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CN118906847B - Speed control method and device based on control target and new energy vehicle - Google Patents

Speed control method and device based on control target and new energy vehicle Download PDF

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Publication number
CN118906847B
CN118906847B CN202411405702.8A CN202411405702A CN118906847B CN 118906847 B CN118906847 B CN 118906847B CN 202411405702 A CN202411405702 A CN 202411405702A CN 118906847 B CN118906847 B CN 118906847B
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China
Prior art keywords
speed
vehicle
wheel
control
turning radius
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CN118906847A (en
Inventor
居婷
刘小飞
李林强
谭开波
丁立
陈皓
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Chengdu Seres Technology Co Ltd
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Chengdu Seres Technology Co Ltd
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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
    • B60L15/2036—Electric differentials, e.g. for supporting steering vehicles
    • 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
    • B60L15/32—Control or regulation of multiple-unit electrically-propelled vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D11/00—Steering non-deflectable wheels; Steering endless tracks or the like
    • B62D11/001—Steering non-deflectable wheels; Steering endless tracks or the like control systems
    • B62D11/003—Electric or electronic control systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D11/00—Steering non-deflectable wheels; Steering endless tracks or the like
    • B62D11/02—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides
    • B62D11/04—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides by means of separate power sources
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/42—Electrical machine applications with use of more than one motor
    • 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
    • B60L2240/10—Vehicle control parameters
    • B60L2240/14—Acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/46—Drive Train control parameters related to wheels
    • B60L2240/461—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
    • B60L2240/46—Drive Train control parameters related to wheels
    • B60L2240/463—Torque

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Power Engineering (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)

Abstract

本申请提供了一种基于控制目标的转速控制方法、装置及新能源汽车。该方法包括：对驾驶员输入信号及车辆状态参数进行采集，并基于驾驶员输入信号及车辆状态参数，确定车辆的控制目标；当判断控制目标为车速控制时，计算加速系数，并基于加速系数及相应的轮速控制策略进行轮速调整；当判断控制目标为转弯半径控制时，计算转弯半径系数，并基于转弯半径系数及相应的轮速控制策略进行轮速调整；当车辆在不同的控制目标之间切换时，确定车辆的转速控制策略，基于转速控制策略对车轮的转速梯度进行调整。本申请能够灵活调整转速控制策略，确保不同控制策略之间的平滑切换，提高车辆在不同驾驶条件下的控制性和稳定性。

The present application provides a speed control method, device and new energy vehicle based on a control target. The method includes: collecting driver input signals and vehicle state parameters, and determining the control target of the vehicle based on the driver input signals and vehicle state parameters; when it is judged that the control target is vehicle speed control, calculating the acceleration coefficient, and adjusting the wheel speed based on the acceleration coefficient and the corresponding wheel speed control strategy; when it is judged that the control target is turning radius control, calculating the turning radius coefficient, and adjusting the wheel speed based on the turning radius coefficient and the corresponding wheel speed control strategy; when the vehicle switches between different control targets, determining the speed control strategy of the vehicle, and adjusting the speed gradient of the wheel based on the speed control strategy. The present application can flexibly adjust the speed control strategy, ensure smooth switching between different control strategies, and improve the controllability and stability of the vehicle under different driving conditions.

Description

Control target-based rotating speed control method and device and new energy automobile
Technical Field
The application relates to the technical field of new energy automobiles, in particular to a control target-based rotating speed control method and device and a new energy automobile.
Background
The distributed driving technology is widely used in modern electric vehicles because of the advantage that four-wheel motors can be controlled independently. The distributed driving technology can replace the traditional mechanical differential lock by adjusting the torque of the four-wheel motor, and the electronic differential control function is realized. This control mode allows the left and right wheels of the vehicle to generate a wheel speed difference so as to stably pass through a depressed road surface when traveling straight and smoothly complete a steering operation when turning.
During steering, electronic differential control is the basic control method, but as the vehicle state and driver intention change, different control targets may need to be achieved. These control targets include vehicle speed control and turning radius control. In the prior art, aiming at the switching of different control targets and control strategies, the problems of single control strategy and unsmooth switching among different control strategies exist, and under the condition that the two control targets exist simultaneously, the effective comprehensive control strategy is lacking.
Disclosure of Invention
In view of the above, the embodiment of the application provides a control target-based rotational speed control method and device and a new energy automobile, so as to solve the problems that in the prior art, the control strategy is single, the switching is not smooth, the dynamic adjustment of the rotational speed cannot be realized, and the controllability and the stability of the driving of the automobile are reduced.
According to a first aspect of the embodiment of the application, a control target-based rotational speed control method is provided, and the control target-based rotational speed control method comprises the steps of collecting a driver input signal and a vehicle state parameter, determining a control target of a vehicle based on the driver input signal and the vehicle state parameter, calculating an acceleration coefficient according to the driver input signal and the vehicle state parameter when the control target is determined to be vehicle speed control, and performing wheel speed adjustment based on the acceleration coefficient and a corresponding wheel speed control strategy, calculating a turning radius coefficient according to the vehicle state parameter when the control target is determined to be turning radius control, and performing wheel speed adjustment based on the turning radius coefficient and the corresponding wheel speed control strategy, wherein when the vehicle is switched among different control targets, judging based on one or more conditions in the current acceleration coefficient, the turning radius coefficient, the vehicle speed and the positive and negative rotational speeds of the wheels, determining the corresponding rotational speed control strategy according to a judging result, and the rotational speed control strategy is used for adjusting the rotational speed gradient of the wheels through torque control so as to adjust the rotational speed of the wheels to the target rotational speed.
According to a second aspect of the embodiment of the application, a control target-based rotational speed control device is provided, and the control target-based rotational speed control device comprises a determining module, a first rotational speed adjusting module, a second rotational speed adjusting module and a rotational speed adjusting module, wherein the determining module is configured to acquire a driver input signal and a vehicle state parameter and determine a control target of a vehicle based on the driver input signal and the vehicle state parameter, the first rotational speed adjusting module is configured to calculate an acceleration coefficient according to the driver input signal and the vehicle state parameter and perform rotational speed adjustment based on the acceleration coefficient and a corresponding rotational speed control strategy when the control target is determined to be vehicle speed control, the second rotational speed adjusting module is configured to calculate a turning radius coefficient according to the vehicle state parameter and perform rotational speed adjustment based on the turning radius coefficient and the corresponding rotational speed control strategy when the control target is determined to be turning radius control, and the rotational speed adjusting module is configured to determine a rotational speed gradient of the wheel to be adjusted to a target rotational speed based on one or more conditions in a current acceleration coefficient, a turning radius coefficient, a vehicle speed and positive and a negative rotational speed of the wheel.
The third aspect of the embodiment of the application provides a new energy automobile, which comprises a controller, a power system and a transmission system, wherein the controller is used for realizing the steps of the control target-based rotating speed control method, so that the rotating speed gradient of wheels is adjusted through torque control by utilizing a rotating speed control strategy, the target rotating speed of the wheels is sent to the power system, and the power system is used for controlling the rotating speed of a driving motor through the transmission system according to the target rotating speed.
The above at least one technical scheme adopted by the embodiment of the application can achieve the following beneficial effects:
The method comprises the steps of acquiring a driver input signal and a vehicle state parameter, determining a control target of a vehicle based on the driver input signal and the vehicle state parameter, calculating an acceleration coefficient according to the driver input signal and the vehicle state parameter when the control target is judged to be vehicle speed control, and carrying out wheel speed adjustment based on the acceleration coefficient and a corresponding wheel speed control strategy, calculating a turning radius coefficient according to the vehicle state parameter when the control target is judged to be turning radius control, and carrying out wheel speed adjustment based on the turning radius coefficient and the corresponding wheel speed control strategy when the vehicle is switched between different control targets, judging based on one or more conditions in the current acceleration coefficient, the turning radius coefficient, the vehicle speed and positive and negative rotation speed switching processes of the wheels, and determining a corresponding rotation speed control strategy according to a judging result, wherein the rotation speed control strategy is used for adjusting the rotation speed gradient of the wheels through torque control so as to adjust the rotation speed of the wheels to a target rotation speed. The application can flexibly adjust the rotating speed control strategy, ensure smooth switching among different control strategies and improve the controllability and stability of the vehicle under different driving conditions.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a flow chart of a method for wheel speed distribution based on multi-objective control according to an embodiment of the present application;
FIG. 2 is a schematic diagram of an overall architecture based on upper and lower control provided by an embodiment of the present application;
fig. 3 is a schematic structural diagram of a control target-based rotational speed control device according to an embodiment of the present application;
fig. 4 is a schematic structural diagram of an electronic device according to an embodiment of the present disclosure.
Detailed Description
In the following description, for purposes of explanation and not limitation, specific details are set forth such as the particular system architecture, techniques, etc., in order to provide a thorough understanding of the embodiments of the present application. It will be apparent, however, to one skilled in the art that the present application may be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present application with unnecessary detail.
It should be understood that the various steps recited in the method embodiments of the present application may be performed in a different order and/or performed in parallel. Furthermore, method embodiments may include additional steps and/or omit performing the illustrated steps. The scope of the application is not limited in this respect.
The term "including" and variations thereof as used herein are intended to be open-ended, i.e., including, but not limited to. The term "based on" is based at least in part on. The term "one embodiment" means "at least one embodiment," another embodiment "means" at least one additional embodiment, "and" some embodiments "means" at least some embodiments. Related definitions of other terms will be given in the description below. It should be noted that the terms "first," "second," and the like herein are merely used for distinguishing between different devices, modules, or units and not for limiting the order or interdependence of the functions performed by such devices, modules, or units.
It should be noted that references to "one", "a plurality" and "a plurality" in this disclosure are intended to be illustrative rather than limiting, and those skilled in the art will appreciate that "one or more" is intended to be construed as "one or more" unless the context clearly indicates otherwise.
The new energy automobile in the embodiment of the application refers to an automobile which adopts novel energy (non-traditional petroleum and diesel energy) and has advanced technology. The automobiles adopt a novel power system, so that the automobile emission can be effectively reduced, the influence on the environment is reduced, and the energy utilization efficiency is improved. The new energy automobile of the embodiment of the application comprises, but is not limited to, an electric automobile, a secondary battery or a fuel cell electric automobile, and can also be applied to a hybrid electric automobile, including a range-extending type automobile, a plug-in hybrid electric automobile, a fuel-electric hybrid electric automobile and the like.
The following describes in detail a vehicle anti-skid control method and apparatus according to an embodiment of the present application with reference to the accompanying drawings.
Fig. 1 is a flow chart of a wheel speed distribution method based on multi-objective control according to an embodiment of the present application. As shown in fig. 1, the wheel speed distribution method based on multi-target control may specifically include:
S101, acquiring a driver input signal and a vehicle state parameter, and determining a control target of a vehicle based on the driver input signal and the vehicle state parameter;
s102, when the control target is judged to be vehicle speed control, calculating an acceleration coefficient according to a driver input signal and a vehicle state parameter, and carrying out wheel speed adjustment based on the acceleration coefficient and a corresponding wheel speed control strategy;
s103, when the control target is judged to be turning radius control, calculating a turning radius coefficient according to the vehicle state parameter, and carrying out wheel speed adjustment based on the turning radius coefficient and a corresponding wheel speed control strategy;
And S104, when the vehicle is switched among different control targets, judging based on one or more conditions in the current acceleration coefficient, turning radius coefficient, vehicle speed and positive and negative rotation speed switching process of the wheels, and determining a corresponding rotation speed control strategy according to a judgment result, wherein the rotation speed control strategy is used for adjusting the rotation speed gradient of the wheels through torque control so as to adjust the rotation speed of the wheels to the target rotation speed.
Some embodiments utilize VCU (Vehicle Control Unit, vehicle controller) to monitor driver input signals and vehicle state parameters in real time during vehicle travel to obtain real-time data, including, but not limited to, pedal opening rate of change, vehicle acceleration mode, vehicle available power, tire slip angle, steering wheel angle rate of change, lateral acceleration, etc. In practical application, a Vehicle Control Unit (VCU) monitors the vehicle state parameters in real time, and the acquired motor rotation speed data is ensured to have real-time performance and accuracy through high-frequency sampling. The processing unit built in the VCU processes the acquired vehicle state parameters to obtain data for subsequent calculation.
For example, in some embodiments, the above-mentioned driver input signal and the pedal opening, the pedal opening change rate, the vehicle acceleration mode and the vehicle available power in the vehicle state parameters may be used to determine whether the control target of the vehicle is the vehicle speed control, and may further determine whether the vehicle speed control is the acceleration control or the deceleration control, and the specific determination process and embodiments refer to the following content of determining whether the vehicle meets the preset target condition of the vehicle speed control according to the pedal opening, the pedal opening change rate, the vehicle acceleration mode and the vehicle available power.
In other embodiments, the above-mentioned tire slip angle, steering wheel angle change rate, and lateral acceleration in the driver input signal and the vehicle state parameter may be used to determine whether the control target of the vehicle is turning radius control, and may further determine whether the turning radius control is to decrease the turning radius or increase the turning radius.
First, before describing the technical scheme of the present application in detail, a basic working principle of electronic differential control is described with reference to embodiments, and the basic working principle may specifically include the following:
The electronic differential control is used for completing related control targets by identifying driver intention and vehicle state parameters and controlling four-wheel speeds, and currently, different control targets are identified according to different driver intention and vehicle state parameters to complete wheel speed distribution. The basic wheel speed distribution strategy is:
wherein, Indicating the wheel speed of the left front wheel,Indicating the wheel speed of the right front wheel,Indicating the wheel speed of the left rear wheel,Indicating the wheel speed of the right rear wheel,The vehicle speed is indicated as being a function of the vehicle speed,Indicating the difference in wheel speed between the inside and outside of the vehicle. At this time, the average vehicle speed V ave=V1+V2+V3+V4 =v, the turning radiusB represents the distance between the left and right wheels.
It should be noted that, in the embodiment of the present application, a scenario in which the vehicle turns left is taken as an example, and the process of the control-target-based rotational speed control method provided by the present application is explained, but it should be understood that the control-target-based rotational speed control method of the present application is not limited to a scenario in which the vehicle turns left, and the scenario does not constitute a limitation to the technical solution of the present application.
In some embodiments, determining a control target for a vehicle based on a driver input signal and a vehicle state parameter includes:
judging whether the vehicle meets the preset target condition of vehicle speed control or not through the pedal opening, the pedal opening change rate, the vehicle acceleration mode and the vehicle available power;
The pedal opening, the pedal opening change rate and the available power of the whole vehicle are respectively compared with corresponding thresholds, and according to the comparison result and the vehicle acceleration mode, the control target of the vehicle is judged to be acceleration control or deceleration control.
Specifically, when the driver depresses the accelerator pedal (not limited in time sequence but in condition), the system monitors the magnitude of the pedal opening and the rate of change of the pedal opening in real time. The pedal opening represents the degree of acceleration that the driver wishes to achieve, while the rate of change of pedal opening reflects the urgency of the driver's acceleration. At the same time, the system detects the current vehicle acceleration mode, which may be selected by the driver on the in-vehicle control panel, typically including economy, comfort and sport modes. In addition, the system will obtain the available power of the whole vehicle, and the parameter is determined according to the state of charge (SOC) of the battery and the maximum driving power allowed to be output by the motor.
Further, when the system detects that the pedal opening, the pedal opening change rate, the vehicle acceleration mode and the available power of the whole vehicle all reach preset thresholds, the system judges that the control target of the vehicle is acceleration control. For example, when the pedal opening is greater than 40%, the pedal opening change rate is greater than 90 °/s, the vehicle acceleration mode is in the sport mode, and the vehicle-use power is greater than 80kW, the system sets the control target of the vehicle to acceleration control. In this case, the vehicle will adjust the wheel speeds of the respective wheels according to the target of the acceleration control to achieve a faster acceleration response.
In addition, when the system detects that the pedal opening, the pedal opening change rate, the vehicle acceleration mode and the available power of the whole vehicle are all lower than preset thresholds, the system judges that the control target of the vehicle is deceleration control. For example, when the pedal opening is less than 20%, the pedal opening change rate is less than 30 °/s, the vehicle acceleration mode is in the economy mode, and the vehicle-use power is less than 50kW, the system sets the control target of the vehicle to the deceleration control. In this case, the vehicle will adjust the wheel speeds of the respective wheels according to the target of the deceleration control to achieve smooth deceleration and energy recovery.
For example, in one specific example, when the accelerator pedal opening, the accelerator pedal opening change rate, the vehicle acceleration mode, the vehicle-whole available power reach the threshold value, it is determined that the control target is the increase target vehicle speed:
(1) Accelerator pedal opening: Wherein U 100 is the collected voltage corresponding to 100% of the pedal opening of the accelerator pedal, U 0 is the collected voltage corresponding to 0% of the pedal opening of the accelerator pedal, and U is the collected voltage of the pedal of the driver in the driving process.
(2) Accelerator pedal opening change rate:, the derivation of the pedal opening over time is indicated.
(3) Vehicle acceleration mode, namely, the vehicle acceleration mode is selected on a large screen according to a driver, and three modes of economy, comfort and movement are provided.
(4) And the whole vehicle available power is obtained according to the battery SOC and the maximum driving power allowed to be output by the motor.
Pedal opening P, pedal opening rate of changeAnd the available power of the whole vehicle are respectively compared with corresponding threshold values, and the vehicle speed control target where the vehicle is positioned is judged according to the comparison result of the threshold values, for example, when the pedal opening P is judged to be more than 40 percent, the change rate of the pedal opening is judgedWhen 90 DEG/s, the available power of the whole vehicle is more than 80kW and the acceleration mode is the motion mode, the entering control target is the acceleration control mode, conversely, when the pedal opening P is judged to be less than 20 percent, the pedal opening change rate is judged to be the acceleration control modeAnd when the available power of the whole vehicle is less than 50kW and the acceleration mode is the economic mode, entering the control target into the deceleration control mode.
By the method of the embodiment, the vehicle can dynamically adjust the control strategy according to the intention of the driver and the vehicle state, and the optimal performance and stability can be ensured under various driving conditions. The method not only improves the control performance of the vehicle, but also enhances the comfort and safety of driving.
In some embodiments, determining a control target for a vehicle based on a driver input signal and a vehicle state parameter includes:
Judging whether the vehicle meets the preset turning radius control target conditions or not according to the tire side deflection angle, the steering wheel angle change rate and the lateral acceleration, wherein when the tire side deflection angle, the steering wheel angle change rate and the lateral acceleration are all larger than corresponding threshold values, the control target of the vehicle is judged to be turning radius reduction.
In particular, the system collects parameters related to the steering and driving conditions of the vehicle, including tire slip angle, steering wheel angle rate of change, and lateral acceleration, through the sensors of the vehicle. The following description is given of the above-mentioned parameter acquisition mode and content, which may specifically include the following:
Tire slip angle is measured by sensors mounted on the wheels. The tire slip angle reflects the slip angle between the wheel and the vehicle body, and can reveal the state of the vehicle when turning. Specifically, the tire slip angle of the front axle and the rear axle is calculated from the data detected by the wheel sensors.
Steering wheel angle is measured directly by a steering wheel sensor, and the steering intention of a driver is reflected.
And calculating the change rate of the steering wheel angle by detecting the rotation speed of the steering wheel. This parameter can reflect the speed at which the driver turns the steering wheel.
Lateral acceleration-measured by a lateral acceleration sensor, the lateral acceleration reflects the lateral force experienced by the vehicle when the vehicle turns.
In the implementation process, the system monitors the parameters, and when the parameters reach a preset threshold value, the system judges that the vehicle needs to enter a control mode for reducing the turning radius. For example:
When the difference of the tire slip angles of the front axle and the rear axle is larger than 1 degree or the difference of the tire slip angles of the inner side and the outer side of the coaxial axle is larger than 4 degrees, the posture of the vehicle is unstable when the vehicle turns, and the adjustment is needed.
When the steering wheel angle is greater than 10 degrees and the rate of change of the steering wheel angle is greater than 5 degrees per second, this indicates that the driver is performing a more aggressive steering operation.
When the lateral acceleration is greater than 0.4g, it means that the vehicle receives a large lateral force during turning, which may result in an excessively large turning radius, and correction is required.
In the case where the above condition is satisfied, the system determines that the control target of the vehicle is to reduce the turning radius. The system will then adjust the wheel speed distribution of each wheel based on these parameters to achieve the goal of reducing the turning radius. The method comprises the following specific steps:
And collecting data, namely collecting the data such as the tire slip angle, the steering wheel angle change rate, the lateral acceleration and the like in real time through a sensor system.
And judging whether the condition of reducing the turning radius is met or not by comparing the acquired data with a preset threshold value. If all parameters reach the corresponding threshold values, a control mode for reducing the turning radius is entered.
And (3) adjusting the wheel speed distribution, namely dynamically adjusting the wheel speed distribution of each wheel according to the current state and turning requirement of the vehicle, wherein a specific strategy is to keep the left wheel and the right wheel of the front axle to generate wheel speed difference preferentially, so that the turning radius is reduced. The system optimizes wheel speed distribution according to the real-time state of the vehicle to ensure that the vehicle maintains stable and efficient steering performance during cornering.
For example, in one specific example, when the tire slip angle α, the steering wheel angle δ, the steering wheel angle change rate, and the lateral acceleration a y reach the threshold values, it is determined that the control target is to reduce the turning radius.
(1) Tire slip angle:; V x,Vy is the longitudinal speed and the transverse speed of the vehicle, gamma is the yaw rate, the three parameters obtain related data through sensors, and a and b are the distances from the mass center to the front axle and the rear axle;
(2) The steering wheel angle delta is obtained through an angle sensor;
(3) Steering wheel angle change rate: , The derivation of the steering wheel angle to time is shown;
(4) The lateral acceleration is obtained according to a lateral acceleration sensor.
When alpha Front axle -α Rear axle is judged to be more than 1 DEG or coaxial alpha Inside of the inner side -α Outside is provided with is judged to be more than 4 DEG, delta is judged to be more than 10 DEG,When the ratio of the vehicle speed to the turning radius is greater than 5 DEG/s and a y is greater than 0.4g, the vehicle is judged to enter a control target stage for reducing the turning radius.
By the method, the vehicle can intelligently adjust the turning radius under complex driving conditions, the operability and stability of the vehicle are improved, and safer and more comfortable driving experience is provided for a driver.
In some embodiments, when the control target is determined to be vehicle speed control, calculating the acceleration coefficient from the driver input signal and the vehicle state parameter includes:
When the control target of the vehicle is acceleration control or deceleration control, determining an acceleration coefficient according to a pre-established acceleration coefficient mapping relation by utilizing the current pedal opening of the vehicle, the pedal opening change rate and the available power of the whole vehicle;
The value of the acceleration coefficient is positively correlated with the pedal opening, the pedal opening change rate and the value of the available power of the whole vehicle.
Specifically, when the control target of the vehicle is determined as the vehicle speed control, the system inquires of the pre-established acceleration coefficient map using these parameters. The mapping relation is a database related to the acceleration performance of the vehicle, and records acceleration coefficients under different pedal opening degrees, pedal opening degree change rates and available power conditions of the whole vehicle. Specifically, the value of the acceleration coefficient is positively correlated with the pedal opening, the pedal opening change rate and the available power of the whole vehicle, namely, the larger the pedal opening is, the faster the pedal opening change rate is, and the higher the available power of the whole vehicle is, the larger the acceleration coefficient is.
Further, in order to establish the mapping relation of the acceleration coefficients, in the vehicle design stage, the acceleration coefficient values under different working conditions are determined through a large amount of experimental data and simulation results. For example, the system may record vehicle acceleration performance at different pedal opening (e.g., 20%, 50%, 80%, etc.), different pedal opening rates (e.g., 20 °/s, 50 °/s, 100 °/s, etc.), and different vehicle power available (e.g., 30kW, 60kW, 90kW, etc.), and then form these data into a two-dimensional or three-dimensional map.
In the actual running process, when the system judges that the vehicle needs to be subjected to acceleration control or deceleration control, the system can inquire a map to obtain a corresponding acceleration coefficient according to the current pedal opening, the pedal opening change rate and the available power of the whole vehicle. For example, when the pedal opening of the driver is 50%, the pedal opening change rate is 60 °/s, and the available power of the whole vehicle is 70kW, the system will find the corresponding acceleration coefficient K v in the map.
Once the acceleration factor K v is determined, the system uses this factor to calculate the target average vehicle speed. For example, if the current average vehicle speed is V, the target average vehicle speed is K v multiplied by V after being adjusted by the acceleration coefficient K v. The method can ensure that the vehicle can adjust the acceleration performance in real time according to the intention of a driver and the state of the vehicle under various working conditions, and provides better driving experience.
For example, in one specific example, after the vehicle enters the vehicle speed control mode, the pedal opening P, the pedal opening change rate are first usedAnd establishing a map diagram of the available power and the acceleration coefficient K v of the whole vehicle, wherein the larger the pedal opening is, the larger the pedal opening change rate is, and the larger the available power of the whole vehicle is, the larger the acceleration coefficient is, and the value range of K v is (1-delta V/4V) to (1+delta V/4V).
By the method for calculating and adjusting the acceleration coefficient, the vehicle can flexibly cope with different driving requirements, so that the acceleration performance is improved, and the driving smoothness and response are enhanced. This embodiment demonstrates how the driver input signal and vehicle state parameters are used to dynamically adjust the acceleration factor to achieve accurate vehicle speed control.
In some embodiments, wheel speed adjustment based on an acceleration factor and a corresponding wheel speed control strategy includes:
and calculating a target average vehicle speed according to the acceleration coefficient, determining the wheel speed corresponding to each wheel according to the target average vehicle speed and the current vehicle speed and the average vehicle speed of the vehicle, and distributing the wheel speed to the corresponding wheels.
Specifically, an acceleration coefficient (K v) is obtained through the foregoing steps, and the target average vehicle speed is calculated using the acceleration coefficient. The target average vehicle speed is obtained based on the average vehicle speed (V ave) of the current vehicle multiplied by the acceleration coefficient (K v).
Further, after the target average speed is determined, the system determines the wheel speed distribution of each wheel according to the target average speed and the current speed of the vehicle. This process is intended to ensure that the speed adjustment of each wheel during acceleration or deceleration of the vehicle is able to meet the overall acceleration requirements of the vehicle and to maintain a stable driving condition.
Further, in the vehicle speed control mode, the system will first keep the wheel speed of the left wheel unchanged. For example, if the current wheel speeds of the left front wheel and the left rear wheel are V, the wheel speeds of the left front wheel and the left rear wheel remain V after the adjustment. For the right wheel, the system will make a corresponding wheel speed adjustment based on the difference between the target average vehicle speed and the current average vehicle speed. The specific wheel speed distribution method comprises the following steps:
the wheel speeds of the left side wheels are kept unchanged, and the wheel speeds of the left front wheel and the left rear wheel are kept as the current vehicle speed V.
The wheel speed of the right wheel is adjusted such that the wheel speeds of the right front and rear wheels are increased by a specific value, which is four times the difference between the target average vehicle speed and the current average vehicle speed, from the wheel speed of the left wheel.
For example, it is assumed that the target average vehicle speed (V ave ') is higher than the current average vehicle speed (V ave) by a certain value, and in this case, wheel speeds of the front right wheel and the rear right wheel are assigned as follows:
The front left wheel speed remains V.
The right front wheel speed is adjusted to be V plus the difference between the target average vehicle speed of 4 times and the current average vehicle speed.
The left rear wheel speed remains V.
The right rear wheel speed is adjusted to be V plus the difference between the target average vehicle speed of 4 times and the current average vehicle speed.
For example, in one specific example, the average vehicle speed V ave '=Kv V for the vehicle speed control mode. The wheel speed distribution method is based on the principle that the wheel speed of the left wheel is kept at V, and the wheel speed of the right front wheel and the right rear wheel is increased by 4 (V ave '-Vave) compared with the wheel speed of the left wheel. Namely:
wherein, Indicating the wheel speed of the left front wheel,Indicating the wheel speed of the right front wheel,Indicating the wheel speed of the left rear wheel,Indicating the wheel speed of the right rear wheel,The vehicle speed is indicated as being a function of the vehicle speed,Indicating a target average vehicle speed,Indicating the current average vehicle speed.
In another scenario, if the vehicle requires a smoother acceleration distribution, e.g., the wheel speed of the right front wheel increases 2 times the difference between the target average vehicle speed and the current average vehicle speed over the left front wheel, and the wheel speed of the right rear wheel likewise increases 2 times the difference, then the wheel speed distribution is as follows:
The front left wheel speed remains V.
The right front wheel speed is adjusted to be V plus the difference between the target average vehicle speed of 2 times and the current average vehicle speed.
The left rear wheel speed remains V.
The right rear wheel speed is adjusted to be V plus the difference between the target average vehicle speed of 2 times and the current average vehicle speed.
For example, in one specific example, the average vehicle speed V ave '=Kv V for the vehicle speed control mode. The wheel speed distribution method is based on the principle that the wheel speed of the left wheel is kept at V, and the wheel speed of the right front wheel and the right rear wheel is increased by 2 (V ave '-Vave) compared with the wheel speed of the left wheel. Namely:
wherein, Indicating the wheel speed of the left front wheel,Indicating the wheel speed of the right front wheel,Indicating the wheel speed of the left rear wheel,Indicating the wheel speed of the right rear wheel,The vehicle speed is indicated as being a function of the vehicle speed,Indicating a target average vehicle speed,Indicating the current average vehicle speed.
By the method of the embodiment, the wheel speed distribution of the vehicle can be flexibly adjusted, and the wheel speed adjustment of each wheel can meet the dynamic performance requirement of the whole vehicle under different acceleration requirements. The method not only improves the acceleration performance of the vehicle, but also enhances the smoothness and responsiveness of driving, and provides better driving experience.
In some embodiments, when the control target is determined to be the turning radius control, calculating the turning radius coefficient according to the vehicle state parameter includes:
When the control target of the vehicle is to reduce the turning radius, determining a turning radius coefficient according to a pre-established turning radius coefficient mapping relation by utilizing the current tire slip angle, steering wheel angle change rate and lateral acceleration of the vehicle;
Wherein the value of the turning radius coefficient is inversely related to the values of the tire slip angle, the steering wheel angle change rate and the lateral acceleration.
Specifically, when the system detects a turning demand of the vehicle, a turning radius coefficient (K R) is calculated according to the above parameters (tire slip angle, steering wheel angle change rate, and lateral acceleration). The coefficient is used for adjusting the turning radius of the vehicle, so that the vehicle can be kept stable and safe during turning.
Further, in order to calculate the turning radius coefficient (K R), the system uses the current tire slip angle, steering wheel angle change rate and lateral acceleration of the vehicle to query the pre-established turning radius coefficient mapping relationship. The value of the turning radius coefficient is inversely related to these parameters, i.e., the larger the values of the tire slip angle, the steering wheel angle change rate, and the lateral acceleration, the smaller the turning radius coefficient K R.
In an implementation, after entering the turn radius control target stage, the system determines the appropriate turn radius coefficient K R through a series of calculations and maps. The following steps are detailed:
And collecting data, namely collecting the data such as the tire slip angle, the steering wheel angle change rate and the lateral acceleration of the vehicle in real time through a sensor system.
And (3) judging whether the turning radius needs to be reduced or not by comparing the acquired data with a preset threshold value. If all parameters reach the corresponding threshold values, a control mode for reducing the turning radius is entered.
Inquiring the mapping relation by utilizing the currently collected tire slip angle, steering wheel angle change rate and lateral acceleration data, and inquiring the mapping relation of a pre-established turning radius coefficient K R to obtain a corresponding turning radius coefficient. The mapping relation is established through a large amount of experimental data and simulation results, and turning radius coefficient values under different working conditions are recorded.
And calculating the wheel speed difference, namely calculating a new left and right wheel speed difference by the system according to the turning radius coefficient K R obtained by inquiry. Since the turning radius is inversely proportional to the left-right wheel speed difference, the turning radius can be effectively reduced by increasing the left-right wheel speed difference Δv.
And (3) adjusting the wheel speed distribution, namely dynamically adjusting the wheel speed distribution of each wheel according to the calculated wheel speed difference. The specific strategy is to preferentially keep the front axle left and right wheels to generate wheel speed difference, so as to reduce the turning radius. The system optimizes wheel speed distribution according to the real-time state of the vehicle to ensure that the vehicle maintains stable and efficient steering performance during cornering.
For example, in one specific example, after entering the turning radius control target stage, the turning radius is calculated by a radius formulaIt is known that the turning radius R is reduced only when the left-right wheel speed difference Δv is increased, so that a map of the turning radius coefficient K R is created according to the tire slip angle α, the steering wheel angle δ, the steering wheel angle change rate, and the lateral acceleration a y, wherein the larger the tire slip angle α, the steering wheel angle δ, and the steering wheel angle change rate, the smaller the lateral acceleration a y, and the smaller the K R, and the range of the K R is 0 to 1.
By the method, the vehicle can intelligently adjust the turning radius under complex driving conditions, the operability and stability of the vehicle are improved, and safer and more comfortable driving experience is provided for a driver. The method not only improves the turning performance of the vehicle, but also enhances the smoothness and responsiveness of driving, and provides better driving experience.
In some embodiments, wheel speed adjustment based on a turn radius coefficient and a corresponding wheel speed control strategy includes:
And adjusting the initial turning radius by using a turning radius coefficient to obtain an adjusted turning radius, calculating a left wheel speed difference and a right wheel speed difference according to the turning radius coefficient, determining the wheel speed corresponding to each wheel according to the left wheel speed difference and the right wheel speed difference and the current speed of the vehicle, and distributing the wheel speed to the corresponding wheels.
Specifically, the system first adjusts the initial turning radius (R) using the turning radius coefficient (K R) to obtain an adjusted turning radius. Specifically, the adjusted turning radius is the initial turning radius (R) multiplied by a turning radius coefficient (K R).
Further, according to the adjusted turning radius, the system calculates a new left-right wheel speed difference). Specifically, the difference between the left wheel speed and the right wheel speed) Equal to the difference between the initial left wheel speed and the initial right wheel speed) Divided by the turning radius coefficient (K R). The turning radius can be effectively reduced by increasing the left-right wheel speed difference, so that the turning requirement of the vehicle is met.
Further, after calculating the new left and right wheel speed difference, the system determines the wheel speed distribution of each wheel according to the current speed of the vehicle and the left and right wheel speed difference. The method comprises the following specific steps:
The wheel speed of the left front wheel is adjusted to be the current speed minus half of the left and right wheel speed difference )。
The wheel speed of the right front wheel is adjusted to be the current speed plus half of the left and right wheel speed difference)。
Wheel speed of left rear wheel keep the current speed of the vehicle [ ])。
The wheel speed of the right rear wheel is kept as the current speed)。
By the mode, the front axle left and right wheels can be kept to generate wheel speed difference preferentially when the vehicle turns, so that the turning radius is effectively reduced, and the stability and the operability of the vehicle in the turning process are ensured.
For example, in one specific example, when the vehicle enters a control mode that requires a reduced turning radius, the system first collects and calculates parameters such as tire slip angle, steering wheel angle rate of change, and lateral acceleration. And according to the parameters, obtaining the turning radius coefficient (K R) through mapping relation inquiry.
Assuming that the initial turning radius is R, the system adjusts the initial turning radius by using K R, and the adjusted turning radius is R.times.K R, so that the left wheel speed and the right wheel speed are different=Δv/K R. At this time, the wheel speed distribution strategy is that the left-right wheel speed difference isAnd the front axle left and right wheels are preferentially kept to generate wheel speed difference. According to the calculated difference between left and right wheel speeds) The system adjusts the wheel speed of each wheel:
by the method, the turning radius of the vehicle can be intelligently adjusted, the operability and stability of the vehicle are improved, and safer and more comfortable driving experience is provided for a driver.
In some embodiments, assigning the wheel speed of the wheel based on the acceleration coefficient and/or the turning radius coefficient includes:
And updating the wheel speed distribution strategy corresponding to the control target according to the change of the acceleration coefficient and/or the turning radius coefficient, and distributing the wheel speed of the wheel by utilizing the updated wheel speed distribution strategy.
Specifically, the system monitors the acceleration coefficient (K v) and the turning radius coefficient (K R) of the vehicle in real time. The two coefficients respectively reflect the current acceleration requirement and turning requirement of the vehicle and are key parameters for determining wheel speed distribution of the wheels by the system.
Further, when a change in the acceleration coefficient and/or the turning radius coefficient is detected, the system automatically updates the corresponding wheel speed distribution strategy. For example, when the acceleration factor increases, the system adjusts the wheel speed distribution strategy so that more driving force is distributed to the front or rear wheels to achieve faster acceleration, and when the turning radius factor increases, the system adjusts the speed difference between the left and right wheels to achieve a smaller turning radius.
Further, the system calculates a new wheel speed distribution strategy according to the updated acceleration coefficient and/or turning radius coefficient. Specifically, the system adjusts the wheel speeds of the individual wheels to more closely match the current control objectives. For example:
In the case of the priority of acceleration, the system may increase the driving ratio of the rear wheels to thereby improve the overall acceleration performance of the vehicle, and in the case of the priority of turning, the system may increase the speed difference between the left and right wheels to enable the vehicle to complete turning more flexibly.
Further, the system utilizes the updated wheel speed distribution strategy to adjust the actual wheel speed of each wheel. For example:
If the acceleration coefficient is large, the system can adjust the speed difference of the front wheel and the rear wheel so that the vehicle can reach the required speed more quickly, and if the turning radius coefficient is large, the system can adjust the speed difference of the left wheel and the right wheel so as to reduce the turning radius.
It should be noted that the "wheel speed" in some embodiments of the present application is a vector, that is, includes not only an absolute value of the speed but also a direction of the wheel speed.
In some embodiments, the embodiment of the present application further updates the wheel speed distribution strategy corresponding to the control target according to the change of the acceleration coefficient and/or the turning radius coefficient, which is specifically as follows:
under a vehicle speed control target, inquiring a pre-established first wheel speed distribution coefficient mapping relation according to an acceleration coefficient to obtain a preset first wheel speed distribution coefficient;
under the turning radius control target, inquiring a second wheel speed distribution coefficient mapping relation established in advance according to the turning radius coefficient to obtain a preset second wheel speed distribution coefficient;
The wheel speed distribution strategy under the vehicle speed control target is updated based on the wheel speed distribution strategy matching the first wheel speed distribution coefficient, or the wheel speed distribution strategy under the turning radius control target is updated based on the wheel speed distribution strategy matching the second wheel speed distribution coefficient.
Firstly, when the correlation coefficient in the same control target changes (K v、KR), the torque distribution strategy can have different distribution strategies as long as the expected yaw moment is ensured due to the same control target, so the distribution strategy is limited by combining the change condition of the vehicle target. And selecting lambda as a front axle torque distribution coefficient, and gamma as a left wheel torque distribution coefficient.
Further, the acceleration coefficient K v is in the value range of (1-DeltaV/4V) to (1+DeltaV/4V), the average speed is in the value range of V-DeltaV to V+DeltaV, as shown in the following table, lambda and gamma decrease along with the increase of K v, and four-wheel torque distribution basis can be obtained according to lambda and gamma, namely, the larger the average speed is, the larger the rear axle distribution proportion is, the larger the right wheel distribution proportion is, and the torque fluctuation is small. As shown in table 1, table 1 is a first wheel speed distribution coefficient map configured in some embodiments of the present application.
TABLE 1 first wheel speed distribution coefficient map
Further, the value range of the turning radius coefficient K R is 0-1, when K R is smaller, the left wheel speed difference and the right wheel speed difference are larger, the left wheel speed difference and the right wheel speed difference are ensured to be distributed evenly as much as possible, meanwhile, the rear axle is also distributed with a certain proportion of wheel speed difference, the situation that the speed of a single wheel or a single axle exceeds the maximum wheel speed and slipping occurs is avoided, the wheel speed difference is maintained mainly by the front axle as much as possible, and the turning radius of the vehicle is ensured. As shown in table 2, table 2 is a second wheel speed distribution coefficient map configured in some embodiments of the present application.
TABLE 2 second wheel speed distribution coefficient map
According to the method of the embodiment, in the electronic differential control function, the control target stage of increasing the target vehicle speed and reducing the turning radius is entered according to different judging conditions according to the driving intention of the driver and the vehicle state, the driving intention can be responded more, the turning radius of the vehicle is reduced as much as possible, the steering neutral transition is realized, and meanwhile, the values of lambda and gamma are determined according to the difference of the acceleration coefficient and the turning radius coefficient in the same target, so that different torque distribution methods are obtained, and the stability and the target characteristic of the vehicle are ensured to the greatest extent.
Further, the embodiment of the application also establishes the overall architecture of the upper layer control and the lower layer control, and fig. 2 is a schematic diagram of the overall architecture based on the upper layer control and the lower layer control provided by the embodiment of the application. As shown in fig. 2, the overall architecture diagram based on the upper-layer control and the lower-layer control may specifically include that the electronic differential control is located in the lower-layer control as a basic function, when the turning radius control and the vehicle speed control are not activated, the control target of the electronic differential control is the desired yaw moment of the whole vehicle, and when the turning radius control and the vehicle speed control are activated, the control target of the electronic differential is updated to a turning radius control mode or a vehicle speed control mode.
In some embodiments, the determining, based on one or more conditions in the current acceleration coefficient, turning radius coefficient, vehicle speed and positive and negative rotational speed switching process of the wheels, the determining a corresponding rotational speed control strategy according to the determination result includes:
When the turning radius coefficient is smaller than the turning radius coefficient threshold, the acceleration coefficient is smaller than the acceleration coefficient threshold, and the vehicle speed is smaller than the vehicle speed threshold, the rotating speed difference on the same wheel is obtained, and when the rotating speed difference is larger than the first rotating speed difference threshold, the first rotating speed control strategy is judged;
When the turning radius coefficient is larger than the turning radius coefficient threshold, the acceleration coefficient is smaller than the acceleration coefficient threshold, and the vehicle speed is larger than or equal to the vehicle speed threshold, the rotation speed difference on the same wheel is obtained, and when the rotation speed difference is larger than the second rotation speed difference threshold, the second rotation speed control strategy is judged;
When the turning radius coefficient is smaller than the turning radius coefficient threshold, the acceleration coefficient is larger than or equal to the acceleration coefficient threshold, and the vehicle speed is smaller than the vehicle speed threshold, the rotation speed difference on the same wheel is obtained, and when the rotation speed difference is larger than the third rotation speed difference threshold, the third rotation speed control strategy is judged;
When the turning radius coefficient is greater than or equal to the turning radius coefficient threshold value, judging a fourth rotating speed control strategy;
and judging a fifth rotating speed control strategy when the wheels of the vehicle are in the positive and negative rotating speed switching process.
Specifically, when the control strategy in the upper control is switched at the turning half radial vehicle speed or the vehicle speed is switched to the turning radius, the following control strategy is formulated:
When K R is less than 0.5 and Kv is less than 1, if the speed is less than 80km/h, when the control target is switched, the overall speed of the vehicle is smaller, the sensitivity to the speed change of the whole vehicle is higher, so that the filtering gradient is not excessively large, the rotation speed difference delta Vc on the same wheel is required to be further determined, and when delta Vc is more than 0.3 delta V, the rotation speed gradient limit (which can be controlled by torque) is increased corresponding to the rotation speed change, and the rotation speed gradient is 0.3 delta V at the maximum;
The second rotational speed control strategy is that when K R is less than 0.5 and Kv is less than 1, if the vehicle speed is more than or equal to 80km/h, the overall speed of the vehicle is larger at the moment, the sensitivity to the speed change of the whole vehicle is not high, but certain requirements are met on the stability of the vehicle, the filtering gradient can be properly increased, the rotational speed difference delta Vc on the same wheel needs to be further determined, when delta Vc is more than 0.5 delta V, the rotational speed gradient limit (which can be controlled by torque) is increased when the rotational speed change is met, and the rotational speed gradient is 0.5 delta V at the maximum;
The third rotational speed control strategy is that when K R is less than 0.5 and Kv is more than or equal to 1, if the speed is less than 80km/h, when the control target is switched, the filtering gradient can be increased for the purpose of rapidly increasing the overall speed of the vehicle at the moment, the rotational speed difference delta Vc on the same wheel needs to be further determined, and when delta Vc is more than delta V, the rotational speed gradient limit (controllable by torque) is increased corresponding to the rotational speed change, and the rotational speed gradient is the maximum delta V;
The rotation speed control strategy is four, when K R is more than or equal to 0.5, the rotation speed of the four wheels can be directly switched to the rotation speed required by a demand target when the control target is switched, the rotation speed gradient is limited (can be controlled by torque), and the maximum rotation speed gradient is 0.5 delta V;
The fifth rotational speed control strategy is that the maximum rotational speed gradient is 0.1 delta V in order to ensure the smoothness of the running of the vehicle in the process of switching the positive rotational speed and the negative rotational speed of the four wheels.
In some embodiments, the rotational speed control strategy is for adjusting rotational speed gradients of individual wheels by torque control, comprising:
when the first rotational speed control strategy is judged, adding rotational speed gradient limitation to the rotational speed change of the wheels through torque control, and limiting the maximum value of the rotational speed gradient to be the first rotational speed gradient;
when the second rotational speed control strategy is judged, rotational speed gradient limitation is added to the rotational speed change of the wheels through torque control, and the maximum value of the rotational speed gradient is limited to the second rotational speed gradient;
When the third rotational speed control strategy is judged, rotational speed gradient limitation is added to the rotational speed change of the wheels through torque control, and the maximum value of the rotational speed gradient is limited to the third rotational speed gradient;
when the fourth rotational speed control strategy is judged, the rotational speed of the wheels of the vehicle is switched to the required target rotational speed, and the maximum value of the rotational speed gradient is limited to the fourth rotational speed gradient;
When the fifth rotational speed control strategy is determined, a rotational speed gradient limit is added to the rotational speed variation of the wheels through torque control, and the maximum value of the rotational speed gradient is limited to the fifth rotational speed gradient.
Specifically, the first rotational speed control strategy is that when the turning radius coefficient (K R) is smaller than 0.5 and the acceleration coefficient (Kv) is smaller than 1, if the vehicle speed is smaller than 80 km/h.
The rotational speed difference (DeltaVc) of the current wheel is judged. If DeltaVc is greater than 0.3 times the initial rotational speed difference (DeltaV), the rotational speed gradient is limited to a maximum of 0.3 DeltaV by torque control to ensure smoothness of the vehicle at low speeds.
And the second rotating speed control strategy is that when the turning radius coefficient (K R) is smaller than 0.5 and the acceleration coefficient (Kv) is smaller than 1, if the vehicle speed is larger than or equal to 80 km/h.
The rotational speed difference (DeltaVc) of the current wheel is judged. If DeltaVc is greater than 0.5 times the initial rotational speed difference (DeltaV), the rotational speed gradient is limited to a maximum of 0.5 DeltaV by torque control to ensure stability of the vehicle at high speeds.
And a third rotational speed control strategy, wherein when the turning radius coefficient (K R) is smaller than 0.5 and the acceleration coefficient (Kv) is larger than or equal to 1, if the vehicle speed is smaller than 80 km/h.
The rotational speed difference (DeltaVc) of the current wheel is judged. If DeltaVc is greater than the initial rotational speed difference (DeltaV), the rotational speed gradient is limited to a maximum DeltaV by torque control to rapidly increase the overall vehicle speed.
And the rotating speed control strategy is four, when the turning radius coefficient (K R) is larger than or equal to 0.5. The four-wheel rotation speed is directly switched to the rotation speed required by the requirement target. The rotational speed gradient is limited to a maximum of 0.5 Δv by torque control to ensure that the vehicle can quickly respond to different control targets.
A rotation speed control strategy five: in the switching process of the positive and negative rotating speeds of four wheels. To ensure smoothness of vehicle running, the rotational speed gradient is limited to a maximum of 0.1 Δv by torque control.
In practical applications, when the vehicle switches between different control targets, for example, from vehicle speed control to turning radius control, or from turning radius control to vehicle speed control, the system adjusts the rotational speeds of the respective wheels according to the above-described strategy. Specifically:
When the system detects that the current turning radius coefficient and the acceleration coefficient meet the conditions of the first rotational speed control strategy (K R <0.5, K v <1 and vehicle speed <80 km/h), the rotational speed difference delta Vc of the wheels is judged, and the rotational speed gradient is limited to be 0.3 delta V at maximum through torque control, so that the rotational speed change under the low-speed condition is stable.
If the vehicle is in a high speed state (the vehicle speed is more than or equal to 80 km/h) and meets the conditions of the second rotating speed control strategy (K R <0.5 and K v < 1), the system can properly increase the filtering gradient and limit the rotating speed gradient to be 0.5 delta V at maximum so as to ensure the stability of the vehicle.
When it is desired to increase the overall speed of the vehicle rapidly, for example, in compliance with the third speed control strategy (K R <0.5 and K v. Gtoreq.1, vehicle speed <80 km/h), the system limits the speed gradient to a maximum DeltaV to achieve rapid acceleration.
When the fourth speed control strategy is applied (K R. Gtoreq.0.5), the system will switch directly to the target speed while limiting the speed gradient to a maximum of 0.5 DeltaV.
Finally, when the vehicle is in the process of switching between the positive and negative rotational speeds of four wheels (fifth rotational speed control strategy), the system limits the rotational speed gradient to be 0.1 delta V at the maximum so as to ensure the smoothness of the running of the vehicle.
By the method of the embodiment, the system can be effectively switched among different control targets, stability and responsiveness of the vehicle under various driving conditions are guaranteed, and smoother and safer driving experience is provided.
In some embodiments, the method further comprises:
under the condition that the conditions of different control targets are mutually exclusive, when the vehicle is detected to be switched between the different control targets, the current control target is released, and the other control target is activated;
under the condition that the condition mutual exclusion does not exist between different control targets, the weight ratio of the different control targets is determined according to the values of the turning radius coefficient and the acceleration coefficient, and when the different control targets are activated, the wheel speed required by the turning radius control target and the wheel speed required by the vehicle speed control target are weighted and summed by the weight ratio, so that the final wheel speed of each wheel is obtained.
Specifically, the system first determines whether a conditional mutual exclusion exists between the current control targets. When the condition mutual exclusion exists, the system monitors the state parameters of the vehicle, and when the condition mutual exclusion detects that the vehicle needs to be switched between different control targets, the current control target is released, and the other control target is activated. For example, when the vehicle needs to switch from vehicle speed control to turn radius control, the system will deactivate the vehicle speed control and then activate the turn radius control, ensuring that only one control target is activated.
Further, the weighted sum processing of the non-mutually exclusive control targets is such that when the system judges that the different control targets do not have the conditional mutual exclusion, the system determines the weight ratio (λ) of the different control targets from the values of the turning radius coefficient (K R) and the acceleration coefficient (K v).
The distribution principle is that the larger the I K R -1 is, the larger the requirement for turning radius control is, the larger the weight ratio of turning radius control is, and the larger the I K v -1 is, the larger the requirement for vehicle speed control is, and the larger the weight ratio of vehicle speed control is.
Further, the wheel speed required for the turning radius control target is set to V R, and the wheel speed required for the vehicle speed control target is set to VV. When both control targets are activated, the system calculates the final wheel speed (Vi) for each wheel by weighted summing V R and V V using the weight ratio (λ). The specific calculation formula is V i= λVR+ (1-λ) VV, wherein i represents each wheel (front left wheel, front right wheel, rear left wheel and rear right wheel).
The corresponding value of K R、Kv corresponds to a lambda value as shown in table 3 below.
TABLE 3 relation table of turning radius coefficient (K R) and acceleration coefficient (K v) to weight ratio (λ)
In practical applications, when the vehicle is in a complex driving condition that requires consideration of both the vehicle speed and the turning radius control, the system automatically determines and handles both cases.
(1) Condition mutual exclusion:
For example, the vehicle speed control is required when the vehicle is traveling straight, and the turning radius control is required when entering a curve. When the system detects a curve condition, the current vehicle speed control is firstly released, and then the turning radius control is activated, so that the stability of the vehicle in the curve is ensured.
(2) Condition is not mutually exclusive:
In some complex driving scenarios, if acceleration and turning are required to be performed simultaneously, the system determines the weight ratio (λ) of the current turning radius coefficient (K R) and the acceleration coefficient (K v) according to the two.
Assuming that the current value of K R is larger, which indicates a higher turning demand, and the value of K v is smaller, which indicates a lower acceleration demand, the system gives a higher weight ratio to the turning control.
When the system calculates the final wheel speed of each wheel, the V R and the V V are weighted and summed, so that the vehicle can safely and stably turn while accelerating.
By the method of the embodiment, the system can effectively process mutual exclusion and non-mutual exclusion among different control targets, ensure stability and safety of the vehicle under various driving conditions and improve overall driving experience.
The following are examples of the apparatus of the present application that may be used to perform the method embodiments of the present application. For details not disclosed in the embodiments of the apparatus of the present application, please refer to the embodiments of the method of the present application.
Fig. 3 is a schematic structural diagram of a control target-based rotational speed control device according to an embodiment of the present application. As shown in fig. 3, the control-target-based rotation speed control device includes:
a determining module 301 configured to collect a driver input signal and a vehicle state parameter, and determine a control target of the vehicle based on the driver input signal and the vehicle state parameter;
A first wheel speed adjustment module 302 configured to calculate an acceleration coefficient according to a driver input signal and a vehicle state parameter when the control target is determined to be vehicle speed control, and perform wheel speed adjustment based on the acceleration coefficient and a corresponding wheel speed control strategy;
a second wheel speed adjustment module 303 configured to calculate a turning radius coefficient according to the vehicle state parameter when the control target is determined to be turning radius control, and perform wheel speed adjustment based on the turning radius coefficient and a corresponding wheel speed control strategy;
The rotation speed adjustment module 304 is configured to determine, when the vehicle switches between different control targets, a corresponding rotation speed control strategy based on one or more conditions of a current acceleration coefficient, a turning radius coefficient, a vehicle speed and a positive and negative rotation speed switching process of the wheel, where the rotation speed control strategy is used to adjust a rotation speed gradient of the wheel through torque control so as to adjust the rotation speed of the wheel to a target rotation speed.
In some embodiments, the determining module 301 of fig. 3 determines whether the vehicle meets a preset target condition for vehicle speed control through a pedal opening, a pedal opening change rate, a vehicle acceleration mode and a vehicle available power, wherein the pedal opening, the pedal opening change rate and the vehicle available power are respectively compared with corresponding thresholds, and determines that a control target of the vehicle is acceleration control or deceleration control according to a comparison result and the vehicle acceleration mode.
In some embodiments, the determining module 301 of fig. 3 determines whether the vehicle meets a target condition for preset turning radius control according to the tire slip angle, the steering wheel angle change rate, and the lateral acceleration, where the control target of the vehicle is determined to be a decrease in turning radius when the tire slip angle, the steering wheel angle change rate, and the lateral acceleration are all greater than corresponding thresholds.
In some embodiments, the first wheel speed adjustment module 302 of fig. 3 determines an acceleration coefficient according to a pre-established acceleration coefficient mapping relationship by using a current pedal opening, a pedal opening change rate and a vehicle available power of the vehicle when a control target of the vehicle is acceleration control or deceleration control, wherein a value of the acceleration coefficient is positively correlated with a value of the pedal opening, the pedal opening change rate and the vehicle available power.
In some embodiments, the first wheel speed adjustment module 302 of FIG. 3 calculates a target average vehicle speed based on the acceleration factor, determines a wheel speed corresponding to each wheel based on the target average vehicle speed and the current and average vehicle speeds, and assigns the wheel speeds to the corresponding wheels.
In some embodiments, the second wheel speed adjustment module 303 of fig. 3 determines a turning radius coefficient according to a pre-established turning radius coefficient mapping relationship by using a current tire slip angle, a steering wheel angle change rate, and a lateral acceleration of the vehicle when the control target of the vehicle is to reduce the turning radius, wherein the value of the turning radius coefficient is inversely related to the values of the tire slip angle, the steering wheel angle change rate, and the lateral acceleration.
In some embodiments, the second wheel speed adjustment module 303 of fig. 3 adjusts the initial turning radius with a turning radius coefficient to obtain an adjusted turning radius, calculates a left-right wheel speed difference according to the turning radius coefficient, determines a wheel speed corresponding to each wheel according to the left-right wheel speed difference and the current speed of the vehicle, and distributes the wheel speed to the corresponding wheel.
In some embodiments, the speed adjustment module 304 of fig. 3 obtains a speed difference on the same wheel when the turn radius coefficient is less than the turn radius coefficient threshold, the acceleration coefficient is less than the acceleration coefficient threshold, and the vehicle speed is less than the vehicle speed threshold, determines a first speed control strategy when the speed difference is greater than the first speed difference threshold, obtains a speed difference on the same wheel when the turn radius coefficient is greater than the turn radius coefficient threshold, the acceleration coefficient is less than the acceleration coefficient threshold, and the vehicle speed is greater than or equal to the vehicle speed threshold, determines a second speed control strategy when the speed difference is greater than the second speed difference threshold, obtains a speed difference on the same wheel when the turn radius coefficient is less than the turn radius coefficient threshold, the acceleration coefficient is greater than or equal to the acceleration coefficient threshold, and determines a third speed control strategy when the speed difference is greater than the third speed difference threshold, determines a fourth speed control strategy when the turn radius coefficient is greater than or equal to the turn radius coefficient threshold, and determines a fifth speed control strategy when the wheels of the vehicle are in the positive and negative speed switching process.
In some embodiments, the speed adjustment module 304 of FIG. 3 adds a speed gradient limit to the change in speed of the wheel via torque control when the first speed control strategy is determined, limits the maximum value of the speed gradient to the first speed gradient, adds a speed gradient limit to the change in speed of the wheel via torque control when the second speed control strategy is determined, limits the maximum value of the speed gradient to the second speed gradient, adds a speed gradient limit to the change in speed of the wheel via torque control when the third speed control strategy is determined, limits the maximum value of the speed gradient to the third speed gradient, switches the wheel speed of the vehicle to the desired target speed when the fourth speed control strategy is determined, and limits the maximum value of the speed gradient to the fourth speed gradient, and limits the maximum value of the speed gradient to the fifth speed gradient when the fifth speed control strategy is determined.
In some embodiments, the rotational speed adjustment module 304 of fig. 3 removes the current control target and activates another control target when a condition mutual exclusion exists between different control targets and detects that the vehicle switches between different control targets, determines a weight ratio of different control targets according to values of a turning radius coefficient and an acceleration coefficient when the condition mutual exclusion does not exist between different control targets, and performs weighted summation on a wheel speed required by the turning radius control target and a wheel speed required by the vehicle speed control target by using the weight ratio when the different control targets are all activated to obtain a final wheel speed of each wheel.
It should be understood that the sequence number of each step in the foregoing embodiment does not mean that the execution sequence of each process should be determined by the function and the internal logic, and should not limit the implementation process of the embodiment of the present application.
The embodiment of the application also provides a new energy automobile, which comprises an entire automobile controller, a motor controller, a driving motor and a transmission system, wherein the entire automobile controller is used for realizing the wheel speed distribution method based on multi-target control, so that the wheel speed of each wheel is adjusted by using the wheel speed distribution method and is sent to the motor controller, and the motor controller is used for controlling the wheel speed of the driving motor through the transmission system according to the wheel speed of each wheel.
Fig. 4 is a schematic structural diagram of an electronic device 4 according to an embodiment of the present application. As shown in fig. 4, the electronic device 4 of this embodiment comprises a processor 401, a memory 402 and a computer program 403 stored in the memory 402 and executable on the processor 401. The steps of the various method embodiments described above are implemented by processor 401 when executing computer program 403. Or the processor 401, when executing the computer program 403, performs the functions of the modules/units in the above-described device embodiments.
Illustratively, the computer program 403 may be partitioned into one or more modules/units, which are stored in the memory 402 and executed by the processor 401 to complete the present application. One or more of the modules/units may be a series of computer program instruction segments capable of performing a specific function for describing the execution of the computer program 403 in the electronic device 4.
The electronic device 4 may be a desktop computer, a notebook computer, a palm computer, a cloud server, or the like. The electronic device 4 may include, but is not limited to, a processor 401 and a memory 402. It will be appreciated by those skilled in the art that fig. 4 is merely an example of the electronic device 4 and is not meant to be limiting of the electronic device 4, and may include more or fewer components than shown, or may combine certain components, or different components, e.g., the electronic device may also include an input-output device, a network access device, a bus, etc.
The Processor 401 may be a central processing unit (Central Processing Unit, CPU) or may be other general purpose Processor, digital signal Processor (DIGITAL SIGNAL Processor, DSP), application SPECIFIC INTEGRATED Circuit (ASIC), field-Programmable gate array (Field-Programmable GATE ARRAY, FPGA) or other Programmable logic device, discrete gate or transistor logic device, discrete hardware components, or the like. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.
The memory 402 may be an internal storage unit of the electronic device 4, for example, a hard disk or a memory of the electronic device 4. The memory 402 may also be an external storage device of the electronic device 4, such as a plug-in hard disk, a smart memory card (SMART MEDIA CARD, SMC), a Secure Digital (SD) card, a flash memory card (FLASH CARD) or the like, which are provided on the electronic device 4. Further, the memory 402 may also include both internal storage units and external storage devices of the electronic device 4. The memory 402 is used to store computer programs and other programs and data required by the electronic device. The memory 402 may also be used to temporarily store data that has been output or is to be output.
It will be apparent to those skilled in the art that, for convenience and brevity of description, only the above-described division of the functional units and modules is illustrated, and in practical application, the above-described functional distribution may be performed by different functional units and modules according to needs, i.e. the internal structure of the apparatus is divided into different functional units or modules to perform all or part of the above-described functions. The functional units and modules in the embodiment may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit, where the integrated units may be implemented in a form of hardware or a form of a software functional unit. In addition, the specific names of the functional units and modules are only for distinguishing from each other, and are not used for limiting the protection scope of the present application. The specific working process of the units and modules in the above system may refer to the corresponding process in the foregoing method embodiment, which is not described herein again.
In the foregoing embodiments, the descriptions of the embodiments are emphasized, and in part, not described or illustrated in any particular embodiment, reference is made to the related descriptions of other embodiments.
Those of ordinary skill in the art will appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, or combinations of computer software and electronic hardware. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present application.
In the embodiments provided by the present application, it should be understood that the disclosed apparatus/computer device and method may be implemented in other manners. For example, the apparatus/computer device embodiments described above are merely illustrative, e.g., the division of modules or elements is merely a logical functional division, and there may be additional divisions of actual implementations, multiple elements or components may be combined or integrated into another system, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed may be an indirect coupling or communication connection via interfaces, devices or units, which may be in electrical, mechanical or other forms.
The units described as separate units may or may not be physically separate, and units shown as units may or may not be physical units, may be located in one place, or may be distributed over a plurality of network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.
In addition, each functional unit in the embodiments of the present application may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit. The integrated units may be implemented in hardware or in software functional units.
The integrated modules/units, if implemented in the form of software functional units and sold or used as stand-alone products, may be stored in a computer readable storage medium. Based on such understanding, the present application may implement all or part of the flow of the method of the above embodiment, or may be implemented by a computer program to instruct related hardware, and the computer program may be stored in a computer readable storage medium, where the computer program, when executed by a processor, may implement the steps of each of the method embodiments described above. The computer program may comprise computer program code, which may be in source code form, object code form, executable file or in some intermediate form, etc. The computer readable medium can include any entity or device capable of carrying computer program code, recording medium, USB flash disk, removable hard disk, magnetic disk, optical disk, computer Memory, read-Only Memory (ROM), random access Memory (Random Access Memory, RAM), electrical carrier signals, telecommunications signals, and software distribution media, among others.
The foregoing embodiments are merely for illustrating the technical solution of the present application, but not for limiting the same, and although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those skilled in the art that the technical solution described in the foregoing embodiments may be modified or substituted for some of the technical features thereof, and that these modifications or substitutions should not depart from the spirit and scope of the technical solution of the embodiments of the present application and should be included in the protection scope of the present application.

Claims (11)

1.一种基于控制目标的转速控制方法，其特征在于，包括：1. A speed control method based on a control target, characterized by comprising: 对驾驶员输入信号及车辆状态参数进行采集，并基于所述驾驶员输入信号及车辆状态参数，确定车辆的控制目标；collecting driver input signals and vehicle state parameters, and determining a vehicle control target based on the driver input signals and vehicle state parameters; 当判断所述控制目标为车速控制时，根据所述驾驶员输入信号和车辆状态参数，计算加速系数，并基于所述加速系数及相应的轮速控制策略进行轮速调整；When it is determined that the control target is vehicle speed control, an acceleration coefficient is calculated according to the driver input signal and the vehicle state parameter, and the wheel speed is adjusted based on the acceleration coefficient and the corresponding wheel speed control strategy; 当判断所述控制目标为转弯半径控制时，根据所述车辆状态参数，计算转弯半径系数，并基于所述转弯半径系数及相应的轮速控制策略进行轮速调整；When it is determined that the control target is turning radius control, a turning radius coefficient is calculated according to the vehicle state parameter, and the wheel speed is adjusted based on the turning radius coefficient and a corresponding wheel speed control strategy; 当车辆在不同的控制目标之间切换时，基于车辆当前的加速系数、转弯半径系数、车速以及车轮的正负转速切换过程中的一个或多个条件进行判断，根据判断结果确定相应的转速控制策略，其中所述转速控制策略用于通过扭矩控制对车轮的转速梯度进行调整，以便将车轮的转速调整至目标转速；When the vehicle switches between different control targets, a judgment is made based on the current acceleration coefficient, turning radius coefficient, vehicle speed, and one or more conditions in the process of switching between positive and negative speeds of the wheels, and a corresponding speed control strategy is determined according to the judgment result, wherein the speed control strategy is used to adjust the speed gradient of the wheels through torque control so as to adjust the speed of the wheels to the target speed; 其中，所述方法还包括：Wherein, the method further comprises: 在不同控制目标之间存在条件互斥的情况下，且检测到车辆在不同控制目标之间切换时，解除当前控制目标，并激活另一个控制目标；When there are mutually exclusive conditions between different control targets and it is detected that the vehicle switches between different control targets, the current control target is released and another control target is activated; 在不同控制目标之间不存在条件互斥的情况下，根据转弯半径系数和加速系数的值确定不同控制目标的权重比，当不同控制目标均激活时，利用所述权重比对转弯半径控制目标所需轮速和车速控制目标所需轮速进行加权求和，得到每个车轮的最终轮速。In the absence of mutually exclusive conditions between different control targets, the weight ratio of different control targets is determined according to the values of the turning radius coefficient and the acceleration coefficient. When all different control targets are activated, the weight ratio is used to perform weighted summation on the wheel speed required for the turning radius control target and the wheel speed required for the vehicle speed control target to obtain the final wheel speed of each wheel. 2.根据权利要求1所述的方法，其特征在于，所述基于所述驾驶员输入信号及车辆状态参数，确定车辆的控制目标，包括：2. The method according to claim 1, characterized in that the determining the control target of the vehicle based on the driver input signal and the vehicle state parameter comprises: 通过踏板开度、踏板开度变化率、车辆加速模式以及整车可用功率，判断车辆是否满足预设的车速控制的目标条件；Determine whether the vehicle meets the preset vehicle speed control target conditions through the pedal opening, pedal opening change rate, vehicle acceleration mode and vehicle available power; 其中，将所述踏板开度、踏板开度变化率及整车可用功率分别与相应的阈值进行比较，根据比较结果及所述车辆加速模式，判断车辆的控制目标为加速控制或减速控制。The pedal opening, the pedal opening change rate and the vehicle available power are compared with corresponding thresholds respectively, and according to the comparison result and the vehicle acceleration mode, it is determined whether the vehicle control target is acceleration control or deceleration control. 3.根据权利要求1所述的方法，其特征在于，所述基于所述驾驶员输入信号及车辆状态参数，确定车辆的控制目标，包括：3. The method according to claim 1, characterized in that the determining the control target of the vehicle based on the driver input signal and the vehicle state parameter comprises: 根据轮胎侧偏角、方向盘转角、方向盘转角变化率及侧向加速度，判断车辆是否满足预设的转弯半径控制的目标条件；其中，当所述轮胎侧偏角、方向盘转角、方向盘转角变化率及侧向加速度均大于相应的阈值时，判断车辆的控制目标为减小转弯半径。According to the tire slip angle, steering wheel angle, steering wheel angle change rate and lateral acceleration, it is judged whether the vehicle meets the preset turning radius control target conditions; wherein, when the tire slip angle, steering wheel angle, steering wheel angle change rate and lateral acceleration are all greater than corresponding thresholds, it is judged that the control target of the vehicle is to reduce the turning radius. 4.根据权利要求2所述的方法，其特征在于，所述当判断所述控制目标为车速控制时，根据所述驾驶员输入信号和车辆状态参数，计算加速系数，包括：4. The method according to claim 2, characterized in that when it is determined that the control target is vehicle speed control, the acceleration coefficient is calculated according to the driver input signal and the vehicle state parameter, comprising: 当所述车辆的控制目标为加速控制或减速控制时，利用车辆当前的踏板开度、踏板开度变化率和整车可用功率，根据预先建立的加速系数映射关系确定所述加速系数；When the control target of the vehicle is acceleration control or deceleration control, the acceleration coefficient is determined according to a pre-established acceleration coefficient mapping relationship using the current pedal opening, pedal opening change rate and vehicle available power of the vehicle; 其中，所述加速系数的值与所述踏板开度、踏板开度变化率及整车可用功率的值呈正相关。The value of the acceleration coefficient is positively correlated with the pedal opening, the pedal opening change rate and the value of the available power of the vehicle. 5.根据权利要求1所述的方法，其特征在于，所述基于所述加速系数及相应的轮速控制策略进行轮速调整，包括：5. The method according to claim 1, characterized in that the wheel speed adjustment based on the acceleration coefficient and the corresponding wheel speed control strategy comprises: 根据所述加速系数计算目标平均车速，根据所述目标平均车速以及所述车辆当前的车速和平均车速，确定各个车轮对应的轮速，并将所述轮速分配给相应的车轮。The target average vehicle speed is calculated according to the acceleration coefficient, the wheel speed corresponding to each wheel is determined according to the target average vehicle speed and the current vehicle speed and the average vehicle speed of the vehicle, and the wheel speed is allocated to the corresponding wheel. 6.根据权利要求3所述的方法，其特征在于，所述当判断所述控制目标为转弯半径控制时，根据所述车辆状态参数，计算转弯半径系数，包括：6. The method according to claim 3, characterized in that when it is determined that the control target is turning radius control, calculating the turning radius coefficient according to the vehicle state parameter comprises: 当所述车辆的控制目标为减小转弯半径时，利用车辆当前的轮胎侧偏角、方向盘转角、方向盘转角变化率及侧向加速度，根据预先建立的转弯半径系数映射关系确定所述转弯半径系数；When the control target of the vehicle is to reduce the turning radius, the turning radius coefficient is determined according to a pre-established turning radius coefficient mapping relationship using the current tire slip angle, steering wheel angle, steering wheel angle change rate and lateral acceleration of the vehicle; 其中，所述转弯半径系数的值与所述轮胎侧偏角、方向盘转角、方向盘转角变化率及侧向加速度的值呈负相关。The turning radius coefficient is negatively correlated with the tire slip angle, steering wheel angle, steering wheel angle change rate and lateral acceleration. 7.根据权利要求6所述的方法，其特征在于，所述基于所述转弯半径系数及相应的轮速控制策略进行轮速调整，包括：7. The method according to claim 6, characterized in that the wheel speed adjustment based on the turning radius coefficient and the corresponding wheel speed control strategy comprises: 利用所述转弯半径系数对初始转弯半径进行调整，得到调整后的转弯半径，根据所述转弯半径系数计算左右轮速差，根据所述左右轮速差及所述车辆当前的车速，确定各个车轮对应的轮速，并将所述轮速分配给相应的车轮。The initial turning radius is adjusted using the turning radius coefficient to obtain an adjusted turning radius, the left and right wheel speed difference is calculated based on the turning radius coefficient, the wheel speed corresponding to each wheel is determined based on the left and right wheel speed difference and the current speed of the vehicle, and the wheel speed is allocated to the corresponding wheel. 8.根据权利要求1所述的方法，其特征在于，所述基于车辆当前的加速系数、转弯半径系数、车速以及车轮的正负转速切换过程中的一个或多个条件进行判断，根据判断结果确定相应的转速控制策略，包括：8. The method according to claim 1, characterized in that the judgment is made based on one or more conditions in the process of switching between positive and negative speeds of the vehicle, the current acceleration coefficient, the turning radius coefficient, the vehicle speed, and the wheel, and the corresponding speed control strategy is determined according to the judgment result, including: 当所述转弯半径系数小于转弯半径系数阈值，所述加速系数小于加速系数阈值，且车速小于车速阈值时，获取相同车轮上的转速差，当所述转速差大于第一转速差阈值时，判断为第一转速控制策略；When the turning radius coefficient is less than the turning radius coefficient threshold, the acceleration coefficient is less than the acceleration coefficient threshold, and the vehicle speed is less than the vehicle speed threshold, the speed difference on the same wheel is obtained, and when the speed difference is greater than the first speed difference threshold, it is determined to be the first speed control strategy; 当所述转弯半径系数大于转弯半径系数阈值，所述加速系数小于加速系数阈值，且车速大于或等于车速阈值时，获取相同车轮上的转速差，当所述转速差大于第二转速差阈值时，判断为第二转速控制策略；When the turning radius coefficient is greater than a turning radius coefficient threshold, the acceleration coefficient is less than an acceleration coefficient threshold, and the vehicle speed is greater than or equal to a vehicle speed threshold, obtaining a speed difference on the same wheel, and when the speed difference is greater than a second speed difference threshold, determining that the second speed control strategy is in place; 当所述转弯半径系数小于转弯半径系数阈值，所述加速系数大于或等于加速系数阈值，且车速小于车速阈值时，获取相同车轮上的转速差，当所述转速差大于第三转速差阈值时，判断为第三转速控制策略；When the turning radius coefficient is less than the turning radius coefficient threshold, the acceleration coefficient is greater than or equal to the acceleration coefficient threshold, and the vehicle speed is less than the vehicle speed threshold, the speed difference on the same wheel is obtained, and when the speed difference is greater than the third speed difference threshold, it is determined to be the third speed control strategy; 当所述转弯半径系数大于或等于转弯半径系数阈值时，判断为第四转速控制策略；When the turning radius coefficient is greater than or equal to the turning radius coefficient threshold, determining to adopt the fourth speed control strategy; 当所述车辆的车轮处于正负转速切换过程中时，判断为第五转速控制策略。When the wheels of the vehicle are in the process of switching between positive and negative speeds, it is determined to be the fifth speed control strategy. 9.根据权利要求8所述的方法，其特征在于，所述转速控制策略用于通过扭矩控制对各个车轮的转速梯度进行调整，包括：9. The method according to claim 8, characterized in that the speed control strategy is used to adjust the speed gradient of each wheel through torque control, comprising: 当判断为第一转速控制策略时，通过扭矩控制对车轮的转速变化添加转速梯度限制，将转速梯度的最大值限制为第一转速梯度；When it is determined to be the first speed control strategy, a speed gradient limit is added to the speed change of the wheel through torque control, and the maximum value of the speed gradient is limited to the first speed gradient; 当判断为第二转速控制策略时，通过扭矩控制对车轮的转速变化添加转速梯度限制，将转速梯度的最大值限制为第二转速梯度；When it is determined that the second speed control strategy is used, a speed gradient limit is added to the speed change of the wheel through torque control, and the maximum value of the speed gradient is limited to the second speed gradient; 当判断为第三转速控制策略时，通过扭矩控制对车轮的转速变化添加转速梯度限制，将转速梯度的最大值限制为第三转速梯度；When the third speed control strategy is determined, a speed gradient limit is added to the speed change of the wheel through torque control, and the maximum value of the speed gradient is limited to the third speed gradient; 当判断为第四转速控制策略时，将车辆的车轮转速切换至需求目标转速，并将转速梯度的最大值限制为第四转速梯度；When it is determined that the fourth speed control strategy is used, the wheel speed of the vehicle is switched to the required target speed, and the maximum value of the speed gradient is limited to the fourth speed gradient; 当判断为第五转速控制策略时，通过扭矩控制对车轮的转速变化添加转速梯度限制，将转速梯度的最大值限制为第五转速梯度。When the fifth speed control strategy is determined, a speed gradient limitation is added to the speed change of the wheel through torque control, and the maximum value of the speed gradient is limited to the fifth speed gradient. 10.一种基于控制目标的转速控制装置，其特征在于，包括：10. A speed control device based on a control target, characterized by comprising: 确定模块，被配置为对驾驶员输入信号及车辆状态参数进行采集，并基于所述驾驶员输入信号及车辆状态参数，确定车辆的控制目标；a determination module configured to collect a driver input signal and a vehicle state parameter, and determine a control target of the vehicle based on the driver input signal and the vehicle state parameter; 第一轮速调整模块，被配置为当判断所述控制目标为车速控制时，根据所述驾驶员输入信号和车辆状态参数，计算加速系数，并基于所述加速系数及相应的轮速控制策略进行轮速调整；a first wheel speed adjustment module, configured to calculate an acceleration coefficient according to the driver input signal and the vehicle state parameter when it is determined that the control target is vehicle speed control, and to adjust the wheel speed based on the acceleration coefficient and a corresponding wheel speed control strategy; 第二轮速调整模块，被配置为当判断所述控制目标为转弯半径控制时，根据所述车辆状态参数，计算转弯半径系数，并基于所述转弯半径系数及相应的轮速控制策略进行轮速调整；a second wheel speed adjustment module, configured to calculate a turning radius coefficient according to the vehicle state parameter when it is determined that the control target is turning radius control, and to adjust the wheel speed based on the turning radius coefficient and a corresponding wheel speed control strategy; 转速调整模块，被配置为当车辆在不同的控制目标之间切换时，基于车辆当前的加速系数、转弯半径系数、车速以及车轮的正负转速切换过程中的一个或多个条件进行判断，根据判断结果确定相应的转速控制策略，其中所述转速控制策略用于通过扭矩控制对车轮的转速梯度进行调整，以便将车轮的转速调整至目标转速；a speed adjustment module, configured to make a judgment based on one or more conditions in the process of switching between positive and negative speeds of the vehicle, when the vehicle switches between different control targets, and determine a corresponding speed control strategy according to the judgment result, wherein the speed control strategy is used to adjust the speed gradient of the wheel through torque control so as to adjust the speed of the wheel to the target speed; 其中，所述转速调整模块用于在不同控制目标之间存在条件互斥的情况下，且检测到车辆在不同控制目标之间切换时，解除当前控制目标，并激活另一个控制目标；在不同控制目标之间不存在条件互斥的情况下，根据转弯半径系数和加速系数的值确定不同控制目标的权重比，当不同控制目标均激活时，利用所述权重比对转弯半径控制目标所需轮速和车速控制目标所需轮速进行加权求和，得到每个车轮的最终轮速。Among them, the speed adjustment module is used to release the current control target and activate another control target when there is conditional mutual exclusion between different control targets and it is detected that the vehicle switches between different control targets; when there is no conditional mutual exclusion between different control targets, the weight ratio of different control targets is determined according to the values of the turning radius coefficient and the acceleration coefficient. When different control targets are all activated, the weight ratio is used to perform weighted summation on the wheel speed required for the turning radius control target and the wheel speed required for the vehicle speed control target to obtain the final wheel speed of each wheel. 11.一种新能源汽车，其特征在于，包括控制器、动力系统和传动系统；11. A new energy vehicle, characterized by comprising a controller, a power system and a transmission system; 所述控制器用于实现权利要求1至9中任一项所述方法的步骤，以便利用转速控制策略通过扭矩控制对车轮的转速梯度进行调整，并将车轮的目标转速发送给动力系统；The controller is used to implement the steps of the method according to any one of claims 1 to 9, so as to adjust the speed gradient of the wheel through torque control using a speed control strategy, and send the target speed of the wheel to the power system; 所述动力系统用于按照所述目标转速通过所述传动系统对驱动电机进行转速控制。The power system is used to control the speed of the drive motor through the transmission system according to the target speed.
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