management system BMS obtains the first braking force distribution influence coefficient a 1 based on the collected voltage and current information.
  • the second braking force distribution influence coefficient a 2 is sent to the vehicle controller VCU; the first braking force distribution influence coefficient a 1 and the second braking force distribution influence coefficient a 2 are sent to the vehicle controller VCU;
  • Step S4 The vehicle controller VCU receives the first braking force distribution influence coefficient a 1 sent by the auxiliary driving controller ADS and the second braking force distribution influence coefficient a 2 sent by the battery management system BMS, and obtains the request system through polynomial fitting.
  • the expression of power f and requested braking force f is:
  • f a 1 *f hydraulic + a 2 *f motor ;
  • f hydraulic pressure and f motor are the information of the braking force map in the original braking force distribution
  • Step S5. the assisted driving controller ADS detects whether the vehicle's external environment information requires braking; when braking is required, the vehicle controller VCU calculates the response request according to the required vehicle speed, and affects the weight coefficient according to the braking force, Carry out braking force distribution; when braking is not required, the vehicle controller VCU performs coasting energy recovery based on vehicle information and external road surface information.
  • step S3 includes the following steps:
  • Step S31 After the vehicle enters the assisted driving mode, the assisted driving controller ADS determines the driver's age, gender and mental state based on the driver information collected by the internal perception sensor, performs perception fusion classification, and obtains the first braking force distribution influence coefficient a 1 , and send the first braking force distribution influence coefficient a 1 to the vehicle controller VCU, where the first braking force distribution influence coefficient a 1 ⁇ [0,1];
  • Step S32 After the vehicle enters the assisted driving mode, the power battery management system BMS determines the driver's driving habits and road condition smoothness information based on the vehicle's driving status through the collected voltage and current information, and obtains the second braking force distribution influence coefficient a by fitting. 2 , and sends the second braking force distribution influence coefficient a 2 to the vehicle controller VCU, where the second braking force distribution influence coefficient a 2 ⁇ [0,1].
  • step S5 includes the following steps:
  • Step S51 In the assisted driving mode, when the assisted driving controller ADS detects the vehicle's external environment information and needs to brake, the assisted driving controller ADS sends the required required vehicle speed to the vehicle controller VCU, and the vehicle controller VCU responds according to the demand.
  • the vehicle speed calculates the braking response request, and performs a reasonable distribution of hydraulic braking and motor braking based on the braking force influence weight coefficient to simultaneously increase the vehicle's driving range and achieve energy saving effects;
  • Step S52 In the assisted driving mode, when the assisted driving controller ADS detects the external environment information of the vehicle and does not require braking, the assisted driving controller ADS performs coasting energy recovery based on the vehicle information and external road surface information, and the vehicle controller VCU performs coasting energy recovery according to the assisted driving mode. After judging the information of the driving controller ADS and the information of the power battery management system BMS, it sends a motor braking request to the motor controller MCU. Electric vehicles will also have energy recovery under non-braking conditions. This energy recovery is called coasting. Energy recovery means that when the driver does not step on the brakes, the motor sends a braking request for coasting energy recovery.
  • the braking referred here is a non-human request to recover coasting energy and simultaneously improve the vehicle's driving range. Play an energy-saving role.
  • the motor here has no braking. For example, it provides positive torque for forward acceleration of the motor and negative torque when braking is required.
  • the prerequisite for coasting energy recovery in step S52 is to make a judgment based on the remaining power SOC of the power battery detected by the battery management system BMS.
  • the judgment strategy for the remaining power SOC of the power battery is:

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Abstract

本发明公开了一种电动汽车辅助驾驶节能控制系统及控制方法，电动汽车辅助驾驶节能控制系统包括：外部感知传感器，所述外部感知传感器用于采集车辆外部环境数据；内部感知传感器，所述内部感知传感器用于采集驾驶员信息；辅助驾驶控制器ADS，所述辅助驾驶控制器用于将外部感知传感器和内部感知传感器采集到的车辆外部环境数据及驾驶员信息进行处理；整车控制器VCU，所述整车控制器用于接收辅助驾驶控制器发送的外部环境及车辆行人信息进行处理，并向辅助驾驶节能控制系统中的各个模块发送控制指令。本发明提供了一种电动汽车辅助驾驶节能控制系统及控制方法，用于在车辆辅助驾驶功能开启后，优化能量回收功能，将能量回收起到节能以及变相提高车辆续驶里程的能力。

Description

一种电动汽车辅助驾驶节能控制系统及控制方法 技术领域
本发明涉及一种电动汽车辅助驾驶节能控制系统及控制方法。
背景技术
电动汽车市场占有率越来越高，辅助驾驶的电动汽车也慢慢成为主流，目前带有辅助驾驶功能的电动汽车的能量回收策略仍然延续了非辅助驾驶汽车的能量回收策略，甚至有些车辆在辅助驾驶功能开启后，关闭能量回收功能或者将能量回收功能降到最低。
现有产品中，电动汽车在辅助驾驶功能开启后，能量回收利用率低，不利于电动汽车的推广和发展，有些车辆甚至在部分辅助驾驶功能开启后，关闭了能量回收功能，造成了资源浪费及车辆续驶里程降低等问题。
发明内容
本发明所要解决的技术问题是，克服现有技术的不足，本发明提供了一种电动汽车辅助驾驶节能控制系统及控制方法，用于在车辆辅助驾驶功能开启后，优化能量回收功能，将能量回收起到节能以及变相提高车辆续驶里程的能力。
为了解决上述技术问题，本发明的技术方案是：
本发明一方面提供一种电动汽车辅助驾驶节能控制系统，它包括：
外部感知传感器，所述外部感知传感器用于采集车辆外部环境数据；
内部感知传感器，所述内部感知传感器用于采集驾驶员信息；
辅助驾驶控制器ADS，所述辅助驾驶控制器用于将外部感知传感器和内部感知传感器采集到的车辆外部环境数据及驾驶员信息进行处理；
整车控制器VCU，所述整车控制器用于接收辅助驾驶控制器发送的外部环境及车辆行人信息进行处理，并向辅助驾驶节能控制系统中的各个模块发送控制指令；
液压制动系统，所述液压制动系统用于利用液压对车辆进行制动；
电机控制器MCU，所述电机控制器用于接收整车控制器的扭矩请求，驱动电机工作，进行电能回收；
动力电池，所述动力电池用于为车辆提供动力，并存储回收的电能；
电池管理系统BMS，所述电池管理系统用于监控动力电池状态，采集电流信息。
进一步，所述车辆外部环境数据包括行人数据、车道线数据和前方车辆数据。
本发明另一方面提供一种电动汽车辅助驾驶节能控制系统的控制方法，它包括：
步骤S1、车辆上电启动初始化完成，判断车辆是否进入辅助驾驶模式AD_Model，若进入辅助驾驶模式AD_Model，则进入步骤S2；若车辆未进入辅助驾驶模式AD_Model，则所有能量回收按照原定策略进行；
步骤S2、当车辆进入辅助驾驶模式后，辅助驾驶控制器ADS根据外部感知传感器采集到的车辆外部环境数据进行识别分类，感知车辆外部环境情况并进行判断，将判断出的车辆外部环境情况信息传送至整车控制器VCU；
步骤S3、车辆进入辅助驾驶模式后，辅助驾驶控制器ADS根据内部感知传感器采集的驾驶员信息得到第一制动力分配影响系数a 1，动力电池管理系统BMS根据采集到的电压及电流信息得到第二制动力分配影响系数a 2，并将第一制动力分配影响系数a 1和第二制动力分配影响系数a 2发送至整车控制器VCU；
步骤S4、整车控制器VCU接收到辅助驾驶控制器ADS发送的第一制动力分配影响系数a 1和电池管理系统BMS发送的第二制动力分配影响系数a 2，通过多项式拟合得到请求制动力f，所述请求制动力f的表达式为：
f＝a 1*f 液压+a 2*f 电机；
其中，f 液压和f 电机为原制动力分配中制动力map的信息；
步骤S5、在辅助驾驶模式下，辅助驾驶控制器ADS检测车辆外部环境信息是否需要制动；当需要制动时，整车控制器VCU根据需求车速计算响应请求，并根据制动力影响权重系数，进行制动力分配；当不需要制动时，整车控制器VCU根据车辆信息和外部路面信息进行滑行能量回收。
进一步，，所述步骤S3具体包括如下步骤：
步骤S31、车辆进入辅助驾驶模式后，辅助驾驶控制器ADS根据内部感知传感器采集的驾驶员信息，判断驾驶员的年龄、性别及精神状态进行感知融合分类，得到第一制动力分配影响系数a 1,并将第一制动力分配影响系数a 1发送至整车控制器VCU；
步骤S32、车辆进入辅助驾驶模式后，动力电池管理系统BMS根据车辆行驶状态，通过采集到的电压及电流信息判断驾驶员驾驶习惯及路况平顺性信息，拟合得到第二制动力分配影响系数a 2，并将第二制动力分配影响系数a 2发送至整车控制器VCU。
进一步，所述第一制动力分配影响系数a 1∈[0,1]。
进一步，所述第二制动力分配影响系数a 2∈[0,1]。
进一步，所述步骤S5具体包括如下步骤：
步骤S51、在辅助驾驶模式下，辅助驾驶控制器ADS检测车辆外部环境信息需要 进行制动时，辅助驾驶控制器ADS将需要的需求车速发送至整车控制器VCU，整车控制器VCU根据需求车速计算制动响应请求，并根据制动力影响权重系数，进行液压制动和电机制动的分配；
步骤S52、在辅助驾驶模式下，辅助驾驶控制器ADS检测车辆外部环境信息不需要制动时，辅助驾驶控制器ADS根据车辆信息和外部路面信息进行滑行能量回收，由整车控制器VCU根据辅助驾驶控制器ADS的信息以及动力电池管理系统BMS的信息进行判断后，向电机控制器MCU发送电机制动请求，进行滑行能量回收。
进一步，所述步骤S52中进行滑行能量回收的前提是：根据电池管理系统BMS检测到的动力电池剩余电量SOC进行判断。
进一步，所述动力电池剩余电量SOC的判断策略为：
当动力电池剩余电量SOC≥95％时，不进行制动能量回收，即第二制动力分配影响系数a 2＝0；
当80％≤动力电池剩余电量SOC<95％时，允许进行制约性制动能量回收，即第二制动力分配影响系数a 2为(0.6～0.8)；
当动力电池剩余电量SOC＜80％时，允许制动能量回收，第二制动力分配影响系数a 2根据实际权重进行选择。
采用了上述技术方案，本发明首先判断是否进入辅助驾驶功能，当驾驶员确认进入辅助驾驶环境后，利用车内感知传感器采集到的驾驶员信息，利用辅助驾驶控制器ADS进行计算得到驾驶员影响系数，通过电池管理系统BMS采集到的车辆驾驶过程中电流及电压变化确认车辆状态系数，拟合得到制动力分配公式，根据不同情况下车辆行驶状态，分配给电机控制器MCU端的制动力，进行能量回收。本发明在电动汽车辅助驾驶情况下，通过优化能量回收功能，在不影响车辆驾驶性的前提下提高能量回收能力，本发明通过软件进行优化控制，不增加任何硬件，能够达到成本可控。
附图说明
图1为本发明的电动汽车辅助驾驶节能控制系统的原理框图；
图2为本发明的电动汽车辅助驾驶节能控制系统的控制方法的流程图；
图3为本发明的动力电池剩余电量SOC的判断策略的流程图。
具体实施方式
为了使本发明的内容更容易被清楚地理解，下面根据具体实施例并结合附图，对本发明作进一步详细的说明。
实施例一
如图1所示，本实施例提供一种电动汽车辅助驾驶节能控制系统，它包括：
外部感知传感器，外部感知传感器用于采集车辆外部环境数据，车辆外部环境数据包括行人数据、车道线数据和前方车辆数据；
内部感知传感器，内部感知传感器用于采集驾驶员信息；
辅助驾驶控制器ADS，辅助驾驶控制器用于将外部感知传感器和内部感知传感器采集到的车辆外部环境数据及驾驶员信息进行处理；
整车控制器VCU，整车控制器作为电动汽车的大脑，整车控制器用于接收辅助驾驶控制器发送的外部环境及车辆行人信息进行处理，并向辅助驾驶节能控制系统中的各个模块发送控制指令；
液压制动系统，液压制动系统用于利用液压对车辆进行制动；
电机控制器MCU，电机控制器用于接收整车控制器的扭矩请求，驱动电机工作，进行电能回收；
动力电池，动力电池用于为车辆提供动力，并存储回收的电能；
电池管理系统BMS，电池管理系统用于监控动力电池状态，采集电流信息。
本实施例的电动汽车辅助驾驶节能控制系统，首先利用辅助驾驶控制器ADS处理感知传感器采集到的外部及内部环境数据，分析是否进入辅助驾驶功能，当驾驶员确认进入辅助驾驶环境后，利用车内感知传感器采集到的驾驶员信息，利用辅助驾驶控制器ADS进行计算得到驾驶员影响系数，及电池管理系统BMS采集到的车辆驾驶过程中电流及电压变化，确认车辆状态系数，最终发给整车控制器VCU根据驾驶员影响系数及车辆状态系数拟合得到制动力分配公式，最终根据不同情况下车辆行驶状态，分配给电机控制器MCU端的制动力，进行能量回收。
实施例二
如图2所示，本实施例提供一种电动汽车辅助驾驶节能控制系统的控制方法，它包括：
步骤S1、车辆上电启动初始化完成，车辆无任何相关故障，车辆状态OK。判断车辆是否进入辅助驾驶模式AD_Model，若进入辅助驾驶模式AD_Model，则进入步骤S2；若车辆未进入辅助驾驶模式AD_Model，则所有能量回收按照原定的非辅助驾驶模式下的策略进行；
步骤S2、当车辆进入辅助驾驶模式后，辅助驾驶控制器ADS根据外部感知传感器采集到的车辆外部环境数据进行识别分类，感知车辆外部环境情况并进行判断，将判断出的车辆外部环境情况信息传送至整车控制器VCU；
步骤S3、车辆进入辅助驾驶模式后，辅助驾驶控制器ADS根据内部感知传感器采集的驾驶员信息得到第一制动力分配影响系数a 1，动力电池管理系统BMS根据采集到的电压及电流信息得到第二制动力分配影响系数a 2，并将第一制动力分配影响系数a 1和第二制动力分配影响系数a 2发送至整车控制器VCU；
步骤S4、整车控制器VCU接收到辅助驾驶控制器ADS发送的第一制动力分配影响系数a 1和电池管理系统BMS发送的第二制动力分配影响系数a 2，通过多项式拟合得到请求制动力f，请求制动力f的表达式为：
f＝a 1*f 液压+a 2*f 电机；
其中，f 液压和f 电机为原制动力分配中制动力map的信息；
步骤S5、在辅助驾驶模式下，辅助驾驶控制器ADS检测车辆外部环境信息是否需要制动；当需要制动时，整车控制器VCU根据需求车速计算响应请求，并根据制动力影响权重系数，进行制动力分配；当不需要制动时，整车控制器VCU根据车辆信息和外部路面信息进行滑行能量回收。
具体地，步骤S3具体包括如下步骤：
步骤S31、车辆进入辅助驾驶模式后，辅助驾驶控制器ADS根据内部感知传感器采集的驾驶员信息，判断驾驶员的年龄、性别及精神状态进行感知融合分类，得到第一制动力分配影响系数a 1,并将第一制动力分配影响系数a 1发送至整车控制器VCU，其中，第一制动力分配影响系数a 1∈[0,1]；
步骤S32、车辆进入辅助驾驶模式后，动力电池管理系统BMS根据车辆行驶状态，通过采集到的电压及电流信息判断驾驶员驾驶习惯及路况平顺性信息，拟合得到第二制动力分配影响系数a 2，并将第二制动力分配影响系数a 2发送至整车控制器VCU，其中，第二制动力分配影响系数a 2∈[0,1]。
具体地，步骤S5具体包括如下步骤：
步骤S51、在辅助驾驶模式下，辅助驾驶控制器ADS检测车辆外部环境信息需要进行制动时，辅助驾驶控制器ADS将需要的需求车速发送至整车控制器VCU，整车控制器VCU根据需求车速计算制动响应请求，并根据制动力影响权重系数，进行液压制动和电机制动的合理分配，同步提升汽车续驶里程，起到节能的效果；
步骤S52、在辅助驾驶模式下，辅助驾驶控制器ADS检测车辆外部环境信息不需要制动时，辅助驾驶控制器ADS根据车辆信息和外部路面信息进行滑行能量回收，由整车控制器VCU根据辅助驾驶控制器ADS的信息以及动力电池管理系统BMS的信息进行判断后，向电机控制器MCU发送电机制动请求，电动汽车在非制动情况下，也会有能量回收，这种能量回收叫做滑行能量回收，即为在驾驶员未踩刹车的情况下，电机 发送滑行能量回收的制动请求，此处所指的制动是请求非人为的，进行滑行能量回收，同步提升汽车续驶里程，起到节能的效果。此处的电机无制动，举例来说，即为电机正向加速提供正扭矩，需要制动时，提供负扭矩。
另外，为了保护动力电池，防止过充影响动力电池寿命及电池安全，步骤S52中进行滑行能量回收的前提是：根据电池管理系统BMS检测到的动力电池剩余电量SOC进行判断。
具体地，如图3所示，动力电池剩余电量SOC的判断策略为：
当动力电池剩余电量SOC≥95％时，为了防止动力电池过充，不进行制动能量回收，即第二制动力分配影响系数a 2＝0；
当80％≤动力电池剩余电量SOC<95％时，允许进行制约性制动能量回收，即第二制动力分配影响系数a 2为(0.6～0.8)；
当动力电池剩余电量SOC＜80％时，允许制动能量回收，第二制动力分配影响系数a 2根据实际权重进行选择。
以上所述的具体实施例，对本发明解决的技术问题、技术方案和有益效果进行了进一步详细说明，所应理解的是，以上所述仅为本发明的具体实施例而已，并不用于限制本发明，凡在本发明的精神和原则之内，所做的任何修改、等同替换、改进等，均应包含在本发明的保护范围之内。

Claims (9)

  1. 一种电动汽车辅助驾驶节能控制系统，其特征在于，它包括：
    外部感知传感器，所述外部感知传感器用于采集车辆外部环境数据；
    内部感知传感器，所述内部感知传感器用于采集驾驶员信息；
    辅助驾驶控制器ADS，所述辅助驾驶控制器用于将外部感知传感器和内部感知传感器采集到的车辆外部环境数据及驾驶员信息进行处理；
    整车控制器VCU，所述整车控制器用于接收辅助驾驶控制器发送的外部环境及车辆行人信息进行处理，并向辅助驾驶节能控制系统中的各个模块发送控制指令；
    液压制动系统，所述液压制动系统用于利用液压对车辆进行制动；
    电机控制器MCU，所述电机控制器用于接收整车控制器的扭矩请求，驱动电机工作，进行电能回收；
    动力电池，所述动力电池用于为车辆提供动力，并存储回收的电能；
    电池管理系统BMS，所述电池管理系统用于监控动力电池状态，采集电流信息。
  2. 根据权利要求1所述的电动汽车辅助驾驶节能控制系统，其特征在于：所述车辆外部环境数据包括行人数据、车道线数据和前方车辆数据。
  3. 一种如权利要求1～2中任一项所述的电动汽车辅助驾驶节能控制系统的控制方法，其特征在于，它包括：
    步骤S1、车辆上电启动初始化完成，判断车辆是否进入辅助驾驶模式AD_Model，若进入辅助驾驶模式AD_Model，则进入步骤S2；若车辆未进入辅助驾驶模式AD_Model，则所有能量回收按照原定策略进行；
    步骤S2、当车辆进入辅助驾驶模式后，辅助驾驶控制器ADS根据外部感知传感器采集到的车辆外部环境数据进行识别分类，感知车辆外部环境情况并进行判断，将判断出的车辆外部环境情况信息传送至整车控制器VCU；
    步骤S3、当车辆进入辅助驾驶模式后，辅助驾驶控制器ADS根据内部感知传感器采集的驾驶员信息得到第一制动力分配影响系数a 1，动力电池管理系统BMS根据采集到的电压及电流信息得到第二制动力分配影响系数a 2，并将第一制动力分配影响系数a 1和第二制动力分配影响系数a 2发送至整车控制器VCU；
    步骤S4、整车控制器VCU接收到辅助驾驶控制器ADS发送的第一制动力分配影响系数a 1和电池管理系统BMS发送的第二制动力分配影响系数a 2，通过多项式拟合得到请求制动力f，所述请求制动力f的表达式为：
    f＝a 1*f 液压+a 2*f 电机；
    其中，f 液压和f 电机为原制动力分配中制动力map的信息；
    步骤S5、在辅助驾驶模式下，辅助驾驶控制器ADS检测车辆外部环境信息是否需要制动；当需要制动时，整车控制器VCU根据需求车速计算响应请求，并根据制动力影响权重系数，进行制动力分配；当不需要制动时，整车控制器VCU根据车辆信息和外部路面信息进行滑行能量回收。
  4. 根据权利要求3所述的控制方法，其特征在于，所述步骤S3具体包括如下步骤：
    步骤S31、车辆进入辅助驾驶模式后，辅助驾驶控制器ADS根据内部感知传感器采集的驾驶员信息，判断驾驶员的年龄、性别及精神状态进行感知融合分类，得到第一制动力分配影响系数a 1,并将第一制动力分配影响系数a 1发送至整车控制器VCU；
    步骤S32、车辆进入辅助驾驶模式后，动力电池管理系统BMS根据车辆行驶状态，通过采集到的电压及电流信息判断驾驶员驾驶习惯及路况平顺性信息，拟合得到第二制动力分配影响系数a 2，并将第二制动力分配影响系数a 2发送至整车控制器VCU。
  5. 根据权利要求4所述的控制方法，其特征在于：所述第一制动力分配影响系数a 1∈[0,1]。
  6. 根据权利要求4所述的控制方法，其特征在于：所述第二制动力分配影响系数a 2∈[0,1]。
  7. 根据权利要求3所述的控制方法，其特征在于，所述步骤S5具体包括如下步骤：
    步骤S51、在辅助驾驶模式下，辅助驾驶控制器ADS检测车辆外部环境信息需要进行制动时，辅助驾驶控制器ADS将需要的需求车速发送至整车控制器VCU，整车控制器VCU根据需求车速计算制动响应请求，并根据制动力影响权重系数，进行液压制动和电机制动的分配；
    步骤S52、在辅助驾驶模式下，辅助驾驶控制器ADS检测车辆外部环境信息不需要制动时，辅助驾驶控制器ADS根据车辆信息和外部路面信息进行滑行能量回收，由整车控制器VCU根据辅助驾驶控制器ADS的信息以及动力电池管理系统BMS的信息进行判断后，向电机控制器MCU发送电机制动请求，进行滑行能量回收。
  8. 根据权利要求7所述的控制方法，其特征在于，所述步骤S52中进行滑行能量回收的前提是：根据电池管理系统BMS检测到的动力电池剩余电量SOC进行判断。
  9. 根据权利要求8所述的控制方法，其特征在于，所述动力电池剩余电量SOC的判断策略为：
    当动力电池剩余电量SOC≥95％时，不进行制动能量回收，即第二制动力分配影响系数a 2＝0；
    当80％≤动力电池剩余电量SOC<95％时，允许进行制约性制动能量回收，即第二 制动力分配影响系数a 2为(0.6～0.8)；
    当动力电池剩余电量SOC＜80％时，允许制动能量回收，第二制动力分配影响系数a 2根据实际权重进行选择。
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