CN112013109B - Longitudinal acceleration monitoring method and device - Google Patents
Longitudinal acceleration monitoring method and device Download PDFInfo
- Publication number
- CN112013109B CN112013109B CN201910463499.2A CN201910463499A CN112013109B CN 112013109 B CN112013109 B CN 112013109B CN 201910463499 A CN201910463499 A CN 201910463499A CN 112013109 B CN112013109 B CN 112013109B
- Authority
- CN
- China
- Prior art keywords
- acceleration
- actual acceleration
- variation
- transmission
- torque
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/18—Preventing unintentional or unsafe shift, e.g. preventing manual shift from highest gear to reverse gear
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Control Of Transmission Device (AREA)
Abstract
The invention provides a monitoring method and a monitoring device for longitudinal acceleration, wherein the method respectively obtains the torque transmitted by a speed changer and the rotating speed of an output shaft, calculates to obtain a first actual acceleration according to the torque transmitted by the speed changer, and calculates to obtain a second actual acceleration according to the rotating speed of the output shaft; under the condition that the first actual acceleration is larger than zero, acquiring the output torque of the driving wheel, and calculating to obtain the expected acceleration; a difference between the first actual acceleration and the desired acceleration and a difference between the second actual acceleration and the desired acceleration are calculated, and based on the two differences, it can be determined whether an undesired longitudinal acceleration fault exists. The monitoring of whether the unexpected longitudinal acceleration fault exists in the running process of the vehicle is realized. And under the condition that the first actual acceleration is smaller than zero, whether the unexpected longitudinal deceleration fault exists or not is determined according to the first actual acceleration and the second actual acceleration, and whether the unexpected longitudinal deceleration fault exists or not in the running process of the vehicle is monitored.
Description
Technical Field
The invention belongs to the technical field of monitoring, and particularly relates to a method and a device for monitoring longitudinal acceleration.
Background
During the running of the vehicle, the transmission transmits the engine torque according to the driver's desire through the transmission, so that the running speed of the vehicle is changed.
If the transmission undesirably transmits excessive torque or negative torque, an undesirable longitudinal acceleration failure or an undesirable longitudinal deceleration failure of the vehicle may result.
It is one of the important safety goals for the vehicle's power control system to prevent the vehicle from experiencing an undesired longitudinal acceleration failure or an undesired longitudinal deceleration failure. Therefore, a method capable of monitoring whether the vehicle has an unexpected longitudinal acceleration failure or an unexpected longitudinal deceleration failure is in demand.
Disclosure of Invention
In view of the above, the present invention provides a method and a device for monitoring longitudinal acceleration, so as to solve the problem that monitoring whether an unexpected longitudinal acceleration fault or an unexpected longitudinal deceleration fault occurs in a vehicle cannot be achieved in the prior art.
The technical scheme is as follows:
the invention provides a method for monitoring longitudinal acceleration, which comprises the following steps:
acquiring the torque transmitted by the transmission and the rotating speed of an output shaft;
calculating to obtain a first actual acceleration according to the torque transmitted by the transmission;
calculating to obtain a second actual acceleration according to the rotating speed of the output shaft;
judging whether the first actual acceleration is larger than zero or not;
if the first actual acceleration is judged to be larger than zero, acquiring the output torque of the driving wheel;
calculating to obtain expected acceleration according to the output torque of the driving wheel;
calculating an absolute value of a difference between a first actual acceleration and the desired acceleration and an absolute value of a difference between the second actual acceleration and the desired acceleration, respectively;
respectively judging whether the variation of the absolute value of the difference between the first actual acceleration and the expected acceleration in a first preset time range is larger than a first acceleration variation threshold value or not, and whether the variation of the absolute value of the difference between the second actual acceleration and the expected acceleration in a second preset time range is larger than a second acceleration variation threshold value or not;
and if the variation of the absolute value of the difference between the first actual acceleration and the expected acceleration in a first preset time range is larger than a first acceleration variation threshold value, and the variation of the absolute value of the difference between the second actual acceleration and the expected acceleration in a second preset time range is larger than a second acceleration variation threshold value, determining that an unexpected longitudinal acceleration fault exists.
Preferably, if it is determined that the first actual acceleration is smaller than zero, it is determined whether the second actual acceleration is smaller than a deceleration threshold and whether a variation of the first actual acceleration within a third preset time range is greater than the deceleration variation threshold;
and if the second actual acceleration is judged to be smaller than the deceleration threshold and the variation of the first actual acceleration in a third preset time range is judged to be larger than the deceleration variation threshold, determining that the unexpected longitudinal deceleration fault exists.
Preferably, said obtaining the torque transmitted by the transmission comprises:
respectively acquiring the output torque of an engine and the speed ratio of a transmission;
and calculating the torque transmitted by the transmission according to the output torque of the engine and the speed ratio of the transmission.
Preferably, the acquiring the output torque of the drive wheel includes:
acquiring an accelerator signal and the rotating speed of an engine;
calculating to obtain the output torque of the crankshaft according to the throttle signal and the rotating speed of the engine;
and calculating to obtain the output torque of the driving wheel according to the output torque of the crankshaft and the speed ratio of the transmission system.
Preferably, after determining that the undesired longitudinal acceleration fault exists or determining that the undesired longitudinal deceleration fault exists, the method further comprises:
the transmission is controlled to interrupt transmitting torque until the torque transmitted by the transmission drops to a torque threshold.
The invention also provides a longitudinal acceleration monitoring device, comprising:
a first acquisition unit for acquiring torque transmitted by the transmission and a rotation speed of the output shaft;
the first calculation unit is used for calculating and obtaining a first actual acceleration according to the torque transmitted by the transmission; calculating to obtain a second actual acceleration according to the rotating speed of the output shaft;
a first judgment unit, configured to judge whether the first actual acceleration is greater than zero;
the second acquisition unit is used for acquiring the output torque of the driving wheel if the first actual acceleration is judged to be larger than zero;
the second calculation unit is used for calculating expected acceleration according to the output torque of the driving wheel; and calculating an absolute value of a difference between a first actual acceleration and the desired acceleration and an absolute value of a difference between the second actual acceleration and the desired acceleration, respectively;
a second determination unit, configured to determine whether a variation of an absolute value of a difference between the first actual acceleration and the expected acceleration in a first preset time range is greater than a first acceleration variation threshold, and whether a variation of an absolute value of a difference between the second actual acceleration and the expected acceleration in a second preset time range is greater than a second acceleration variation threshold, respectively;
and the determining unit is used for determining that an unexpected longitudinal acceleration fault exists if the variation of the absolute value of the difference between the first actual acceleration and the expected acceleration in a first preset time range is larger than a first acceleration variation threshold value, and the variation of the absolute value of the difference between the second actual acceleration and the expected acceleration in a second preset time range is larger than a second acceleration variation threshold value.
Preferably, the method further comprises the following steps:
a third determining unit, configured to determine whether the second actual acceleration is smaller than a deceleration threshold and determine whether a variation of the first actual acceleration within a third preset time range is larger than the deceleration change threshold if the first determining unit determines that the first actual acceleration is smaller than zero;
the determining unit is further configured to determine that an unexpected longitudinal deceleration fault exists if the second actual acceleration is determined to be smaller than a deceleration threshold and the variation of the first actual acceleration in a third preset time range is determined to be larger than the deceleration variation threshold.
Preferably, the first acquiring unit includes:
the first acquiring subunit is used for respectively acquiring the output torque of the engine and the speed ratio of the transmission;
and the first calculating subunit is used for calculating the torque transmitted by the transmission according to the output torque of the engine and the speed ratio of the transmission.
Preferably, the second acquiring unit includes:
the second acquisition subunit is used for acquiring an accelerator signal and the rotating speed of the engine;
the second calculating subunit is used for calculating the output torque of the crankshaft according to the throttle signal and the rotating speed of the engine; and calculating to obtain the output torque of the driving wheel according to the output torque of the crankshaft and the speed ratio of the transmission system.
Preferably, the method further comprises the following steps:
and the post-processing unit is used for controlling the transmission to interrupt the transmission of the torque until the torque transmitted by the transmission is reduced to a torque threshold value.
Compared with the prior art, the technical scheme provided by the invention has the following advantages:
according to the technical scheme, the torque transmitted by the transmission and the rotating speed of the output shaft are respectively obtained, the first actual acceleration is calculated according to the obtained torque transmitted by the transmission, and the second actual acceleration is calculated according to the obtained rotating speed of the output shaft; under the condition that the first actual acceleration is larger than zero, acquiring the output torque of the driving wheel, and calculating to obtain the expected acceleration; a difference between the first actual acceleration and the desired acceleration and a difference between the second actual acceleration and the desired acceleration are calculated, and based on the two differences, it can be determined whether an undesired longitudinal acceleration fault exists. The monitoring of whether the unexpected longitudinal acceleration fault exists in the running process of the vehicle is realized.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
FIG. 1 is a flow chart of a method for monitoring longitudinal acceleration according to an embodiment of the present invention;
FIG. 2 is a timing diagram of the presence of an undesired longitudinal acceleration fault in an embodiment of the present invention;
FIG. 3 is a flow chart of another method for monitoring longitudinal acceleration provided by an embodiment of the present invention;
FIG. 4 is a timing diagram of the presence of an undesired longitudinal deceleration fault in an embodiment of the present invention;
FIG. 5 is a schematic structural diagram of a longitudinal acceleration monitoring apparatus according to an embodiment of the present invention;
fig. 6 is a schematic structural diagram of another longitudinal acceleration monitoring device provided in the embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The embodiment discloses a method for monitoring longitudinal acceleration, which is applied to a power control system of a vehicle, and is shown in fig. 1, and comprises the following steps:
s101, acquiring torque transmitted by a transmission and the rotating speed of an output shaft;
the engine output torque is controlled, and the torque output by the engine is transmitted to the driving wheels by using the transmission to drive the vehicle to run. When the torque transmitted by the transmission changes, the running speed of the vehicle also changes.
In the embodiment, the torque transmitted by the transmission and the rotation speed of the output shaft are acquired in real time during the running process of the vehicle.
One way to achieve torque transfer from the transmission is to:
the output torque of the engine and the speed ratio of the transmission are respectively obtained, and the torque transmitted by the transmission is calculated according to the output torque of the engine and the speed ratio of the transmission.
There are several different speed ratios in the same transmission. The speed ratio of the transmission is used to amplify the output torque of the engine.
After the output torque of the engine and the speed ratio of the transmission are obtained, the product of the speed ratio of the transmission and the output torque of the engine is calculated, and the actual torque transmitted by the transmission is obtained.
The rotation speed of the output shaft is obtained by arranging a sensor on the output shaft and detecting the rotation speed of the output shaft through the arranged sensor. In this embodiment, the sensor may be a rotation speed sensor, a hall sensor, or an angle sensor.
S102, calculating to obtain a first actual acceleration according to the torque transmitted by the transmission;
based on a calculation formula of force and torque and Newton's second law, a conversion formula of torque and acceleration is obtained:
T＝ma*r。
where T denotes torque, m denotes mass, a denotes acceleration, and r denotes rolling radius.
After the actual torque transmitted by the transmission is obtained, a first actual acceleration, denoted as a _ act1, may be calculated based on a torque to acceleration conversion equation.
S103, calculating to obtain a second actual acceleration according to the rotating speed of the output shaft;
after the rotating speed of the output shaft is obtained, a first derivative of the rotating speed of the output shaft is calculated, and then a second actual acceleration which is recorded as a _ act2 is obtained.
S104, judging whether the first actual acceleration is larger than zero;
if the first actual acceleration is greater than zero, executing step S105;
after the first actual acceleration a _ act1 is calculated, it is determined whether a _ act1 is greater than zero.
a _ act1 is greater than zero, indicating that the vehicle is in an acceleration state; conversely, a _ act1 is less than zero, indicating that the vehicle is in a decelerating state.
When the vehicle is in an acceleration state, an unexpected acceleration fault can exist; the vehicle is in a decelerating state and there may be an unexpected deceleration fault.
If a _ act1 is greater than zero, then the monitoring of whether an unexpected acceleration failure has occurred in the vehicle is accomplished by executing step S105 and its subsequent steps.
S105, acquiring output torque of a driving wheel;
when the vehicle is in an acceleration state, the expected acceleration is required to be obtained after the actual acceleration is obtained, and whether the vehicle has the unexpected acceleration or not is determined by comparing the actual acceleration with the expected acceleration, so that whether the vehicle has the unexpected acceleration fault or not is determined.
The desired acceleration is calculated by calculating the desired acceleration from the acquired output torque of the drive wheel.
The manner of obtaining the output torque of the drive wheels is described below:
acquiring an accelerator signal and the engine speed, and obtaining the torque output by the engine from the crankshaft, namely the output torque of the crankshaft, by searching an engine load characteristic curve (edalmap) based on the acquired accelerator signal and the engine speed; and acquiring the speed ratio of the transmission system, and calculating the product of the speed ratio of the transmission system and the output torque of the crankshaft to obtain the output torque of the driving wheel, namely the expected shaft end torque.
S106, calculating to obtain expected acceleration according to the output torque of the driving wheel;
after the output torque of the driving wheel is calculated, the expected acceleration is calculated and recorded as a _ int based on the above conversion formula of the torque and the acceleration.
S107, respectively calculating the absolute value of the difference between the first actual acceleration and the expected acceleration and the absolute value of the difference between the second actual acceleration and the expected acceleration;
the absolute values of the differences between a _ int and a _ act1 are calculated, respectively, and filtering is performed to obtain the absolute values of the differences Δ a1, a _ int and a _ act2, and filtering is performed to obtain Δ a 2.
In this embodiment, the filtering method for the difference between the actual acceleration and the expected acceleration may be kalman filtering, rolling average filtering, or first-order low-pass filtering.
S108, respectively judging whether the variation of the absolute value of the difference between the first actual acceleration and the expected acceleration in a first preset time range is larger than a first acceleration variation threshold value, and whether the variation of the absolute value of the difference between the second actual acceleration and the expected acceleration in a second preset time range is larger than a second acceleration variation threshold value;
if it is determined that the variation of the absolute value of the difference between the first actual acceleration and the expected acceleration within a first preset time range is greater than a first acceleration variation threshold, and the variation of the absolute value of the difference between the second actual acceleration and the expected acceleration within a second preset time range is greater than a second acceleration variation threshold, step S109 is executed;
it is determined whether the amount of change in the first preset time range Δ a1 exceeds the first acceleration change threshold and the amount of change in the second preset time range Δ a2 exceeds the second acceleration change threshold, respectively.
Optionally, in this embodiment, the first acceleration change threshold is the same as the second acceleration change threshold, and is denoted as Acc _ limit; the first predetermined time range and the second predetermined time range are also the same and are denoted as T1.
In practical applications, the variation of the Δ a1 in T1 exceeds the Acc _ limit, and the first Flag1 is set, for example, the first Flag1 is switched from 0 to 1; the amount of change in Δ a2 in T1 exceeds Acc _ limit, and the second Flag2 is set, for example, the second Flag2 is switched from 0 to 1.
The first Flag1 can determine whether the variation in Δ a1 in T1 exceeds Acc _ limit, and the second Flag2 can determine whether the variation in Δ a2 in T1 exceeds Acc _ limit.
Alternatively, in the present embodiment, if it is determined that both the first Flag1 and the second Flag2 are set within the specific time range T2, it is determined that the unexpected longitudinal acceleration fault exists.
In practical applications, considering that the undesirable acceleration change rate may affect the use feeling of the driver and reduce the safety of the vehicle running, the sum of T1 and T2 in the present embodiment has a value range of 600ms to 800ms, and the longest value does not exceed 1000 ms.
Referring to fig. 2, a timing diagram of the existence of an unexpected longitudinal acceleration fault in the present embodiment is shown.
The variation amount of the Δ a1 exceeds the Acc _ limit in a time less than T1, the value of the control Flag1 is changed from 0 to 1 while the variation amount of the Δ a1 exceeds the Acc _ limit, i.e., the first Flag1 is set; the variation amount of the Δ a2 exceeds the Acc _ limit in a time less than T1, and the value of the control Flag2 is changed from 0 to 1 while the variation amount of the Δ a2 exceeds the Acc _ limit, i.e., the second Flag2 is set. The timing at which the variation amount of the Δ a1 exceeds the Acc _ limit is different from the timing at which the variation amount of the Δ a2 exceeds the Acc _ limit, and the timing at which the first Flag1 is set is different from the timing at which the second Flag2 is set. However, the time difference between the time when the first Flag1 is set and the time when the second Flag2 is set is smaller than T2, and the acceleration Flag Acc _ Flag is set. Whether an unexpected longitudinal acceleration fault exists can be determined by judging whether Acc _ Flag is set.
And S109, determining that the unexpected longitudinal acceleration fault exists.
As can be seen from the above technical solution, in this embodiment, the torque transmitted by the transmission and the rotation speed of the output shaft are respectively obtained, a first actual acceleration is calculated according to the obtained torque transmitted by the transmission, and a second actual acceleration is calculated according to the obtained rotation speed of the output shaft; under the condition that the first actual acceleration is larger than zero, acquiring the output torque of the driving wheel, and calculating to obtain the expected acceleration; a difference between the first actual acceleration and the desired acceleration and a difference between the second actual acceleration and the desired acceleration are calculated, and based on the two differences, it can be determined whether an undesired longitudinal acceleration fault exists. The monitoring of whether the unexpected longitudinal acceleration fault exists in the running process of the vehicle is realized.
Referring to fig. 3, after step S104 of the monitoring method shown in fig. 1 is executed, if it is determined that the first actual acceleration is smaller than zero, the monitoring method further includes the following steps:
s201, judging whether the second actual acceleration is smaller than a deceleration threshold value or not and judging whether the variation of the first actual acceleration in a third preset time range is larger than the deceleration variation threshold value or not;
if the second actual acceleration is determined to be smaller than the deceleration threshold and the variation of the first actual acceleration within the third preset time range is determined to be larger than the deceleration variation threshold, executing step S202;
in this embodiment, if it is determined that a _ act1 is smaller than zero, the monitoring of whether an unexpected deceleration fault has occurred in the vehicle is realized by executing step S202.
Alternatively, in the present embodiment, the deceleration threshold is the same as the deceleration change threshold, and is denoted as Dec _ limit.
It is determined whether the amount of change in the first actual acceleration a _ act1 in the third preset time range T3 is greater than the deceleration change threshold Dec _ limit. And, it is determined whether a _ act2 is less than Dec _ limit.
If a _ act2 is less than Dec _ limit and a _ act1 varies by more than Dec _ limit within T3, then it is determined that an undesired longitudinal deceleration fault exists.
S202, determining that an unexpected longitudinal deceleration fault exists.
As can be seen from the above technical solution, in this embodiment, the torque transmitted by the transmission and the rotation speed of the output shaft are respectively obtained, a first actual acceleration is calculated according to the obtained torque transmitted by the transmission, and a second actual acceleration is calculated according to the obtained rotation speed of the output shaft; and if the second actual acceleration is judged to be smaller than the deceleration threshold and the variation of the first actual acceleration in the third preset time range is judged to be larger than the deceleration variation threshold, the existence of the unexpected longitudinal deceleration fault is determined, and the monitoring of the existence of the unexpected longitudinal deceleration fault in the running process of the vehicle is realized.
In this embodiment, the condition for determining that the unexpected longitudinal deceleration fault exists is:
a _ act2 is less than Dec _ limit and a _ act1 varies by more than Dec _ limit within T3.
In other embodiments, the method further includes the following conditions, except that a _ act2 is smaller than Dec _ limit, and the variation of a _ act1 in T3 exceeds Dec _ limit:
the current running speed of the vehicle is greater than the speed threshold V1, and the brake pedal is not depressed.
The existence of the unexpected longitudinal deceleration fault is determined only if the conditions that a _ act2 is smaller than Dec _ limit, the variation of a _ act1 in T3 exceeds Dec _ limit, the current running speed of the vehicle is greater than the speed threshold V1, and the brake pedal is not depressed are all satisfied. The accuracy of the monitoring result is improved.
Referring to fig. 4, a timing diagram of the presence of an undesired longitudinal deceleration fault in the present embodiment is shown.
The variation of the a _ act1 exceeds Dec _ limit in the time less than T3, the a _ act2 is less than Dec _ limit, the current running speed VehSpd of the vehicle is greater than the speed threshold V1, and the flag BrakeFlag of the brake pedal is not set, namely the brake pedal is not pressed down. It is determined that an undesired longitudinal deceleration fault exists.
Through the monitoring method provided by the embodiment, after determining that an unexpected longitudinal acceleration fault exists or determining that an unexpected longitudinal deceleration fault exists, the method further comprises the following steps:
the transmission is controlled to interrupt transmitting torque until the torque transmitted by the transmission drops to a torque threshold.
When there is an unexpected longitudinal acceleration fault or an unexpected longitudinal deceleration fault, a post-processing operation is performed. The post-processing operation controls the transmission to interrupt the transmission torque until the transmission torque drops to a torque threshold and the transmission torque is restored.
Alternatively, when it is determined that there is an unexpected longitudinal acceleration failure or that there is an unexpected longitudinal deceleration failure during the running of the vehicle by executing the monitoring method disclosed in the present embodiment, a post-processing operation is executed, that is, the transmission is controlled to interrupt the transmission torque until the transmission torque is restored after the transmission torque falls to the torque threshold value. After the existence of the unexpected longitudinal acceleration or unexpected longitudinal deceleration is eliminated, the transmission is recovered to transmit the torque, and the normal use of the vehicle is ensured. However, when it is determined again that there is an unexpected longitudinal acceleration failure or that there is an unexpected longitudinal deceleration failure during the next vehicle travel, a post-processing operation is performed to control the transmission to interrupt the transmission torque, but the transmission torque is not restored, i.e., the vehicle cannot be used.
Corresponding to the monitoring method disclosed in the foregoing embodiment, the present embodiment provides a monitoring device for longitudinal acceleration, and a schematic structural diagram of the monitoring device is shown in fig. 5, where the monitoring device in the present embodiment includes:
a first acquisition unit 501, a first calculation unit 502, a first judgment unit 503, a second acquisition unit 504, a second calculation unit 505, a second judgment unit 506, and a determination unit 507;
a first obtaining unit 501 for obtaining the torque transmitted by the transmission and the rotation speed of the output shaft;
optionally, the first obtaining unit 501 includes:
a first obtaining subunit and a first calculating subunit;
the first acquiring subunit is used for respectively acquiring the output torque of the engine and the speed ratio of the transmission;
and the first calculating subunit is used for calculating and obtaining the torque transmitted by the transmission according to the output torque of the engine and the speed ratio of the transmission.
A first calculating unit 502, configured to calculate a first actual acceleration according to the torque transmitted by the transmission; calculating to obtain a second actual acceleration according to the rotating speed of the output shaft;
a first judging unit 503, configured to judge whether the first actual acceleration is greater than zero;
a second obtaining unit 504, configured to obtain an output torque of a driving wheel if it is determined that the first actual acceleration is greater than zero;
optionally, the second obtaining unit 504 includes:
a second obtaining subunit and a second calculating subunit;
the second acquiring subunit is used for acquiring an accelerator signal and the rotating speed of the engine;
the second calculating subunit is used for calculating the output torque of the crankshaft according to the throttle signal and the rotating speed of the engine; and calculating to obtain the output torque of the driving wheel according to the output torque of the crankshaft and the speed ratio of the transmission system.
A second calculating unit 505, configured to calculate a desired acceleration according to the output torque of the driving wheel; and calculating an absolute value of a difference between a first actual acceleration and the desired acceleration and an absolute value of a difference between the second actual acceleration and the desired acceleration, respectively;
a second determining unit 506, configured to determine whether a variation of an absolute value of a difference between the first actual acceleration and the expected acceleration in a first preset time range is greater than a first acceleration variation threshold, and whether a variation of an absolute value of a difference between the second actual acceleration and the expected acceleration in a second preset time range is greater than a second acceleration variation threshold, respectively;
a determining unit 507, configured to determine that an unexpected longitudinal acceleration fault exists if it is determined that a variation of an absolute value of a difference between the first actual acceleration and the expected acceleration in a first preset time range is greater than a first acceleration variation threshold, and a variation of an absolute value of a difference between the second actual acceleration and the expected acceleration in a second preset time range is greater than a second acceleration variation threshold.
As can be seen from the above technical solution, in this embodiment, the torque transmitted by the transmission and the rotation speed of the output shaft are respectively obtained, a first actual acceleration is calculated according to the obtained torque transmitted by the transmission, and a second actual acceleration is calculated according to the obtained rotation speed of the output shaft; under the condition that the first actual acceleration is larger than zero, acquiring the output torque of the driving wheel, and calculating to obtain the expected acceleration; a difference between the first actual acceleration and the desired acceleration and a difference between the second actual acceleration and the desired acceleration are calculated, and based on the two differences, it can be determined whether an undesired longitudinal acceleration fault exists. The monitoring of whether the unexpected longitudinal acceleration fault exists in the running process of the vehicle is realized.
Based on the monitoring device shown in fig. 5, the present embodiment further provides another monitoring device, and referring to fig. 6, the monitoring device in the present embodiment further includes:
a third judgment unit 601 and a post-processing unit 602;
a third determining unit 601, configured to determine whether the second actual acceleration is smaller than a deceleration threshold and determine whether a variation of the first actual acceleration within a third preset time range is larger than the deceleration change threshold if the first determining unit determines that the first actual acceleration is smaller than zero;
the determining unit 507 is further configured to determine that an unexpected longitudinal deceleration fault exists if it is determined that the second actual acceleration is smaller than a deceleration threshold and it is determined that a variation of the first actual acceleration in a third preset time range is larger than a deceleration variation threshold;
and the post-processing unit 602 is used for controlling the transmission to interrupt the transmission of the torque until the torque transmitted by the transmission is reduced to a torque threshold value.
As can be seen from the above technical solution, in this embodiment, the torque transmitted by the transmission and the rotation speed of the output shaft are respectively obtained, a first actual acceleration is calculated according to the obtained torque transmitted by the transmission, and a second actual acceleration is calculated according to the obtained rotation speed of the output shaft; and if the second actual acceleration is judged to be smaller than the deceleration threshold and the variation of the first actual acceleration in the third preset time range is judged to be larger than the deceleration variation threshold, the existence of the unexpected longitudinal deceleration fault is determined, and the monitoring of the existence of the unexpected longitudinal deceleration fault in the running process of the vehicle is realized. And when the unexpected longitudinal deceleration fault is determined to exist or the unexpected longitudinal acceleration fault is determined to exist, the transmission is controlled to interrupt the transmission torque so as to eliminate the existence of the unexpected longitudinal acceleration or the unexpected longitudinal deceleration, and the transmission torque is recovered after the transmission torque is reduced to the torque threshold value, so that the normal use of the vehicle is ensured.
The embodiments in the present description are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other. For the device provided by the embodiment, the description is relatively simple because the device corresponds to the method provided by the embodiment, and the relevant points can be referred to the method part for description.
It should be noted that, in this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
The foregoing is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, various modifications and decorations can be made without departing from the principle of the present invention, and these modifications and decorations should also be regarded as the protection scope of the present invention.
Claims (8)
1. A method of monitoring longitudinal acceleration, comprising:
acquiring the torque transmitted by the transmission and the rotating speed of an output shaft;
calculating to obtain a first actual acceleration according to the torque transmitted by the transmission;
calculating to obtain a second actual acceleration according to the rotating speed of the output shaft;
judging whether the first actual acceleration is larger than zero or not;
if the first actual acceleration is judged to be larger than zero, acquiring the output torque of the driving wheel;
calculating to obtain expected acceleration according to the output torque of the driving wheel;
calculating an absolute value of a difference between a first actual acceleration and the desired acceleration and an absolute value of a difference between the second actual acceleration and the desired acceleration, respectively;
respectively judging whether the variation of the absolute value of the difference between the first actual acceleration and the expected acceleration in a first preset time range is larger than a first acceleration variation threshold value or not, and whether the variation of the absolute value of the difference between the second actual acceleration and the expected acceleration in a second preset time range is larger than a second acceleration variation threshold value or not;
if the variation of the absolute value of the difference between the first actual acceleration and the expected acceleration in a first preset time range is larger than a first acceleration variation threshold, and the variation of the absolute value of the difference between the second actual acceleration and the expected acceleration in a second preset time range is larger than a second acceleration variation threshold, determining that an unexpected longitudinal acceleration fault exists;
if the first actual acceleration is judged to be smaller than zero, judging whether the second actual acceleration is smaller than a deceleration threshold value or not and judging whether the variation of the first actual acceleration in a third preset time range is larger than the deceleration variation threshold value or not;
and if the second actual acceleration is judged to be smaller than the deceleration threshold and the variation of the first actual acceleration in a third preset time range is judged to be larger than the deceleration variation threshold, determining that the unexpected longitudinal deceleration fault exists.
2. The monitoring method of claim 1, wherein the deriving a transmission-transmitted torque comprises:
respectively acquiring the output torque of an engine and the speed ratio of a transmission;
and calculating the torque transmitted by the transmission according to the output torque of the engine and the speed ratio of the transmission.
3. The monitoring method of claim 1, wherein the obtaining the output torque of the drive wheel comprises:
acquiring an accelerator signal and the rotating speed of an engine;
calculating to obtain the output torque of the crankshaft according to the throttle signal and the rotating speed of the engine;
and calculating to obtain the output torque of the driving wheel according to the output torque of the crankshaft and the speed ratio of the transmission system.
4. The monitoring method of claim 1, after determining that the undesired longitudinal acceleration fault exists or determining that the undesired longitudinal deceleration fault exists, further comprising:
the transmission is controlled to interrupt transmitting torque until the torque transmitted by the transmission drops to a torque threshold.
5. A longitudinal acceleration monitoring device, comprising:
a first acquisition unit for acquiring torque transmitted by the transmission and a rotation speed of the output shaft;
the first calculation unit is used for calculating and obtaining a first actual acceleration according to the torque transmitted by the transmission; calculating to obtain a second actual acceleration according to the rotating speed of the output shaft;
a first judgment unit, configured to judge whether the first actual acceleration is greater than zero;
the second acquisition unit is used for acquiring the output torque of the driving wheel if the first actual acceleration is judged to be larger than zero;
the second calculation unit is used for calculating expected acceleration according to the output torque of the driving wheel; and calculating an absolute value of a difference between a first actual acceleration and the desired acceleration and an absolute value of a difference between the second actual acceleration and the desired acceleration, respectively;
a second determination unit, configured to determine whether a variation of an absolute value of a difference between the first actual acceleration and the expected acceleration in a first preset time range is greater than a first acceleration variation threshold, and whether a variation of an absolute value of a difference between the second actual acceleration and the expected acceleration in a second preset time range is greater than a second acceleration variation threshold, respectively;
the determining unit is used for determining that an unexpected longitudinal acceleration fault exists if the variation of the absolute value of the difference between the first actual acceleration and the expected acceleration in a first preset time range is larger than a first acceleration variation threshold value, and the variation of the absolute value of the difference between the second actual acceleration and the expected acceleration in a second preset time range is larger than a second acceleration variation threshold value;
a third determining unit, configured to determine whether the second actual acceleration is smaller than a deceleration threshold and determine whether a variation of the first actual acceleration within a third preset time range is larger than the deceleration change threshold if the first determining unit determines that the first actual acceleration is smaller than zero;
the determining unit is further configured to determine that an unexpected longitudinal deceleration fault exists if the second actual acceleration is determined to be smaller than a deceleration threshold and the variation of the first actual acceleration in a third preset time range is determined to be larger than the deceleration variation threshold.
6. The monitoring device of claim 5, wherein the first obtaining unit comprises:
the first acquiring subunit is used for respectively acquiring the output torque of the engine and the speed ratio of the transmission;
and the first calculating subunit is used for calculating the torque transmitted by the transmission according to the output torque of the engine and the speed ratio of the transmission.
7. The monitoring device according to claim 5, wherein the second obtaining unit comprises:
the second acquisition subunit is used for acquiring an accelerator signal and the rotating speed of the engine;
the second calculating subunit is used for calculating the output torque of the crankshaft according to the throttle signal and the rotating speed of the engine; and calculating to obtain the output torque of the driving wheel according to the output torque of the crankshaft and the speed ratio of the transmission system.
8. The monitoring device of claim 5, further comprising:
and the post-processing unit is used for controlling the transmission to interrupt the transmission of the torque until the torque transmitted by the transmission is reduced to a torque threshold value.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910463499.2A CN112013109B (en) | 2019-05-30 | 2019-05-30 | Longitudinal acceleration monitoring method and device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201910463499.2A CN112013109B (en) | 2019-05-30 | 2019-05-30 | Longitudinal acceleration monitoring method and device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN112013109A CN112013109A (en) | 2020-12-01 |
| CN112013109B true CN112013109B (en) | 2021-12-21 |
Family
ID=73500919
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201910463499.2A Active CN112013109B (en) | 2019-05-30 | 2019-05-30 | Longitudinal acceleration monitoring method and device |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN112013109B (en) |
Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1817677A (en) * | 2005-02-09 | 2006-08-16 | 通用汽车公司 | Coordinated torque control security method and apparatus |
| KR20120058082A (en) * | 2010-11-29 | 2012-06-07 | 주식회사 케피코 | Transmission control unit for prohibiting unreasonable acceleration and deceleration of a vehicle and method thereof |
| CN102774381A (en) * | 2011-05-10 | 2012-11-14 | 宝马股份公司 | Acceleration-based safety monitoring of a drive of a motor vehicle |
| CN103562029A (en) * | 2011-05-30 | 2014-02-05 | 宝马股份公司 | Method and safety concept for recognizing defects in a drive system of a motor vehicle |
| CN104442393A (en) * | 2013-09-16 | 2015-03-25 | 罗伯特·博世有限公司 | Method and device for monitoring a drive of a motor vehicle |
| CN104442795A (en) * | 2013-09-17 | 2015-03-25 | 罗伯特·博世有限公司 | Method and device for monitoring a drive of a motor vehicle |
| CN104670206A (en) * | 2013-12-02 | 2015-06-03 | 通用汽车环球科技运作有限责任公司 | Method and apparatus for monitoring unintended vehicle motion |
| CN106949234A (en) * | 2017-04-27 | 2017-07-14 | 上海汽车变速器有限公司 | Double-clutch speed changer functional safety monitoring method |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR101470149B1 (en) * | 2013-04-30 | 2014-12-05 | 현대자동차주식회사 | Fail diagnosis method for brake system of vehicle |
-
2019
- 2019-05-30 CN CN201910463499.2A patent/CN112013109B/en active Active
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1817677A (en) * | 2005-02-09 | 2006-08-16 | 通用汽车公司 | Coordinated torque control security method and apparatus |
| KR20120058082A (en) * | 2010-11-29 | 2012-06-07 | 주식회사 케피코 | Transmission control unit for prohibiting unreasonable acceleration and deceleration of a vehicle and method thereof |
| CN102774381A (en) * | 2011-05-10 | 2012-11-14 | 宝马股份公司 | Acceleration-based safety monitoring of a drive of a motor vehicle |
| CN103562029A (en) * | 2011-05-30 | 2014-02-05 | 宝马股份公司 | Method and safety concept for recognizing defects in a drive system of a motor vehicle |
| CN104442393A (en) * | 2013-09-16 | 2015-03-25 | 罗伯特·博世有限公司 | Method and device for monitoring a drive of a motor vehicle |
| CN104442795A (en) * | 2013-09-17 | 2015-03-25 | 罗伯特·博世有限公司 | Method and device for monitoring a drive of a motor vehicle |
| CN104670206A (en) * | 2013-12-02 | 2015-06-03 | 通用汽车环球科技运作有限责任公司 | Method and apparatus for monitoring unintended vehicle motion |
| CN106949234A (en) * | 2017-04-27 | 2017-07-14 | 上海汽车变速器有限公司 | Double-clutch speed changer functional safety monitoring method |
Also Published As
| Publication number | Publication date |
|---|---|
| CN112013109A (en) | 2020-12-01 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN111169441B (en) | Automatic parking control method, system and terminal | |
| US6834221B2 (en) | Method of operating a motor vehicle | |
| US7650216B2 (en) | Vehicle driving system with adaptive skid control | |
| US9714622B2 (en) | Vehicle speed limit apparatus | |
| CN110949139B (en) | Automatic slope-stopping method of electric vehicle | |
| US20140277983A1 (en) | Vehicle and method for controlling regenerative braking | |
| US10030597B2 (en) | Vehicle speed limit apparatus | |
| CN111469674A (en) | Braking energy recovery control method for new energy cargo vehicle | |
| US9855857B2 (en) | Active damping control for an electric vehicle or hybrid vehicle | |
| US9758175B2 (en) | Method and device for improved switching over between accelerator pedal characteristic curves | |
| EP4143044A1 (en) | Torque redistribution and adjustment method, and corresponding control unit and electric vehicle | |
| US6182002B1 (en) | Vehicle acceleration based traction control | |
| EP2626709B1 (en) | Acceleration detection device | |
| CN112013109B (en) | Longitudinal acceleration monitoring method and device | |
| US20110077798A1 (en) | Estimated acceleration calculating apparatus | |
| JP2006348854A (en) | Traction control device | |
| JP2009234430A (en) | Vehicular control device | |
| CN111645534B (en) | Slope-sliding-prevention control method and control system for pure electric vehicle | |
| KR101499995B1 (en) | Device and method controlling motor position and creep of fuel cell vehicle | |
| CN113442735A (en) | Control method and device for hill start, vehicle control unit and vehicle | |
| JPH1163179A (en) | Method for automatically detecting quantity of rotating speed transmitting ratio and automatically detecting device | |
| CN112874501B (en) | Stability control method and device for electric automobile and vehicle | |
| CN115649169A (en) | AMT automatic starting control method for commercial vehicle | |
| JP4928492B2 (en) | Vehicle control device | |
| JP6243684B2 (en) | Vehicle control device |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |