CN115257919B - Pure electric four-wheel drive steering optimal control method - Google Patents
Pure electric four-wheel drive steering optimal control method Download PDFInfo
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- CN115257919B CN115257919B CN202110470907.4A CN202110470907A CN115257919B CN 115257919 B CN115257919 B CN 115257919B CN 202110470907 A CN202110470907 A CN 202110470907A CN 115257919 B CN115257919 B CN 115257919B
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- 238000011217 control strategy Methods 0.000 claims abstract description 28
- 230000004913 activation Effects 0.000 claims description 39
- 238000005452 bending Methods 0.000 claims description 6
- 238000001914 filtration Methods 0.000 claims description 6
- 239000002243 precursor Substances 0.000 claims description 4
- 230000003111 delayed effect Effects 0.000 claims description 3
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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Abstract
A pure electric four-wheel drive steering optimization control method comprises the steps of controlling based on front and rear axle torque distribution, judging whether current running state parameters of a vehicle meet the available conditions of a steering performance optimization control strategy, judging whether the current running state parameters of the vehicle meet the activating conditions of the steering performance optimization control strategy, obtaining current front and rear axle torque distribution coefficients according to the required torque T q of a current driver and the lateral acceleration a of the current vehicle, calculating corresponding front and rear axle distribution torques according to the front and rear axle torque distribution coefficients, and implementing steering performance optimization control. The pure electric four-wheel drive steering optimization control method can be used for accurately distributing the front axle torque and the rear axle torque, and adjusting the front axle torque and the rear axle torque distribution proportion in real time, so that the total driving torque is ensured to completely follow the required torque of a driver in the adjusting process, the problem of understeer or oversteer is avoided, and the method has the advantage of not influencing other torque distribution control.
Description
Technical Field
The invention relates to the technical field of new energy, in particular to a pure electric four-wheel drive steering optimal control method.
Background
The pure electric four-wheel drive type adopts independent motors to respectively drive and control the front shaft and the rear shaft, when front and rear double-shaft drive torque distribution is carried out, the parameters mainly based on the external characteristics and the efficiency curve of the motors are adopted, and the main purpose of front and rear shaft drive torque distribution is to improve the dynamic property and the economical efficiency of the vehicle, or reduce the pitch angle of the whole vehicle and improve the comfort of the vehicle. Therefore, the torque distribution of the pure electric four-wheel drive vehicle type driven by front and rear double shafts is dynamically changed, the torque distribution can directly influence the steering performance of the vehicle when the vehicle is over-bent, the steering is possibly insufficient or oversteered during turning, the problems of poor operability and poor steering directivity are further caused, and the problems of tail flicking and instability are caused when the oversteering is serious, so that the instability of the vehicle is caused. The currently common control method for front-rear biaxial driving torque distribution in cornering generally has the following drawbacks: improvement is made only for one of the understeer and oversteer, but the other is not considered; only one of the front axle and the rear axle is improved, but the other is not considered, so that unexpected change of a driver is easy to occur to the total driving torque of the whole vehicle; the driving torque of the rear wheels is increased, so that the rear wheels slip, the instability risk exists, and the safety risk exists in engineering application.
Disclosure of Invention
In view of the above, the invention provides a pure electric four-wheel drive vehicle type steering optimization control method based on front and rear axle torque distribution, which comprises the following steps:
step S1: judging whether the current running state parameters of the vehicle meet the available conditions of the steering performance optimization control strategy, and if the current running state parameters of the vehicle all meet the available conditions of the steering performance optimization control strategy, entering step S2;
Step S2: judging whether the current running state parameters of the vehicle meet the activation conditions of the steering performance optimization control strategy, and if the current running state parameters of the vehicle all meet the activation conditions of the steering performance optimization control strategy, entering step S3;
step S3: obtaining a current front and rear axle torque distribution coefficient according to the current driver demand torque T q and the current vehicle lateral acceleration a;
step S4: and calculating corresponding front and rear axle distribution torques according to the front and rear axle torque distribution coefficients, and implementing steering performance optimization control.
Further, the determining in step S1 whether the current running state parameter of the vehicle meets the available condition of the steering performance optimization control strategy includes:
Judging a first available condition: judging whether the current vehicle speed V is greater than a vehicle speed threshold V or not;
judging a second available condition: judging whether a vehicle speed signal is valid or not;
Judging a third available condition: judging whether the lateral acceleration signal is valid or not;
Judging a fourth available condition: judging whether a steering wheel angle signal is valid or not;
If the current vehicle speed V is greater than the vehicle speed threshold V, the vehicle speed signal is effective, the lateral acceleration signal is effective, and the steering wheel angle signal is effective, namely if the first available condition, the second available condition, the third available condition and the fourth available condition are all met, the current running state parameter of the vehicle meets the available condition of the steering performance optimization control strategy.
Further, the vehicle speed threshold V has a hysteresis interval, and the hysteresis interval of the vehicle speed threshold V is 5km/h.
Further, the pure electric four-wheel drive steering optimization control method further comprises the step of filtering the original lateral acceleration signal acquired by the vehicle by using a filtering parameter t to obtain lateral acceleration a.
Further, the determining in step S2 whether the current running state parameter of the vehicle meets the activation condition of the steering performance optimization control strategy includes:
Judging a first activation condition: judging whether the current steering wheel angle S is larger than a steering wheel angle threshold S or not;
judging a second activation condition: judging whether the current lateral acceleration a is larger than a lateral acceleration threshold A or not;
If the current steering wheel angle S is greater than the steering wheel angle threshold S and the lateral acceleration a is greater than the lateral acceleration threshold a, that is, if both the first activation condition and the second activation condition are satisfied, the current running state parameter of the vehicle satisfies the activation condition of the steering performance optimization control strategy.
Further, the steering wheel angle threshold S has a hysteresis interval, and the hysteresis interval of the steering wheel angle threshold S is 5 °.
Further, the lateral acceleration threshold A has a hysteresis interval, and the hysteresis interval of the lateral acceleration threshold A is 0.3m/ss.
Further, the step S3 of obtaining the current front-rear axle torque distribution coefficient according to the current driver demand torque T q and the current vehicle lateral acceleration a includes:
if the vehicle is in an accelerating and over-bending working condition, the required torque T q is larger, the lateral acceleration a is larger, and the front and rear axle torque distribution is biased and the rear drive distribution is carried out;
If the vehicle is in an extreme acceleration working condition, the required torque T q is too large, the front and rear axle torque distribution is equally divided, and the front and rear axle torque distribution coefficient is 0.5;
If the vehicle is in an acceleration over-bending working condition, the required torque T q is too large, the lateral acceleration a is too large, and the front and rear axle torque distribution is biased towards the front drive distribution;
If the vehicle is in a deceleration and overbending working condition, the required torque T q is the recovered torque, the recovered torque is larger, the lateral acceleration a is large, and the front and rear axle recovered torque distribution is biased for rear drive distribution;
If the vehicle is in an extreme deceleration working condition, the required torque T q is the recovered torque and the recovered torque is overlarge, the front and rear axle torque distribution is equally divided, and the front and rear axle torque distribution coefficient is 0.5;
If the vehicle is in a deceleration and overbending working condition, the required torque T q is the recovered torque, the recovered torque is overlarge, the lateral acceleration a is overlarge, and the front and rear axle torque distribution is biased to the precursor distribution.
Further, the pure electric four-wheel drive steering optimization control method further comprises a delayed exit control, which comprises the following steps:
When steering performance optimization control is implemented, the first activation condition and the second activation condition are monitored in real time;
And if either the first activation condition or the second activation condition is not met at any time and the first exit time is continuously reached, stopping the steering performance optimization control.
Further, the first exit time is 0.5 seconds.
The pure electric four-wheel drive steering optimal control method of the invention judges whether the optimal control strategy is available and activated according to the current speed, the speed signal, the lateral acceleration signal and the steering wheel angle signal, and accurately identifies the turning working condition of the four-wheel drive vehicle through the required torque T q and the lateral acceleration a of the current vehicle, carries out accurate front and rear axle torque distribution, and adjusts the front and rear axle torque distribution proportion in real time, thereby ensuring that the total driving torque completely follows the required torque of an executive driver in the adjustment process, avoiding the problems of understeer or oversteer, and having the advantage of not influencing other torque distribution control.
The foregoing description is only an overview of the present invention, and is intended to be implemented in accordance with the teachings of the present invention, as well as the preferred embodiments thereof, together with the following detailed description of the invention, given by way of illustration only, together with the accompanying drawings.
Drawings
Fig. 1 is a schematic diagram of a pure electric four-wheel drive steering optimization control method provided by the invention.
Detailed Description
In order to further describe the technical means and effects adopted by the present invention to achieve the preset purpose, the following detailed description of the present invention is given with reference to the accompanying drawings and preferred embodiments.
Referring to fig. 1, the pure electric four-wheel drive steering optimization control method of the present invention controls based on front and rear axle torque distribution, and includes the following steps:
step S1: judging whether the current running state parameters of the vehicle meet the available conditions of the steering performance optimization control strategy, and if the current running state parameters of the vehicle all meet the available conditions of the steering performance optimization control strategy, entering step S2;
Specifically, step S1 includes:
Judging a first available condition: judging whether the current vehicle speed V is greater than a vehicle speed threshold V or not;
judging a second available condition: judging whether a vehicle speed signal is valid or not;
Judging a third available condition: judging whether the lateral acceleration signal is valid or not;
Judging a fourth available condition: judging whether a steering wheel angle signal is valid or not;
If the current vehicle speed V is greater than the vehicle speed threshold V, the vehicle speed signal is effective, the lateral acceleration signal is effective, and the steering wheel angle signal is effective, namely if the first available condition, the second available condition, the third available condition and the fourth available condition are all met, the current running state parameter of the vehicle meets the available condition of the steering performance optimization control strategy.
The vehicle controller receives a vehicle running speed signal, a running speed validity signal, a steering wheel corner validity signal, a lateral acceleration signal and a lateral acceleration validity signal which are sent by a vehicle body electronic stabilizing system through a CAN bus signal. In addition, in order to avoid the problem that the optimal control strategy is activated by mistake due to fluctuation of lateral acceleration when the vehicle runs in a straight line, the invention also carries out filtering processing on an original lateral acceleration signal acquired by the vehicle by using a filtering parameter t to obtain lateral acceleration a. In this embodiment, the vehicle speed threshold V is a calibration value, and has a hysteresis zone, and the purpose of setting the hysteresis zone is to avoid jump of the state of the related functional logic caused by signal fluctuation change, where the specific range of the hysteresis zone is obtained according to the actual project and the actual vehicle calibration, and the hysteresis zone of the vehicle speed threshold V in this embodiment is 5km/h.
Step S2: judging whether the current running state parameters of the vehicle meet the activation conditions of the steering performance optimization control strategy, and if the current running state parameters of the vehicle all meet the activation conditions of the steering performance optimization control strategy, entering step S3;
specifically, step S2 includes:
Judging a first activation condition: judging whether the current steering wheel angle S is larger than a steering wheel angle threshold S or not;
judging a second activation condition: judging whether the current lateral acceleration a is larger than a lateral acceleration threshold A or not;
If the current steering wheel angle S is greater than the steering wheel angle threshold S and the lateral acceleration a is greater than the lateral acceleration threshold a, that is, if both the first activation condition and the second activation condition are satisfied, the current running state parameter of the vehicle satisfies the activation condition of the steering performance optimization control strategy.
In this embodiment, the steering wheel angle threshold S is a calibration value, which has a hysteresis area, and the hysteresis area of the steering wheel angle threshold S is 5 °; the lateral acceleration threshold A is also a calibrated value, which has a hysteresis interval of 0.3m/ss.
Step S3: obtaining a current front and rear axle torque distribution coefficient according to the current driver demand torque T q and the current vehicle lateral acceleration a;
Specifically, step S3 includes obtaining a front-rear axle torque distribution coefficient from the required torque T q and the lateral acceleration a:
If the vehicle is in an accelerating and overbending working condition, the required torque T q is larger, the lateral acceleration a is larger, and in order to avoid the understeer condition, the front and rear axle torque distribution is biased and the rear drive distribution is carried out;
if the vehicle is in an extreme acceleration working condition, the required torque T q is too large, and in order to ensure dynamic safety, the front and rear axle torque distribution is equally divided, and the front and rear axle torque distribution coefficient is 0.5;
if the vehicle is in an acceleration over-bending working condition, the required torque T q is too large, the lateral acceleration a is too large, and in order to ensure higher steering traction force, excessive steering tail flick is avoided, and front and rear axle torque distribution is deviated from precursor distribution;
If the vehicle is in a deceleration and overbending working condition, the required torque T q is the recovered torque, the recovered torque is larger, the lateral acceleration a is large, and in order to avoid the understeer condition, the front and rear axle recovered torque distribution is biased and rear drive distribution;
If the vehicle is in an extreme deceleration working condition, the required torque T q is the recovered torque and the recovered torque is too large, and in order to ensure dynamic safety, the front and rear axle torque distribution is equally divided, and the front and rear axle torque distribution coefficient is 0.5;
If the vehicle is in a deceleration over-bending working condition, the required torque T q is the recovery torque, the recovery torque is too large, the lateral acceleration a is too large, and in order to ensure higher steering traction, excessive steering tail flick is avoided, and front and rear axle torque distribution is deviated from precursor distribution.
In this embodiment, the front-rear axle torque distribution coefficient is specifically the ratio of the torque distributed by the rear axle, the larger the value thereof is, the larger the torque distributed by the rear axle is compared with the torque distributed by the front axle, that is, if the front-rear axle torque distribution is equally divided, the front-rear axle torque distribution coefficient is 0.5, at this time, 50% of the total torque is distributed to the rear axle, and the remaining 50% is distributed to the front axle; if the front and rear axle torque distribution is biased toward rear drive distribution, the front and rear axle torque distribution coefficient is 0.6, at this time, 60% of the total torque is distributed to the rear axle, and the remaining 40% is distributed to the front axle.
Step S4: and calculating corresponding front and rear axle distribution torques according to the front and rear axle torque distribution coefficients, and implementing steering performance optimization control.
Specifically, the pure electric four-wheel drive steering optimization control method of the invention further comprises a delayed exit control, which comprises the following steps:
When steering performance optimization control is implemented, monitoring a first activation condition and a second activation condition in real time;
And if either the first activation condition or the second activation condition is not met at any time and the first exit time is continuously reached, stopping the steering performance optimization control.
In this embodiment, the steering performance optimization control is implemented after both the first activation state condition and the second activation condition are satisfied, but when either one or both of the first activation state condition and the second activation condition are not satisfied at the same time, the optimization control strategy is not immediately removed, but the implementation of the steering performance optimization control is continued with a delay for a certain time, so as to ensure that the optimization control strategy acts in the whole turning condition as much as possible, and the first exit time in this embodiment is set to 0.5 seconds.
In summary, the pure electric four-wheel drive steering optimization control method of the invention judges whether the vehicle is available and activated according to the current vehicle speed, the vehicle speed signal, the lateral acceleration signal and the steering wheel angle signal, and accurately identifies the turning working condition of the four-wheel drive vehicle through the required torque T q and the lateral acceleration a of the current vehicle, and carries out accurate front and rear axle torque distribution, and adjusts the front and rear axle torque distribution proportion in real time, thereby ensuring that the total driving torque completely follows the required torque of a driver in the adjustment process, avoiding the problem of understeer or oversteer, and having the advantage of not influencing other torque distribution control.
The present invention is not limited to the above embodiments, but is capable of modification and variation in all aspects, including those of ordinary skill in the art, without departing from the spirit and scope of the present invention.
Claims (8)
1. A pure electric four-wheel drive steering optimization control method is characterized in that: the pure electric four-wheel drive steering optimization control method is controlled based on front and rear axle torque distribution and comprises the following steps of:
step S1: judging whether the current running state parameters of the vehicle meet the available conditions of the steering performance optimization control strategy, and if the current running state parameters of the vehicle all meet the available conditions of the steering performance optimization control strategy, entering step S2;
Step S2: judging whether the current running state parameters of the vehicle meet the activation conditions of the steering performance optimization control strategy, and if the current running state parameters of the vehicle all meet the activation conditions of the steering performance optimization control strategy, entering step S3;
Step S3: obtaining a current front and rear axle torque distribution coefficient according to the current driver demand torque T q and the current vehicle lateral acceleration a; the lateral acceleration a is obtained by filtering an original lateral acceleration signal acquired by the vehicle by using a filtering parameter t; the front and rear axle torque distribution coefficient is the torque duty ratio distributed by the rear axle;
Step S4: calculating corresponding front and rear axle distribution torque according to the front and rear axle torque distribution coefficients, and implementing steering performance optimization control;
The step S2 of determining whether the current running state parameter of the vehicle meets the activation condition of the steering performance optimization control strategy includes:
Judging a first activation condition: judging whether the current steering wheel angle S is larger than a steering wheel angle threshold S or not;
judging a second activation condition: judging whether the current lateral acceleration a is larger than a lateral acceleration threshold A or not;
If the current steering wheel angle S is greater than the steering wheel angle threshold S and the lateral acceleration a is greater than the lateral acceleration threshold a, that is, if both the first activation condition and the second activation condition are satisfied, the current running state parameter of the vehicle satisfies the activation condition of the steering performance optimization control strategy.
2. The electric-only four-wheel drive steering optimization control method according to claim 1, characterized in that: the determining in step S1 whether the current running state parameter of the vehicle meets the available condition of the steering performance optimization control strategy includes:
Judging a first available condition: judging whether the current vehicle speed V is greater than a vehicle speed threshold V or not;
judging a second available condition: judging whether a vehicle speed signal is valid or not;
Judging a third available condition: judging whether the lateral acceleration signal is valid or not;
Judging a fourth available condition: judging whether a steering wheel angle signal is valid or not;
If the current vehicle speed V is greater than the vehicle speed threshold V, the vehicle speed signal is effective, the lateral acceleration signal is effective, and the steering wheel angle signal is effective, namely if the first available condition, the second available condition, the third available condition and the fourth available condition are all met, the current running state parameter of the vehicle meets the available condition of the steering performance optimization control strategy.
3. The electric-only four-wheel drive steering optimization control method according to claim 2, characterized in that: the vehicle speed threshold V is provided with a hysteresis zone, and the hysteresis zone of the vehicle speed threshold V is 5km/h.
4. The electric-only four-wheel drive steering optimization control method according to claim 1, characterized in that: the steering wheel angle threshold S has a hysteresis interval of 5 °.
5. The electric-only four-wheel drive steering optimization control method according to claim 1, characterized in that: the lateral acceleration threshold A has a hysteresis interval of 0.3m/ss.
6. The electric-only four-wheel drive steering optimization control method according to claim 1, characterized in that: the step S3 of obtaining the current front-rear axle torque distribution coefficient according to the current driver demand torque T q and the current vehicle lateral acceleration a includes:
if the vehicle is in an accelerating and over-bending working condition, the required torque T q is larger, the lateral acceleration a is larger, and the front and rear axle torque distribution is biased and the rear drive distribution is carried out;
If the vehicle is in an extreme acceleration working condition, the required torque T q is too large, the front and rear axle torque distribution is equally divided, and the front and rear axle torque distribution coefficient is 0.5;
If the vehicle is in an acceleration over-bending working condition, the required torque T q is too large, the lateral acceleration a is too large, and the front and rear axle torque distribution is biased towards the front drive distribution;
If the vehicle is in a deceleration and overbending working condition, the required torque T q is the recovered torque, the recovered torque is larger, the lateral acceleration a is large, and the front and rear axle recovered torque distribution is biased for rear drive distribution;
If the vehicle is in an extreme deceleration working condition, the required torque T q is the recovered torque and the recovered torque is overlarge, the front and rear axle torque distribution is equally divided, and the front and rear axle torque distribution coefficient is 0.5;
If the vehicle is in a deceleration and overbending working condition, the required torque T q is the recovered torque, the recovered torque is overlarge, the lateral acceleration a is overlarge, and the front and rear axle torque distribution is biased to the precursor distribution.
7. The electric-only four-wheel drive steering optimization control method according to claim 1, characterized in that: the pure electric four-wheel drive steering optimization control method also comprises delayed exit control, which comprises the following steps:
When steering performance optimization control is implemented, the first activation condition and the second activation condition are monitored in real time;
And if either the first activation condition or the second activation condition is not met at any time and the first exit time is continuously reached, stopping the steering performance optimization control.
8. The electric-only four-wheel drive steering optimization control method according to claim 7, characterized in that: the first exit time is 0.5 seconds.
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| CN114714919B (en) * | 2021-01-05 | 2024-03-26 | 广汽埃安新能源汽车有限公司 | Torque drivability filtering method and device for pure electric four-wheel drive vehicle |
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