WO2019233062A1

WO2019233062A1 - Control method for ludicrous accelerating mode, storage medium and electric automobile

Info

Publication number: WO2019233062A1
Application number: PCT/CN2018/119180
Authority: WO
Inventors: 陆群; 鲍亚新
Original assignee: 北京长城华冠汽车科技股份有限公司
Priority date: 2018-06-08
Filing date: 2018-12-04
Publication date: 2019-12-12

Abstract

A control method for a ludicrous accelerating mode, a storage medium and an electric automobile. The method comprises: step 301: detecting a treading operation of a brake pedal after entering an activated state, and if the treading operation of the brake pedal is detected, executing step 302, otherwise, executing step 306; step 302: detecting whether a current vehicle speed is lower than a preset stationary speed or not, and if yes, executing step 303; step 303: adjusting a motor torque of the electric automobile to an initial pre-torque, and starting initial activation timing; step 304: if a release operation of the brake pedal is detected when the initial activation timing does not reach a preset initial activation duration, executing step 306, otherwise, executing step 305; step 305: when the initial activation timing reaches the preset initial activation duration, ending a ludicrous accelerating mode, and returning to prepare state detection; and step 306: increasing a motor speed according to a pre-calibrated curve.

Description

Control method of violent acceleration mode, storage medium and electric vehicle

Cross-reference to related applications

This application requires the priority of Chinese patent application number "201810587119.1", submitted by Beijing Great Wall Huaguan Automobile Technology Co., Ltd. on June 08, 2018, with the application name of "Control Method, Storage Medium and Electric Vehicle for Raging Acceleration Mode" And the priority of the Chinese patent application number "201810588226.6", submitted by Beijing Great Wall Huaguan Automobile Technology Co., Ltd. on June 08, 2018, with the application name of "Control Method, Storage Medium and Electric Vehicle for Raging Acceleration Mode" And the priority of the Chinese patent application number "201810588882.6", submitted by Beijing Great Wall Huaguan Automobile Technology Co., Ltd. on June 08, 2018, with the application name of "Control Method, Storage Medium and Electric Vehicle for Raging Acceleration Mode" right.

Technical field

The present application relates to the field of automobiles, and in particular, to a method for controlling a rampant acceleration mode, a storage medium, and an electric vehicle.

Background technique

In the prior art, there is a mode in which an electric vehicle can be accelerated by using a short-time large torque of an electric motor to assist the acceleration. This acceleration mode can meet the driver's torque requirements under rapid acceleration conditions while improving the transient emissions of the engine. In actual use, the acceleration mode using short-term high-torque boost of the motor is also called the violent acceleration mode of electric vehicles.

The violent acceleration mode of electric vehicles is a working mode that realizes the driver's speed experience. It can allow the output torque of the front and rear motors to be above the peak torque. Because of personal safety, its control strategy is very strict.

Figure 1 is the workflow of the commonly used rampant acceleration mode, including the following steps:

Step 10 (S10): Prepare for state detection, including: detecting system failure, motor temperature, motor controller temperature, BOOST switch (violent acceleration mode trigger switch), and current battery SOC value (State of Charge). Preset requirements. If the preset requirements are met, go to step 20;

Step 20 (S20): detecting whether the violent acceleration mode trigger switch (also called BOOST switch) is triggered (touch operation), and if it is, perform step 31;

Step 31 (S31): detecting whether the brake pedal is depressed, if it is, perform step 32, otherwise return to step 10;

Step 32 (S32): start the rampant acceleration mode, increase the motor speed and start timing;

Step 33 (S33): When the timing reaches the first preset duration, end the rampant acceleration mode and return to step 10.

After the vehicle controller (VCU, Vehicle Control Unit) of the electric vehicle is started, it automatically enters the ready state detection of the rampant acceleration mode (S10).

According to the flow chart in Figure 1, the driver wants to experience the violent acceleration mode at the start, and can only press the brake pedal before the BOOST switch is triggered to make the electric vehicle stand still, and trigger the BOOST switch when the brake pedal is released. According to the existing work flow (Figure 1), the violent acceleration mode will still be activated, but when the violent acceleration mode works, the torque will suddenly increase from 0, causing the motor to crack teeth, seriously damage the motor life, and even affect the motor life. The driver's personal safety.

Application content

In view of this, the present application provides a method for controlling a rampant acceleration mode, a storage medium, and an electric vehicle to solve the problems existing in starting the rampant acceleration mode when an electric vehicle starts.

The present application provides a method for controlling a rampant acceleration mode, which includes

Step 301: After the electric vehicle enters the activation state of the violent acceleration mode, detect the depression operation of the brake pedal, if it is detected, go to step 302, otherwise go to step 306;

Step 302: Detect whether the current vehicle speed is lower than the preset stationary vehicle speed, and if it is, perform step 303; otherwise, return to the ready state detection of the rampant acceleration mode;

Step 303: Adjust the motor torque of the electric vehicle to the initial pre-torque, and start the initial activation timing;

Step 304: If the release operation of the brake pedal is detected when the initial activation timer does not reach the preset activation preset time, step 306 is performed, otherwise step 305 is performed;

Step 305: When the initial activation timing reaches the preset initial activation time, end the rampant acceleration mode and return to the ready state detection;

Step 306: Increase the motor speed according to the pre-calibrated curve.

The present application also provides a non-transitory computer-readable storage medium that stores instructions. When the instructions are executed by a processor, the processor causes the processor to perform the steps in the control method of the rampant acceleration mode of the present application.

The present application also provides an electric vehicle, including a processor and the above-mentioned non-transitory computer-readable storage medium, wherein the processor is a vehicle controller.

This application improves step S32 and step S33 in FIG. 1. Considering that when the violent acceleration mode is activated, the electric vehicle may be in two different states of braking or running, and different violent acceleration modes are designed for the two states. Method to solve the problem of motor teething when starting the ramping acceleration mode when the speed is 0.

Additional aspects and advantages of the present application will be given in part in the following description, part of which will become apparent from the following description, or be learned through practice of the present application.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a working flowchart of a commonly used violent acceleration mode;

FIG. 2 is a first embodiment of a method for controlling a rampant acceleration mode of the present application; FIG.

FIG. 3 is a second embodiment of a method for controlling a rampant acceleration mode of the present application;

FIG. 4 is a third embodiment of a method for controlling a rampant acceleration mode of the present application;

FIG. 5 is a fourth embodiment of a method for controlling a rampant acceleration mode of the present application.

Detailed ways

In order to have a clearer understanding of the technical features, objects, and effects of the application, specific embodiments of the present application will now be described with reference to the drawings, in which the same reference numerals represent the same parts.

As used herein, "schematic" means "serving as an example, instance, or illustration." Any illustration or implementation described herein as "schematic" should not be interpreted as a more preferred or more advantageous Technical solutions.

In order to make the drawings concise, only relevant parts of the present application are schematically shown in the drawings, and do not represent the actual structure as a product. In addition, in order to make the drawings simple and easy to understand, in some drawings, components having the same structure or function are only schematically shown, or only one of them is marked.

In this article, "first", "second", and so on are only used to distinguish each other, not to indicate the degree of importance and order, and the premise of mutual existence.

As shown in FIG. 2, the present application provides a method for controlling a rampant acceleration mode. Steps S32 and S33 in FIG. 1 are improved. The method is applied to an electric vehicle and includes:

Step 301 (S301): After the electric vehicle enters the activation state of the violent acceleration mode, the brake pedal depression operation is detected, and if detected, step 302 is performed, otherwise step 306 is performed;

In FIG. 2, in step S20, the BOOST switch is triggered (or pressed) to automatically enter the activation state of the rampant acceleration mode.

Step 302 (S302): It is detected whether the current vehicle speed is lower than a preset stationary vehicle speed, and if it is, step 303 is performed; otherwise, it returns to the ready state detection of the rampant acceleration mode (S10).

The preset stationary vehicle speed is used to indicate that the electric vehicle is currently stationary or approximately stationary. For example, the preset stationary vehicle speed is 0.5 km / h or 1 km / h. A value below the preset stationary vehicle speed indicates that the electric vehicle is approximately stationary or stationary. .

Step 303 (S303): Adjust the motor torque of the electric vehicle to the initial pre-torque, and start the initial activation timing.

The initial pre-torque is the pre-torque of the electric vehicle motor, and its value is low, generally around 100N.m. Adjusting the motor torque from 0 to the initial pre-torque and then increasing the torque can prevent the motor from cracking.

Step 304 (S304): If the release operation of the brake pedal is detected when the initial activation timing does not reach the initial activation preset duration, step 306 is performed, otherwise step 305 is performed;

Step 305 (S305): When the initial activation timer reaches the preset initial activation time, end the rampant acceleration mode and return to the ready state detection (S10);

Step 306 (S306): Increase the motor speed according to a pre-calibrated curve.

The preset calibration curve is a preset characteristic curve for the rampant acceleration mode, which can be a peak curve or a dedicated calibration curve, which can realize the acceleration characteristics of the rampant acceleration mode.

The method in Figure 2 provides a safe use of the rampant acceleration mode when the electric vehicle starts, including S10, S20, S301, S302, S303, S304, and S306. Compared with the prior art, after the BOOST switch is triggered, the pedal is developed. When stepping on the driver, the driver can still freely choose whether to use the violent acceleration mode and when to use the violent acceleration mode, including the operation method without using the violent acceleration mode in step S305 and the operation method using the violent acceleration mode in step 304; second, in Before step 306, step 303 is set to adjust the motor torque to the initial pre-torque, which can avoid the problem of the motor teething when using the violent acceleration mode when the electric vehicle starts.

Further, after step 306 in FIG. 3 includes:

Step 307: Start normal activation timing when step 306 is triggered;

Step 309: When the normal activation time reaches the preset normal activation time, the rampant acceleration mode is ended, and the preparation state detection is returned (S10).

Step 308: If it is detected that the brake pedal is depressed or the accelerator pedal is released when the normal activation timer does not reach the normal activation preset time period, the violent acceleration mode is ended, and the preparation state is detected (S10).

If it is detected that the brake pedal is depressed or the accelerator pedal is released when the normal activation preset time does not reach the normal activation preset time, the violent acceleration mode is ended, and the ready state detection is returned. In this way, the driver can autonomously decide when to exit the rampant acceleration mode.

The initial activation preset time and the normal activation preset time in FIG. 2 and FIG. 3 can be determined according to the performance of the power system of each electric vehicle. Generally, it is set to less than 20 seconds. For example, the initial activation time is set to 10 seconds or longer. Normal activation is preset for 5 seconds or longer.

In FIG. 2 and FIG. 3, step 20 (S20) adopts the existing technology, and step S301 is performed after detecting that the BOOST switch is triggered. However, the BOOST switch is a mechanical switch or a touch switch. It is easy to mistakenly start the violent acceleration mode due to misoperation, which affects normal driving and may cause traffic accidents. In order to avoid such problems, this application improves the existing step 20 to Step 201 shown in FIG. 4.

Step 21 (S21): After the electric vehicle enters the ready state of the rampant acceleration mode, detection of activation operation is started;

Step 22 (S22): When a pressing operation of the BOOST switch following the pre-activation enable operation is detected, step 301 is performed.

In FIG. 4, after entering the activation state of the rampant acceleration mode, step S301 is automatically triggered.

The pre-activation enable operation in FIG. 4 can be flexibly set. For example, it can be set to the S position and the accelerator pedal to reach the maximum opening degree; or to the S position; or the accelerator pedal can be set to the maximum opening degree; Hang the S file and turn on the double flashing light in turn; or set to turn on the double flashing light.

In the above-mentioned embodiment of the pre-activation enabling operation, if it includes “the accelerator pedal reaches the maximum opening degree”, the wild acceleration mode is restarted after reaching the maximum speed in the current gear, so the wild acceleration mode is for the current gear After the speed limit is reached again, if the "accelerator pedal reaches the maximum opening degree" is not satisfied, the rampant acceleration mode will not be activated.

In addition, if the pre-activation enable operation includes "the accelerator pedal reaches the maximum opening degree", the vehicle controller may set the brake pedal to have a higher priority than the accelerator pedal, and if it is detected in step 301, the brake pedal is immediately turned off Power to the motor of the electric vehicle engine, at this time, although the accelerator pedal and the brake pedal are simultaneously depressed, it will not cause a conflict between the power system and the brake system.

If the pre-activation enable operation does not include "the accelerator pedal reaches the maximum opening degree", the electric vehicle may start the wild acceleration mode at any driving speed.

Different pre-activation enable operations correspond to different working modes of the rampant acceleration mode, and electric vehicle manufacturers can flexibly set according to their respective electric vehicle experience designs.

The improved step 21 and step 22 limit more complicated activation operations, which can avoid starting the rampant acceleration mode due to misoperation and affecting normal driving.

In addition, in step 22, when the detected activation operation (including the pre-activation enable operation and the BOOST switch pressing operation) does not meet the requirements, it returns to the preparation state detection S10. Taking the activation operation that meets the requirements as an example, the S gear is sequentially connected, the accelerator pedal reaches the maximum opening degree, and the BOOST switch is triggered as an example. If the S gear information and the D gear information are detected successively, the system returns to the ready state detection.

At present, in FIG. 4, step 10 (S10) is for the detection of the ready state of the rampant acceleration mode, which is mainly based on the current battery SOC (State of Charge) value, supplemented by system failure and motor temperature. , Motor controller temperature, and BOOST switch (trigger switch of the rampant acceleration mode) and other parameters, only when the SOC value is greater than a predetermined threshold (such as 80%) and other parameters meet the requirements, the electric vehicle is allowed to enter the ready state.

In the above detection method, the real-time detection of the battery SOC value is to determine whether the current battery power can support the violent acceleration mode. However, the battery SOC value does not actually reflect the battery discharge power. Therefore, if the battery SOC is used as the main parameter, the detection accuracy is not high. Furthermore, if the electric vehicle enters the preparation state by mistake, it may seriously damage the life of the electric vehicle, battery, and motor, affect the driving experience, and even affect the driver's personal safety, which is extremely dangerous.

In order to avoid such problems, the existing step 10 of the present application is improved to step 11 and step 12 as shown in FIG. 5.

Step 11 (S11): Estimate the current battery maximum power P _BatPower according to the current battery voltage value and the current battery maximum charging current;

Step 12 (S12): Use the estimated current maximum battery power P _{BatPower to} detect whether the electric vehicle is allowed to enter the ready state of the _rampant acceleration mode.

After the electric vehicle is powered on, step 11 and step 12 are performed. If the detection result of step 12 does not allow to enter the rampant acceleration preparation state, that is, the use of the rampant acceleration mode is not allowed, continue to perform the preparation state detection of step 11 and step 12 until it enters Ready.

In step 12, it is detected whether the current battery maximum power P _BatPower is allowed to enter a ready state, which requires that the maximum power that can be currently output by the electric vehicle is not lower than a preset value, which is the minimum power required in the aggressive acceleration mode. . The electric vehicle can be calibrated separately for the external characteristic curve of the motor in the violent acceleration mode (referred to as the violent acceleration mode calibration curve, that is, the pre-calibrated curve in step 306) for the torque output of the violent acceleration mode, and it can also be used in the characteristic curve outside the motor. The peak curve is used for torque output in the violent acceleration mode.

When the peak curve is used as the torque output in the violent acceleration mode, the current maximum power of the battery can be set to the entry requirement of the ready state; or the current maximum power of the battery is not lower than the rated battery power of the base speed point. Set the multiple. The preset multiple can be set by referring to the ratio of the peak power of the motor to the rated power.

When using the ramping acceleration mode calibration curve as the torque output of the ramping acceleration mode, the current maximum power of the battery can be set not lower than the peak power of the characteristic curve of the motor in the ramping acceleration mode as the entry requirement for the ready state.

The current battery maximum power P _{BatPowr is} calculated as follows:

P _BatPowr = (BV × BA) (1)

Among them, BV is the current battery voltage value, and BA is the current maximum charging current of the battery. The formula (1) can calculate the maximum power (power) that the battery can output according to the current value of the battery, and then determine whether the maximum power can support the power (power) required by the wild acceleration mode.

Further, considering the battery power consumed by cooling or heating on the electric vehicle, the formula (1) is modified as:

P _BatPowr = (BV × BA) _- (ACPV × ACPA)-(PP × DP) (2)

Among them, ACPA is the current compressor working current, ACPV is the current compressor working voltage, PP is the current heater PTC (Positive Temperature Coefficient) power, and DP is the current DCDC converter power. In formula (2), ACPA × ACPV is the power used by the current compressor, and PP × DP is the power used by the current heater.

In general, the calculated value of the last two terms in formula (2) is much smaller than the calculated value of the first term. Therefore, although formula (1) ignores the latter two terms, it has little effect on the calculation results.

Further, after P _BatPowr meets the entry requirements for the ready state, it can further detect whether the current system failure, the current motor temperature, the current motor control temperature, and the current BOOST switch and / or other detection indicators meet the entry requirements for the ready state.

To detect whether the current system failure meets the entry requirements, it can be set according to the safety standards of each electric vehicle. Table 1 gives a fault classification method. Taking Table 1 as an example, you can set the system failure to level 4 or no failure. It always meets the ready state entry requirements of the violent acceleration mode, that is, the electric vehicle can travel normally to meet the ready state entry requirements.

Table 1 System fault classification

Detecting whether the current motor temperature and the current motor control temperature meet the entry requirements can be set according to the safety standards or working requirements of each electric vehicle motor, which is not specifically limited in this application. For example, the normal operating temperature range of an electric vehicle motor is 10 ℃ ～ 100 ℃. Considering that the torque increases and the motor temperature will increase in the violent acceleration mode, the current motor temperature is set below 80 ℃ and the current motor control temperature is low. Meet the entry requirements for preparation at 65 ° C.

Detect whether the current BOOST switch meets the preset requirements. It mainly detects whether the current BOOST switch has a functional failure. If the BOOST does not have a functional failure, it meets the ready state entry requirements. The functional faults of the BOOST switch mainly include mechanical faults and circuit faults, which cause the BOOST switch to fail to operate normally. For example, the BOOST switch circuit is faulty or the BOOST switch is in a non-adhesive state.

Further, as shown in FIG. 5, after step 12, the method further includes: if the ready state of the violent acceleration mode is entered, performing step 13;

Step 13 (S13): It is detected in real time whether the current battery maximum power P _BatPower is lower than the minimum power required by the _rampant acceleration mode, and if so, the _rampant acceleration mode is ended, and the process returns to step 11.

In FIG. 5, S21, S22, S301 and the subsequent steps are the work flow of the rampant acceleration mode after the application enters the preparation state. This workflow runs in parallel with step 13. Once step 13 triggers the end of the rampant acceleration mode, the steps All processes other than 11 exit and return to step 11.

After the electric vehicle enters the ready state, its detection index: the current maximum battery power P _{BatPower is} still dynamically changing, so set step 13 and continue to monitor the detection index. If it meets the exit requirements, it indicates that the current state of the electric vehicle does not support the rampant acceleration mode , You need to end the rampant acceleration mode immediately.

When the ready state detection for entering the rampant acceleration mode also includes other indicators, such as the current system failure, the current motor temperature, the current motor control temperature, and the current rampant acceleration mode trigger switch (BOOST switch), when any of the detection indicators reaches the exit condition To end the rampant acceleration mode and return to step 11.

In addition, the exit conditions can be referred to the settings of the entry requirements. For example, in the entry requirements, the severity level of the system fault is not higher than level 4, and the exit condition can be set to the severity level of the system fault higher than level 4. The current BOOST switch can also be set to meet exit conditions if it does not meet entry requirements. The current motor temperature and the current motor control temperature exit condition settings can refer to the motor's alarm temperature setting. When the alarm temperature is reached, the exit condition is met. The alarm temperature is generally higher than the normal operating temperature.

As shown in the method of FIG. 5 of the present application, the “current battery maximum power” is used as a judgment condition for the ready state, which can better reflect whether the current state of the battery can support the power required by the wild acceleration mode, and avoid activation when the battery state is poor. The rampant acceleration mode seriously damages the performance and life of the battery and motor.

The present application also provides a non-transitory computer-readable storage medium that stores instructions that, when executed by a processor, cause the processor to perform any of the control methods in the ready state of the rampant acceleration mode of the application. step.

The series of detailed descriptions listed above are only specific descriptions of the feasible embodiments of this application, and are not intended to limit the scope of protection of this application. Any equivalent implementation or Changes, such as the combination, division or duplication of features, shall be included in the protection scope of this application.

Claims

A control method of a rampant acceleration mode, the method being applied to an electric vehicle, wherein the control method includes:

Step 301: after the electric vehicle enters the activation state of the violent acceleration mode, detect the depression operation of the brake pedal, if it is detected, go to step 302, otherwise go to step 306;

Step 302: Detect whether the current vehicle speed is lower than a preset stationary vehicle speed, and if it is, perform step 303; otherwise, return to the ready state detection of the rampant acceleration mode;

Step 303: Adjust the motor torque of the electric vehicle to the initial pre-torque, and start the initial activation timing;

Step 304: If the release operation of the brake pedal is detected when the initial activation timer does not reach the preset activation preset time, step 306 is performed, otherwise step 305 is performed;

Step 305: When the initial activation timing reaches the preset initial activation time, end the rampant acceleration mode and return to the ready state detection;

Step 306: Increase the motor speed according to the pre-calibrated curve.
The control method according to claim 1, wherein the control method further comprises:

Step 307: start the normal activation timing when the step 306 is triggered;

Step 309: When the normal activation timing reaches the preset normal activation time, the ramp-up acceleration mode is ended, and the preparation state detection is returned.
The control method according to claim 2, wherein after step 307, the method further comprises:

Step 308: If it is detected that the brake pedal is depressed or the accelerator pedal is released when the normal activation timer does not reach the normal activation preset time period, the ramp-up acceleration mode is ended, and the detection state is returned.
The method according to any one of claims 1 to 3, wherein before step 301, the method further comprises:

Step 21: After the electric vehicle enters the ready state of the rampant acceleration mode, start the detection of the activation operation;

Step 22: When a touch operation of the BOOST switch following the pre-activation enable operation is detected, step 301 is performed.
The control method according to claim 4, characterized in that the pre-activation enable operation is in the S position, or the pre-activation enable operation is that the accelerator pedal reaches a maximum opening degree, or the pre-activation enable operation The maximum opening is achieved for the S-position and the accelerator pedal following the S-position.
The method according to claim 4, wherein before step 21, the method further comprises:

Step 11: Estimate the current battery maximum power P BatPower according to the current battery voltage value and the current battery maximum charging current;

Step 12: Use the estimated current maximum battery power P BatPower to detect whether the electric vehicle is allowed to enter a ready state of a rampant acceleration mode.
The control method according to claim 6, characterized in that a detection standard for allowing the electric vehicle to enter a ready state of a BOOST acceleration mode comprises: the maximum current power P BatPower of the current battery is not lower than that required for the rampant acceleration mode Minimum power.
The control method according to claim 7, characterized in that the minimum power required for the violent acceleration mode is the peak power of the electric vehicle motor.
The control method according to claim 6, characterized in that the current maximum battery power P BatPower is estimated according to the formula P BatPower = (BV × BA), wherein BV is the current battery voltage value and BA is the current maximum charging current of the battery .
The control method according to claim 6, wherein the estimation of the current battery maximum power P BatPower is based on the current battery voltage value, the current battery maximum charging current, the current compressor operating voltage, the current compressor operating current, the current Heater PTC power and current DCDC converter power.
The control method according to claim 6, characterized in that the current battery is estimated according to a formula P BatPower = (BV × BA) or P BatPowr = (BV × BA)-(ACPV × ACPA)-(PP × DP) Maximum power P BatPower , where BV is the current battery voltage value, BA is the current maximum charging current of the battery, ACPV is the current compressor operating voltage, ACPA is the current compressor operating current, PP is the current heater PTC power, and DP is the current DCDC Converter power.
The control method according to claim 6, wherein the preparing state for detecting whether the electric vehicle is allowed to enter a wild acceleration mode further comprises:

It is detected whether the current system failure, the current motor temperature, the current motor control temperature, and the current ramp acceleration mode trigger switch allow the electric vehicle to enter a ready state of the ramp acceleration mode.
The control method according to claim 6, wherein after the step 12, further comprising: if the ready state of the violent acceleration mode is entered, performing step 13;

Step 13: It is detected in real time whether the current battery maximum power P BatPower is lower than the minimum power required by the rampant acceleration mode. If yes, the ramped acceleration mode is ended, and the process returns to step 11.
A non-transitory computer-readable storage medium storing instructions, wherein the instructions, when executed by a processor, cause the processor to execute any one of claims 1 to 138 Step in the control method described in the item.
An electric vehicle, comprising a processor and the non-transitory computer-readable storage medium according to claim 14, wherein the processor is a vehicle controller.