CN112158080B - Control method, system and device for manual transmission electric automobile - Google Patents
Control method, system and device for manual transmission electric automobile Download PDFInfo
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- CN112158080B CN112158080B CN202011059635.0A CN202011059635A CN112158080B CN 112158080 B CN112158080 B CN 112158080B CN 202011059635 A CN202011059635 A CN 202011059635A CN 112158080 B CN112158080 B CN 112158080B
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- 238000000034 method Methods 0.000 title claims abstract description 85
- 230000005540 biological transmission Effects 0.000 title claims description 15
- 230000000875 corresponding effect Effects 0.000 claims description 25
- 230000001276 controlling effect Effects 0.000 claims description 19
- 230000002596 correlated effect Effects 0.000 claims description 13
- 238000004364 calculation method Methods 0.000 claims description 9
- 238000004590 computer program Methods 0.000 claims description 6
- 238000000926 separation method Methods 0.000 claims description 3
- 239000000446 fuel Substances 0.000 abstract description 13
- 230000002035 prolonged effect Effects 0.000 abstract description 5
- 238000005299 abrasion Methods 0.000 description 5
- 230000001133 acceleration Effects 0.000 description 4
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- 230000001360 synchronised effect Effects 0.000 description 4
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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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
- 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
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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
- 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
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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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- Mechanical Engineering (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The application discloses control method, system and device for a manual-gear electric automobile, which are applied to the automobile starting clutch combination process, and the control method comprises the following steps: acquiring the real-time rotating speed of the motor through the MCU; determining a corresponding control signal according to the real-time rotating speed; and outputting the control signal to the MCU, and controlling the motor by the MCU according to the control signal so as to enable the real-time rotating speed to fall to the lowest point and then rise to the idling point. In the clutch combination process, the friction force of the clutch and the motor is gradually increased, the rotating speed of the motor is determined by the combined action of the motor torque and the friction force, when the real-time rotating speed of the motor is controlled to be reduced to the lowest point and then increased, the output torque of the motor is gradually increased from being smaller than the original friction force to exceeding the current friction force, the rotating speed in the clutch combination process is obviously lower than the rotating speed before the clutch combination process and is also obviously lower than the rotating speed in the clutch process of the manual-gear fuel vehicle, so that the wear of the clutch is reduced, and the service life of the clutch is prolonged.
Description
Technical Field
The invention relates to the field of drive control of new energy automobiles with manual gears, in particular to a control method, a control system and a control device of an electric automobile with a manual gear.
Background
For a fuel vehicle, the engine has a limit of the lowest rotation speed, and when the rotation speed is lower than a certain value, the engine stops working. The electric automobile motor does not have the limit of the lowest rotating speed, the engine of the manual-gear fuel vehicle is replaced by the motor, the clutch and the gearbox, and the manual-gear electric automobile can be obtained by refitting.
Clutch abrasion mainly occurs in a starting working condition when a manual-gear automobile runs, and a method for reducing the clutch abrasion of a fuel automobile generally adopts ideas such as changing clutch materials or structures and the like. However, for the manual-gear electric automobile, no scheme for reducing clutch wear aiming at the characteristics of the motor exists at present.
Therefore, how to provide a solution to the above technical problems is a problem to be solved by those skilled in the art.
Disclosure of Invention
In view of the above, the present invention provides a method, a system and a device for controlling a manual transmission electric vehicle to reduce clutch wear by controlling operation of a motor according to operation characteristics of the motor. The specific scheme is as follows:
a control method of a manual-gear electric automobile is applied to the automobile starting clutch combination process, and comprises the following steps:
acquiring the real-time rotating speed of the motor through the MCU;
determining a corresponding control signal according to the real-time rotating speed;
and outputting the control signal to the MCU, and controlling the motor by the MCU according to the control signal so as to enable the real-time rotating speed to descend to the lowest point and then ascend to an idling point.
Preferably, the process of determining the corresponding control signal according to the real-time rotating speed includes:
and according to the real-time rotating speed, taking the target rotating speed following the real-time rotating speed as a control signal.
Preferably, the process of outputting the control signal to the MCU to make the MCU control the motor according to the control signal specifically includes:
outputting the control signal to the MCU to enable the MCU to perform the following operations:
determining a corresponding first target torque according to the control signal;
acquiring a torque upper limit value negatively correlated with the first target rotating speed;
judging whether the absolute value of the first target torque exceeds the torque upper limit value;
if so, taking the torque with the same direction as the first target torque and the same amplitude as the torque upper limit value as output torque;
if not, taking the first target torque as the output torque;
and controlling the motor by using the output torque.
Preferably, the process of acquiring the torque upper limit value negatively correlated with the first target rotation speed includes:
and determining a torque upper limit value inversely related to the first target rotating speed through a table look-up or PID calculation.
Preferably, the process of determining the torque upper limit value inversely related to the first target rotation speed through a look-up table or a PID calculation includes:
and determining the torque upper limit value which is inversely related to the first target rotating speed and has the variation within the step range through a table look-up or PID calculation.
Preferably, the process of determining the corresponding control signal according to the real-time rotating speed includes:
and determining a second target torque negatively correlated with the real-time rotating speed as a control signal according to the real-time rotating speed.
Preferably, before determining the corresponding control signal according to the real-time rotating speed, the method further includes:
acquiring the opening degree of a clutch pedal;
correspondingly, the process of determining the corresponding control signal according to the real-time rotating speed includes:
and determining a second target torque which is negatively related to the real-time rotating speed and the opening degree as a control signal according to the real-time rotating speed and the opening degree.
Preferably, the determining, as the control signal, a second target torque negatively related to the real-time rotation speed and negatively related to the opening degree according to the real-time rotation speed and the opening degree includes:
according to the real-time rotating speed and the opening degree, determining a second target torque which is negatively related to the real-time rotating speed and negatively related to the opening degree;
judging whether the absolute value of the second target torque exceeds a torque upper limit value;
if so, using the torque with the same direction as the second target torque and the same amplitude as the torque upper limit value as a control signal;
and if not, taking the second target torque as the control signal.
Correspondingly, this application still discloses manual fender electric automobile's control system, is applied to car start separation and reunion and combines the in-process, control system includes:
the data acquisition module is used for acquiring the real-time rotating speed of the motor through the MCU;
the signal determining module is used for determining a corresponding control signal according to the real-time rotating speed;
and the signal output module is used for outputting the control signal to the MCU, so that the MCU controls the motor according to the control signal, and the real-time rotating speed is reduced to the lowest point and then is increased to an idle point.
Correspondingly, this application still discloses a manual fender electric automobile's controlling means, includes:
a memory for storing a computer program;
a processor for implementing the steps of the method of controlling a manual transmission electric vehicle as described in any one of the above when executing the computer program.
The application discloses control method of manual-gear electric automobile, which is applied to the automobile starting clutch combination process, and comprises the following steps: acquiring the real-time rotating speed of the motor through the MCU; determining a corresponding control signal according to the real-time rotating speed; and outputting the control signal to the MCU, and controlling the motor by the MCU according to the control signal so as to enable the real-time rotating speed to descend to the lowest point and then ascend to an idling point. In the clutch combination process, the friction force between the clutch driving shaft end and the motor end is gradually increased, the rotating speed of the motor is determined by the combined action of the motor torque and the friction force, when the rotating speed of the motor is controlled to be reduced to the lowest point and then increased, the output torque of the motor is gradually increased from being smaller than the original friction force to exceeding the current friction force, the rotating speed in the clutch combination process is obviously lower than the rotating speed before the clutch combination process and is also obviously lower than the rotating speed in the clutch process of the manual fuel vehicle, so that the wear of the clutch is reduced, and the service life of the clutch is prolonged.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts.
FIG. 1 is a flowchart illustrating steps of a method for controlling a manual transmission electric vehicle according to an embodiment of the present invention;
FIG. 2 is a flowchart illustrating steps of a method for controlling a manual transmission electric vehicle according to an embodiment of the present invention;
FIG. 3 is a flowchart illustrating steps of a method for controlling a manual transmission electric vehicle according to another embodiment of the present invention;
fig. 4 is a structural distribution diagram of a control system of a manual transmission electric vehicle according to an embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Clutch abrasion mainly occurs in a starting working condition when a manual-gear automobile runs, and a method for reducing the clutch abrasion of a fuel automobile generally adopts ideas such as changing clutch materials or structures and the like. However, for the manual-gear electric automobile, no scheme for reducing clutch wear aiming at the characteristics of the motor exists at present. According to the clutch, when the motor is controlled to descend to the lowest point and then ascend, the output torque of the motor is gradually increased from being smaller than the original friction force to exceeding the current friction force, the rotating speed during clutch combination is obviously lower than the rotating speed before clutch combination and is also obviously lower than the rotating speed during clutch process of the manual-gear fuel vehicle, so that the abrasion of the clutch is reduced, and the service life of the clutch is prolonged.
The embodiment of the invention discloses a control method of a manual-gear electric automobile, which is applied to the automobile starting clutch combination process and is shown in figure 1, and the control method comprises the following steps:
s11: acquiring the real-time rotating speed of the motor through the MCU;
s12: determining a corresponding control signal according to the real-time rotating speed;
s13: and outputting the control signal to the MCU, and controlling the motor by the MCU according to the control signal so as to enable the real-time rotating speed to fall to the lowest point and then rise to the idling point.
It can be understood that the manual electric Vehicle is usually modified from a manual fuel Vehicle, an engine of the manual electric Vehicle is replaced by a Motor, an engine ECU (Electronic Control Unit) is removed, a clutch and a gearbox are reserved, an accelerator pedal, a Brake pedal and a clutch pedal are not changed, a Vehicle Control Unit (VCU) collects a gear state, an accelerator pedal stroke, a Brake pedal on-off state and a clutch pedal on-off state, and simultaneously the VCU communicates with a Motor Controller (MCU), an anti-lock Brake System (ABS), and feeds back a Motor speed and a Motor torque signal, and the ABS feeds back a Vehicle speed signal, and the VCU can set a Control mode of the MCU on the Motor to a torque mode or a rotation speed mode. The control method of the embodiment is executed by the VCU, and after the control signal is sent to the MCU, the MCU controls the motor to enable the real-time rotating speed of the motor to drop to the lowest point and then rise to the idle speed point. Generally, the lowest point corresponds to the lowest value that the rotational speed would reach when the manual-gear fuel vehicle is started without stalling.
It is understood that the real-time rotation speed of the motor may fluctuate up and down or interfere with shaking, but the overall trend of the real-time rotation speed is to decrease and then increase during the clutch engagement process. Before clutch combination, namely when the vehicle is not in a non-neutral gear or a clutch pedal is not loosened, the output end of the motor is in a separation state with the vehicle, the resistance of the motor is small at the moment, the friction force between the motor and the clutch is zero, and the MCU controls the motor to stably operate at a normal idling point according to the instruction of the VCU; the gear is engaged to a non-neutral gear, such as 1 gear, when a clutch pedal is loosened, the resistance of a vehicle body is transmitted to the motor through the clutch, and along with the loosening of the clutch pedal, the clutch is more tightly attached, the friction force is increased, and the resistance transmitted to the motor is larger.
The rotating speed of the motor is determined by the torque of the motor and the friction force of the clutch, in the clutch combining process, the rotating speed of the motor is originally at an idling point, the torque output by the MCU control motor is small and is influenced by the friction force of the clutch, the rotating speed of the motor cannot be maintained when the clutch is combined, and the rotating speed can be reduced.
When the clutch is in a weak fit degree, the torque transmitted by the clutch is smaller than the resistance of the whole vehicle, the vehicle end of the clutch is kept still, the rotating speed of the motor end is inconsistent with the rotating speed of the vehicle end, the clutch is in a sliding state, and if the torque output by the motor is smaller than the friction force of the clutch, the rotating speed of the motor can be continuously reduced. When the friction force of the clutch is larger than the resistance of the whole vehicle due to the close degree of the clutch, the vehicle starts to move, the rotating speed of the vehicle end of the clutch rises, and the rotating speed of the motor end slightly falls or rises until the rotating speeds of the vehicle end and the motor end of the clutch are synchronous.
In this embodiment, the real-time rotation speed of the motor is required to drop to the lowest point and then rise to the idle point, considering that the real-time rotation speed is determined by the output torque of the motor and the friction force of the clutch together, and the friction force of the clutch is gradually increased in the clutch engagement process, so the output torque of the motor should have the following expression in the clutch engagement process: the output torque at the starting point is smaller than the friction force, gradually increases in the process, and the increasing rate of the output torque exceeds the friction force and finally exceeds the friction force. In this process, the vehicle end and the motor end of the clutch will change their rotation speeds correspondingly, but the implementation of the embodiment is not affected.
It should be noted that, in the embodiment, the manual-gear electric vehicle needs to simulate the operation characteristics of the manual-gear fuel vehicle, so that the output torque is 0 or the rotation speed is 0 when the vehicle starts to engage and disengage, otherwise, the difference from the operation characteristics of the manual-gear fuel vehicle is too large, and the manual-gear electric vehicle cannot be used as a manual-gear instruction vehicle.
The embodiment of the application discloses a control method of a manual-gear electric automobile, which is applied to the automobile starting clutch combination process, and comprises the following steps: acquiring the real-time rotating speed of the motor through the MCU; determining a corresponding control signal according to the real-time rotating speed; and outputting the control signal to the MCU, and controlling the motor by the MCU according to the control signal so as to enable the real-time rotating speed to fall to the lowest point and then rise to the idling point. Generally, during the clutch combination process, the friction force between the clutch driving shaft end and the motor end is gradually increased, and the rotating speed of the motor is determined by the combined action of the motor torque and the friction force. When the real-time rotating speed of the motor is reduced to the lowest point under the control and then rises, the output torque of the motor is gradually increased from being smaller than the original friction force to exceeding the current friction force, the rotating speed during clutch combination is obviously lower than the rotating speed before clutch combination and is also obviously lower than the rotating speed during the clutch process of the manual fuel oil vehicle, so that the wear of the clutch is reduced, and the service life of the clutch is prolonged.
The embodiment of the invention discloses a specific control method of a manual-gear electric automobile, and compared with the previous embodiment, the embodiment further explains and optimizes the technical scheme. Specifically, as shown in fig. 2, the method includes:
s21: acquiring the real-time rotating speed of the motor through the MCU;
s22: according to the real-time rotating speed, the target rotating speed following the real-time rotating speed is used as a control signal;
that is, in this embodiment, the mode of the VCU controlling the MCU is the rotation speed mode, the control signal is the target rotation speed, and the MCU performs corresponding adjustment.
It can be understood that, here, the following of the target rotation speed includes increasing when the real-time rotation speed increases and decreasing when the real-time rotation speed decreases, in order to avoid the sudden change of the rotation speed, a certain following step length can be set, and the following step length can be adjusted according to specific situations.
S23: outputting the control signal to the MCU to make the MCU perform the following operations:
s231: determining a corresponding first target torque according to the control signal;
specifically, the first target torque here directly corresponds to the target rotation speed.
S232: acquiring a torque upper limit value negatively correlated with the target rotating speed;
specifically, the torque upper limit value negatively correlated with the target rotation speed is determined by a look-up table or PID calculation. The torque upper limit value is inversely related to the target rotation speed, the torque upper limit value is smaller when the rotation speed at the initial clutch engagement stage is at the idle speed point, and the torque upper limit value is gradually increased when the rotation speed is gradually reduced. The numerical value of the torque upper limit value can be determined by looking up a table, as shown in table 1 below, wherein the idling point is 850rpm, and PID calculation can be carried out according to the maximum total mass of the vehicle, the required starting angle, the resistance condition, the starting acceleration, the rotating speed reduction degree and the like, so as to finally determine the torque upper limit value which is negatively related to the target rotating speed.
TABLE 1 target rotational speed-Torque Upper Limit value correspondence Table
| Target speed (rpm) | Upper limit of torque (N.m) |
| 400 | 120 |
| 500 | 104 |
| 600 | 95 |
| 700 | 80 |
| 800 | 66 |
| 850 | 47 |
When the clutch is tightly attached to the vehicle, the friction force of the clutch is larger than the resistance of the whole vehicle, when the vehicle starts to move, the rotating speed of the vehicle end of the clutch rises, and the rotating speed of the motor end slightly falls or rises until the rotating speeds of the vehicle end and the motor end of the clutch are synchronous; if the torque upper limit value is not large enough, the output torque of the motor is smaller than the resistance, the real-time rotating speed of the motor cannot respond to the following target rotating speed, the real-time rotating speed of the motor further decreases, and the vehicle cannot be driven to start or the starting acceleration is slow. In order to avoid the situation that starting cannot be driven or the starting is too slow when a fuel vehicle is started, the real-time rotating speed of the motor cannot be reduced too low, the value can be selected from one third to one half of the rotating speed of an idling point at a certain value below the idling point, and the upper limit value of the torque is set to a large value.
Further, considering the occurrence of a sudden increase in the real-time rotation speed, a sudden increase in the first target torque, and a sudden increase in the torque upper limit value during a road depression, the torque upper limit value may be set to a step range, and if the difference between the torque upper limit value at the previous time and the torque upper limit value at the current time exceeds the step range, the step range is set as an allowable change amount, and the allowable change amount and the torque upper limit value at the previous time are added to obtain a final torque upper limit value at the current time. Specifically, motors of different models generally correspond to step ranges of different sizes.
S233: judging whether the absolute value of the first target torque exceeds a torque upper limit value;
s234: if yes, using the torque with the same direction as the first target torque and the same amplitude as the torque upper limit value as the output torque;
s235: if not, taking the first target torque as an output torque;
it will be appreciated that the final output torque should not exceed the upper torque limit in magnitude and therefore be in the same direction as the first target torque, with the magnitude being the lesser of the first target torque and the upper torque limit.
Because the final output torque is between the positive and negative torque upper limit values in actual operation, and is not necessarily a stable value, the torque upper limit value is set to two levels of consideration with respect to the operational effect of the output torque:
firstly, the actual rotating speed is suddenly increased under the condition of some road depressions, and when the target rotating speed is not updated, the motor outputs a larger torque to cause the whole vehicle to suddenly jump, so that the maximum output torque is limited to avoid the condition; and secondly, if the lowest point of the real-time rotating speed is too low, the motor cannot drive the vehicle to start or too slow to start, and in order to simulate the characteristic that the real-time rotating speed is not particularly low when the fuel vehicle starts, a larger torque upper limit value is set for the lower rotating speed.
S236: and controlling the motor by using the output torque.
Further, when the rotation speeds of the two ends of the clutch are gradually synchronous, and the torque lost due to the sliding friction of the clutch is more used for driving the vehicle, even if the upper limit value of the torque is not changed, the output torque is not changed, and the vehicle can be gradually accelerated. In fact, in the process, the real-time rotating speed of the motor rises, the target rotating speed rises, the MCU controls the motor to accelerate, and the vehicle continues to accelerate and start until the target rotating speed and the real-time rotating speed both rise to the idling point.
The embodiment of the invention discloses a specific control method of a manual-gear electric automobile, and compared with the previous embodiment, the embodiment further explains and optimizes the technical scheme. Specifically, as shown in fig. 3, the method includes:
s31: acquiring the real-time rotating speed of the motor through the MCU;
s32: and determining a second target torque negatively correlated with the real-time rotation speed as the control signal according to the real-time rotation speed.
It can be understood that the control mode of the MCU in this embodiment is a torque mode, and directly controls the torque of the motor.
Further, before determining the corresponding control signal according to the real-time rotating speed, the method further includes:
acquiring the opening degree of a clutch pedal;
correspondingly, the process of determining the corresponding control signal according to the real-time rotating speed comprises the following steps:
and determining a second target torque which is negatively related to the real-time rotating speed and the opening degree as the control signal according to the real-time rotating speed and the opening degree.
It can be understood that adding the opening degree of the clutch pedal as one of the parameters for determining the second target torque can alleviate the problems of low accuracy and back-and-forth fluctuation of the rotation speed and the torque within a certain range caused by real-time rotation speed.
Specifically, the second target torque may be determined by looking up a table or PID calculation, for example, as shown in table 2 below, where 1000% of the opening of the clutch pedal is in a state where the clutch is completely disengaged, 0% of the opening is in a state where the clutch is completely engaged, the real-time rotation speed unit is still rpm, and the idle point is 850 rpm.
TABLE 2 corresponding table of real-time rotation speed-opening degree-torque upper limit value
| Real-time rotation speed/opening degree | 400 | 500 | 570 | 640 | 710 | 750 | 800 | 850 | 900 |
| 0 | 600 | 600 | 500 | 420 | 280 | 180 | 70 | 0 | 0 |
| 300 | 600 | 600 | 500 | 420 | 280 | 180 | 70 | 0 | 0 |
| 500 | 550 | 530 | 450 | 420 | 280 | 180 | 60 | 0 | 0 |
| 800 | 550 | 480 | 400 | 420 | 280 | 180 | 50 | 0 | 0 |
| 1000 | 500 | 350 | 300 | 250 | 230 | 180 | 40 | 0 | 0 |
Further, the process of determining the second target torque negatively correlated with the real-time rotation speed and negatively correlated with the opening degree as the control signal according to the real-time rotation speed and the opening degree includes:
determining a second target torque which is negatively related to the real-time rotating speed and the opening degree according to the real-time rotating speed and the opening degree;
judging whether the absolute value of the second target torque exceeds a torque upper limit value;
if yes, using the torque with the same direction as the second target torque and the same amplitude as the torque upper limit value as a control signal;
if not, the second target torque is used as a control signal.
It is understood that the torque upper limit value is set to avoid excessive output torque, and is usually estimated according to the maximum total mass of the vehicle, the required hill-climbing starting angle and the resistance condition, and then amplified to some extent according to the starting acceleration and the rotating speed reduction degree. If the second target torque is determined directly by looking up the table, the limit of the torque upper limit value can be written into the table in advance, the second target torque can be obtained by directly looking up the table in the subsequent application process and can be used as a control signal, and whether the absolute value of the second target torque exceeds the torque upper limit value does not need to be judged.
S33: and outputting the control signal to the MCU, and controlling the motor by the MCU according to the control signal so as to enable the real-time rotating speed to fall to the lowest point and then rise to the idling point.
It will be appreciated that the overall launch process in this embodiment is similar to that of the previous embodiment, except that the torque is controlled directly by the VCU. When the rotating speed of the motor is reduced, the torque corresponding to the control signal is gradually increased, and when the torque is smaller than the friction force of the clutch for sliding, the rotating speed of the motor is continuously reduced, and the torque is continuously increased. When the clutch clings to the degree to be increased and the friction force of the sliding friction is larger than the vehicle resistance, the torque at the motor end can be transmitted to the vehicle body to drive the vehicle to start. When the torque corresponding to the control signal is increased to the torque upper limit value, the torque stops increasing, the rotating speed of the vehicle end of the clutch is waited to rise, after the rotating speeds of the two ends of the clutch are basically synchronous, the rotating speeds of the two ends can continue to rise, the torque starts to decrease, the acceleration of the vehicle is slowed down, and finally the torque is stabilized near an idle speed point.
Correspondingly, the embodiment of the present application further discloses a control system of a manual-gear electric vehicle, which is applied to a vehicle starting clutch combining process, and as shown in fig. 4, the control system includes:
the data acquisition module 1 is used for acquiring the real-time rotating speed of the motor through the MCU;
the signal determining module 2 is used for determining a corresponding control signal according to the real-time rotating speed;
and the signal output module 3 is used for outputting a control signal to the MCU, so that the MCU controls the motor according to the control signal, and the real-time rotating speed is reduced to the lowest point and then is increased to an idling point.
Generally, during the clutch combination process, the friction force between the clutch driving shaft end and the motor end is gradually increased, and the rotating speed of the motor is determined by the combined action of the motor torque and the friction force. When the real-time rotating speed of the motor is reduced to the lowest point under the control and then rises, the output torque of the motor is gradually increased from being smaller than the original friction force to exceeding the current friction force, the rotating speed during clutch combination is obviously lower than the rotating speed before clutch combination and is also obviously lower than the rotating speed during the clutch process of the manual fuel oil vehicle, so that the wear of the clutch is reduced, and the service life of the clutch is prolonged.
Correspondingly, this application embodiment still discloses a manual fender electric automobile's controlling means, includes:
a memory for storing a computer program;
a processor for implementing the steps of the control method of the manual transmission electric vehicle according to any one of the above embodiments when executing the computer program.
For details of the control method of the manual transmission electric vehicle, reference may be made to the related contents in the above embodiments.
The control device of the manual transmission electric vehicle in the embodiment has the same beneficial effects as the control device of the manual transmission electric vehicle in the above embodiment.
Finally, it should also be noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
The control method, system and device for the manual transmission electric vehicle provided by the invention are described in detail, a specific example is applied in the description to explain the principle and the implementation mode of the invention, and the description of the embodiment is only used for helping to understand the method and the core idea of the invention; meanwhile, for a person skilled in the art, according to the idea of the present invention, there may be variations in the specific embodiments and the application scope, and in summary, the content of the present specification should not be construed as a limitation to the present invention.
Claims (7)
1. A control method of a manual-gear electric automobile is characterized by being applied to the automobile starting clutch combination process, and comprises the following steps:
acquiring the real-time rotating speed of the motor through the MCU;
determining a corresponding control signal according to the real-time rotating speed;
outputting the control signal to the MCU, and enabling the MCU to control the motor according to the control signal so as to enable the real-time rotating speed to drop to the lowest point and then rise to an idle point;
the process of determining the corresponding control signal according to the real-time rotating speed comprises the following steps:
according to the real-time rotating speed, a target rotating speed following the real-time rotating speed is used as a control signal;
or determining a second target torque negatively correlated with the real-time rotating speed as a control signal according to the real-time rotating speed;
wherein, when the control signal is the target rotating speed following the real-time rotating speed, the process of outputting the control signal to the MCU to enable the MCU to control the motor according to the control signal comprises the following steps:
outputting the control signal to the MCU to enable the MCU to perform the following operations:
determining a corresponding first target torque according to the control signal;
acquiring a torque upper limit value inversely related to the target rotating speed;
judging whether the absolute value of the first target torque exceeds the torque upper limit value;
if so, taking the torque with the same direction as the first target torque and the same amplitude as the torque upper limit value as output torque;
if not, taking the first target torque as the output torque;
and controlling the motor by using the output torque.
2. The control method according to claim 1, wherein the process of obtaining the torque upper limit value that is inversely related to the target rotation speed includes:
and determining a torque upper limit value inversely related to the target rotating speed through a table look-up or PID calculation.
3. The control method according to claim 2, wherein the process of determining the torque upper limit value inversely related to the target rotation speed through a table look-up or PID calculation includes:
and determining the torque upper limit value which is inversely related to the target rotating speed and has the variation within the step range through a table look-up or PID calculation.
4. The control method of claim 1, wherein when the control signal is the second target torque negatively correlated to the real-time rotational speed, before determining the corresponding control signal based on the real-time rotational speed, further comprising:
acquiring the opening degree of a clutch pedal;
correspondingly, the process of determining the corresponding control signal according to the real-time rotating speed includes:
and determining a second target torque which is negatively related to the real-time rotating speed and the opening degree as a control signal according to the real-time rotating speed and the opening degree.
5. The control method according to claim 4, wherein the process of determining, as the control signal, the second target torque negatively correlated with the real-time rotation speed and negatively correlated with the opening degree, based on the real-time rotation speed and the opening degree, includes:
according to the real-time rotating speed and the opening degree, determining a second target torque which is negatively related to the real-time rotating speed and negatively related to the opening degree;
judging whether the absolute value of the second target torque exceeds a torque upper limit value;
if so, using the torque with the same direction as the second target torque and the same amplitude as the torque upper limit value as a control signal;
and if not, taking the second target torque as the control signal.
6. The utility model provides a control system of manual fender electric automobile, its characterized in that is applied to car start separation and reunion and combines the in-process, control system includes:
the data acquisition module is used for acquiring the real-time rotating speed of the motor through the MCU;
the signal determining module is used for determining a corresponding control signal according to the real-time rotating speed;
the signal output module is used for outputting the control signal to the MCU, so that the MCU controls the motor according to the control signal, and the real-time rotating speed is reduced to the lowest point and then is increased to an idle point;
the signal determination module is specifically configured to:
according to the real-time rotating speed, a target rotating speed following the real-time rotating speed is used as a control signal;
or determining a second target torque negatively correlated with the real-time rotating speed as a control signal according to the real-time rotating speed;
wherein, when the control signal is the target rotating speed following the real-time rotating speed, the signal output module is specifically configured to:
outputting the control signal to the MCU to enable the MCU to perform the following operations:
determining a corresponding first target torque according to the control signal;
acquiring a torque upper limit value inversely related to the target rotating speed;
judging whether the absolute value of the first target torque exceeds the torque upper limit value;
if so, taking the torque with the same direction as the first target torque and the same amplitude as the torque upper limit value as output torque;
if not, taking the first target torque as the output torque;
and controlling the motor by using the output torque.
7. A control device for a manual transmission electric vehicle is characterized by comprising:
a memory for storing a computer program;
a processor for implementing the steps of the method of controlling a manual transmission electric vehicle according to any one of claims 1 to 5 when executing said computer program.
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