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CN115107530B - Electric vehicle escape mode control method and system - Google Patents

Electric vehicle escape mode control method and system Download PDF

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Publication number
CN115107530B
CN115107530B CN202210599373.XA CN202210599373A CN115107530B CN 115107530 B CN115107530 B CN 115107530B CN 202210599373 A CN202210599373 A CN 202210599373A CN 115107530 B CN115107530 B CN 115107530B
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vehicle
driving state
acceleration
electric vehicle
speed
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CN115107530A (en
Inventor
王功博
魏广杰
游道亮
韩雪雯
胡会永
吴浩
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Jiangling Motors Corp Ltd
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Jiangling Motors Corp 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
    • 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
    • B60L2240/423—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
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

本发明公开了一种电动汽车脱困模式控制方法及系统。由于电动汽车的动力传递过程较为简单，无机械换向及离合装置，其行驶方向转换可依靠电机改变转动方向实现，因此可快速精准响应动力输出方法及驱动力的需求，本发明通过采集驾驶员开启脱困模式需求、车速、轮速、车辆加速度、电机输出扭矩，并通过合理的控制逻辑控制车辆往复移动，直至到达预设车速，以达到车辆脱困的目的，进入脱困模式后整个脱困过程均不需驾驶员进行操作，大大降低了驾驶员的操作难度，提升车辆脱困能力。

The present invention discloses a control method and system for an electric vehicle escape mode. Since the power transmission process of an electric vehicle is relatively simple and there is no mechanical reversing and clutch device, the driving direction conversion can be achieved by changing the rotation direction of the motor, so the power output method and the driving force requirements can be quickly and accurately responded. The present invention collects the driver's demand for opening the escape mode, the vehicle speed, the wheel speed, the vehicle acceleration, and the motor output torque, and controls the vehicle to move back and forth through reasonable control logic until the preset vehicle speed is reached, so as to achieve the purpose of vehicle escape. After entering the escape mode, the driver does not need to operate the entire escape process, which greatly reduces the driver's operating difficulty and improves the vehicle's escape ability.

Description

Electric automobile getting rid of poverty mode control method and system
Technical Field
The invention relates to the technical field of electric automobiles, in particular to a method and a system for controlling a escaping mode of an electric automobile.
Background
When the vehicle passes through severe road conditions (such as marshes, snowlands, sand lands and the like), the vehicle often encounters a vehicle sinking state, and at the moment, the maximum adhesive force between the single wheel or multiple wheels of the vehicle and the ground is smaller than the driving force of the vehicle, so that the tires slip in a spin manner, and meanwhile, the total traction force of the vehicle is lower, so that the running resistance of the vehicle is not enough to be overcome, and the vehicle cannot normally run.
The simplest and effective way to get rid of the problem of getting trapped after the vehicle encounters a vehicle is to swing the way by trying to repeatedly advance and retract the vehicle to obtain sufficient traction. The specific operation method comprises the following steps: switching to the forward gear and lightly stepping on the accelerator to slightly accelerate the vehicle forwards, when the driver senses that the wheel slip trend is obvious or the traction force is insufficient, the vehicle is shifted to the reverse gear to move backwards, and when the driver senses that the traction force is insufficient again, switching to the forward gear again accelerates, and alternately reciprocates until the vehicle gets rid of the fatigue.
The whole process of the method is finished by virtue of the experience of the driver, so that the requirement on the driving level of the driver is high, the failure risk is high in the actual application process, and the vehicle is possibly further in a deeper way due to improper operation, so that the difficulty of subsequent rescue is increased.
Disclosure of Invention
Therefore, an embodiment of the invention provides a method for controlling a escaping mode of an electric automobile, so as to solve the problem of high difficulty in escaping operation of the automobile in the prior art.
Realizing automatic escape and reducing operation difficulty.
According to an embodiment of the invention, the method for controlling the escape mode of the electric automobile comprises the following steps:
When the electric automobile enters a waiting state and the escape mode is in an opening state, acquiring the speed V of the electric automobile, the real-time output torque T of a motor end, the acceleration a detected by an acceleration sensor mounted in the electric automobile, and the left front wheel speed V 1, the right front wheel speed V 2, the left rear wheel speed V 3 and the right rear wheel speed V 4 acquired by a wheel speed sensor;
judging whether the vehicle speed v is 0;
If the vehicle speed v is 0, controlling the electric vehicle to enter a first driving state, wherein the request torque of the first driving state is gradually increased according to a pre-calibrated two-axis MAP, and the two-axis MAP is used for reflecting the change trend of the request torque along with time;
In the process that the request torque in the first driving state is gradually increased according to the pre-calibrated two-axis MAP, calculating the estimated acceleration a 1 of the vehicle according to the real-time output torque T of the motor end, calculating the acceleration achievement coefficient beta according to the acceleration a detected by the acceleration sensor and the estimated acceleration a 1 of the vehicle, and calculating the four-wheel slip rate Q 1、Q2、Q3、Q4 according to the left front wheel speed V 1, the right front wheel speed V 2, the left rear wheel speed V 3, the right rear wheel speed V 4 and the vehicle speed V respectively;
Comparing the four-wheel slip rate Q 1、Q2、Q3、Q4 with a preset boundary value k 1 respectively, and comparing the acceleration achievement coefficient beta with a preset boundary value k 2;
In the process that the request torque in the first driving state is gradually increased according to the pre-calibrated two-axis MAP, if beta < k 2 or any one of Q 1、Q2、Q3、Q4 is detected to be larger than k 1, the request torque is cleared firstly, then the electric automobile is controlled to enter a second driving state, the power output direction of the second driving state is opposite to the power output direction of the first driving state, and the request torque in the second driving state is gradually increased according to the two-axis MAP;
In the process that the request torque in the second driving state is gradually increased according to the pre-calibrated two-axis MAP, if beta < k 2 or any one of Q 1、Q2、Q3、Q4 is detected to be larger than k 1, the request torque is cleared, then the electric automobile is controlled to enter the first driving state, the first driving state and the second driving state are repeatedly switched until beta is detected to be larger than or equal to k 2, Q 1、Q2、Q3、Q4 is detected to be larger than k 1, and the vehicle speed v is larger than or equal to the preset vehicle speed v y, and the escaping is finished.
According to the method for controlling the escape mode of the electric automobile, which is provided by the embodiment of the invention, because the power transmission process of the electric automobile is simpler, and no reversing and clutching device is provided, the running direction conversion can be realized by changing the rotating direction by virtue of the motor, so that the requirements of a power output method and driving force can be responded quickly and accurately.
In addition, the method for controlling the escape mode of the electric automobile provided by the embodiment of the invention has the following technical characteristics:
further, the calculation formula of the estimated acceleration a 1 of the vehicle is as follows:
Wherein eta c is the comprehensive transmission efficiency of the transmission system of the electric automobile, i is the transmission ratio of the whole automobile, r is the rolling radius of wheels, m is the quality of the vehicle preparation, and F f is the pre-calibrated low-speed equivalent rolling resistance of the whole automobile;
the calculation formula of the acceleration achievement coefficient beta is as follows:
β＝a/a1。
Further, the calculation formula of the four-wheel slip ratio Q 1、Q2、Q3、Q4 is as follows:
Q1＝(V1-v)/v
Q2＝(V2-v)/v
Q3＝(V3-v)/v
Q4＝(V4-v)/v。
further, the calibration process of the two-axis MAP is as follows:
Establishing a two-dimensional coordinate system, wherein the horizontal axis in the coordinate system is time, and the vertical axis is the request torque;
And selecting a straight road surface with the lowest attachment coefficient from the running road conditions allowed by the electric automobile, and driving the vehicle with the requested torque corresponding to the maximum slope in the two-dimensional coordinate system on the premise that the driving wheels of the vehicle do not slide obviously from the rest of the vehicle on the straight road surface so as to generate the two-axis MAP of which the requested torque changes along with time.
Further, the power output direction of the first driving state is consistent with the direction of the vehicle head.
Another embodiment of the present invention provides a system for controlling a escaping mode of an electric vehicle, so as to solve the problem of difficult escaping operation of the vehicle in the prior art.
According to the embodiment of the invention, the electric automobile escape mode control system comprises:
The acquisition module is used for acquiring the speed V of the electric automobile, the real-time output torque T of a motor end, the acceleration a detected by an acceleration sensor mounted in the electric automobile, and the left front wheel speed V 1, the right front wheel speed V 2, the left rear wheel speed V 3 and the right rear wheel speed V 4 acquired by a wheel speed sensor when the electric automobile enters a waiting state and the escaping mode is in an opening state;
The judging module is used for judging whether the vehicle speed v is 0;
The first control module is used for controlling the electric automobile to enter a first driving state if the vehicle speed v is 0, and the request torque of the first driving state is gradually increased according to a pre-calibrated two-axis MAP, wherein the two-axis MAP is used for reflecting the change trend of the request torque along with time;
The calculation module is used for calculating vehicle estimated acceleration a 1 according to real-time output torque T of a motor end in the process that the request torque in the first driving state is gradually increased according to a pre-calibrated two-axis MAP, calculating an acceleration achievement coefficient beta according to the acceleration a detected by an acceleration sensor and the vehicle estimated acceleration a 1, and calculating four-wheel slip rate Q 1、Q2、Q3、Q4 according to a left front wheel speed V 1, a right front wheel speed V 2, a left rear wheel speed V 3, a right rear wheel speed V 4 and a vehicle speed V respectively;
The comparison module is used for comparing the four-wheel slip rate Q 1、Q2、Q3、Q4 with a preset boundary value k 1 respectively and comparing the acceleration achievement coefficient beta with a preset boundary value k 2;
The second control module is used for clearing the request torque firstly and then controlling the electric automobile to enter a second driving state when detecting that beta < k 2 or any one of Q 1、Q2、Q3、Q4 is larger than k 1 in the process that the request torque in the first driving state is gradually increased according to the pre-calibrated two-axis MAP, wherein the power output direction of the second driving state is opposite to the power output direction of the first driving state, and the request torque in the second driving state is gradually increased according to the two-axis MAP;
And the third control module is used for clearing the request torque firstly when detecting that beta < k 2 or any one of Q 1、Q2、Q3、Q4 is larger than k 1 in the process that the request torque in the second driving state is gradually increased according to the pre-calibrated two-axis MAP, then controlling the electric automobile to enter the first driving state, and repeatedly switching the first driving state and the second driving state until beta is larger than or equal to k 2, Q 1、Q2、Q3、Q4 is larger than k 1, and the vehicle speed v is larger than or equal to the preset vehicle speed v y, and then ending the escaping.
According to the electric automobile escape mode control system provided by the embodiment of the invention, as the power transmission process of the electric automobile is simpler, and no device for reversing and clutching is provided, the running direction conversion can be realized by changing the rotating direction by virtue of the motor, so that the power output method and the driving force requirement can be responded quickly and accurately.
In addition, the electric automobile escape mode control system provided by the embodiment of the invention also has the following technical characteristics:
further, the calculation formula of the estimated acceleration a 1 of the vehicle is as follows:
Wherein eta c is the comprehensive transmission efficiency of the transmission system of the electric automobile, i is the transmission ratio of the whole automobile, r is the rolling radius of wheels, m is the quality of the vehicle preparation, and F f is the pre-calibrated low-speed equivalent rolling resistance of the whole automobile;
the calculation formula of the acceleration achievement coefficient beta is as follows:
β＝a/a1。
Further, the calculation formula of the four-wheel slip ratio Q 1、Q2、Q3、Q4 is as follows:
Q1＝(V1-v)/v
Q2＝(V2-v)/v
Q3＝(V3-v)/v
Q4＝(V4-v)/v。
further, the calibration process of the two-axis MAP is as follows:
Establishing a two-dimensional coordinate system, wherein the horizontal axis in the coordinate system is time, and the vertical axis is the request torque;
And selecting a straight road surface with the lowest attachment coefficient from the running road conditions allowed by the electric automobile, and driving the vehicle with the requested torque corresponding to the maximum slope in the two-dimensional coordinate system on the premise that the driving wheels of the vehicle do not slide obviously from the rest of the vehicle on the straight road surface so as to generate the two-axis MAP of which the requested torque changes along with time.
Further, the power output direction of the first driving state is consistent with the direction of the vehicle head.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
The foregoing and/or additional aspects and advantages of embodiments of the invention will be apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings, in which:
FIG. 1 is a flow chart of a method for controlling a escaping mode of an electric vehicle according to an embodiment of the invention;
fig. 2 is a block diagram of a system for controlling a escaping mode of an electric vehicle according to an embodiment of the invention.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
Referring to fig. 1, the method for controlling the escape mode of the electric vehicle according to an embodiment of the present invention includes steps S101 to S107:
S101, when the electric automobile enters a waiting state and the escape mode is in an on state, acquiring the speed V of the electric automobile, the real-time output torque T of a motor end, the acceleration a detected by an acceleration sensor mounted in the electric automobile, and the left front wheel speed V 1, the right front wheel speed V 2, the left rear wheel speed V 3 and the right rear wheel speed V 4 acquired by a wheel speed sensor.
In the embodiment, the electric vehicle is specifically a pure electric vehicle, and when the embodiment is implemented, the current state of the electric vehicle needs to be determined first, and if the electric vehicle does not enter the waiting state (i.e., the Ready state of the electric vehicle), the operation is ended.
In addition, the signal can be collected and processed through a escape mode switch in the cockpit to obtain an opening request with escape mode or not, the signal is collected and processed through a vehicle speed sensor to obtain the vehicle speed v of the vehicle, the signal is collected and processed through a motor end torque output sensor arranged in the motor to obtain the real-time output torque T of the motor end, and the signal is collected and processed through a vehicle acceleration sensor to obtain the acceleration a of the vehicle. The wheel speed sensors distributed at the four wheel ends are used for collecting and processing the wheel speeds to obtain a left front wheel speed V 1, a right front wheel speed V 2, a left rear wheel speed V 3 and a right rear wheel speed V 4 respectively.
S102, judging whether the vehicle speed v is 0.
Judging whether the current vehicle speed v is 0, if the current vehicle speed v is not 0, not meeting the entering condition of the escape mode, prompting that the vehicle speed is not 0, not entering the escape mode, jumping to an ending state, and if the vehicle speed is 0, entering the escape mode to carry out the next step.
And S103, if the vehicle speed v is 0, controlling the electric vehicle to enter a first driving state, wherein the request torque of the first driving state is gradually increased according to a pre-calibrated two-axis MAP, and the two-axis MAP is used for reflecting the change trend of the request torque along with time.
Preferentially, the power output direction of the first driving state is consistent with the direction of the vehicle head, so that the front-back alternating escape is realized. It will be appreciated that the power take off direction of the first drive state may also be opposite to the direction of the vehicle head.
The calibration process of the biaxial MAP is as follows:
Establishing a two-dimensional coordinate system, wherein the horizontal axis in the coordinate system is time, and the vertical axis is the request torque;
And selecting a straight road surface with the lowest attachment coefficient in the running road conditions allowed by the electric automobile, starting from the fact that the vehicle is stationary on the straight road surface, and on the premise that the driving wheels of the vehicle do not slide obviously (the driving wheel sliding rate can be calculated according to the wheel speed of the driving wheels, and the driving wheel sliding rate is compared with a calibration value to determine whether the driving wheels slide obviously or not), driving the vehicle with a request torque corresponding to the maximum slope in a two-dimensional coordinate system so as to generate a biaxial MAP with the change of the request torque along with time.
When the vehicle gets rid of poverty, the request torque is usually applied slowly, but if the speed is too slow, the getting rid of poverty is too long, so that the request torque needs to be applied at the fastest speed on the premise of ensuring that the driving wheels of the vehicle do not slip obviously, and the two-axle MAP is obtained, so that the getting-out time of the two-axle MAP can be reduced to the greatest extent.
S104, in the process that the request torque in the first driving state is gradually increased according to the pre-calibrated two-axis MAP, calculating the estimated acceleration a 1 of the vehicle according to the real-time output torque T of the motor end, calculating the acceleration achievement coefficient beta according to the acceleration a detected by the acceleration sensor and the estimated acceleration a 1 of the vehicle, and calculating the four-wheel slip rate Q 1、Q2、Q3、Q4 according to the left front wheel speed V 1, the right front wheel speed V 2, the left rear wheel speed V 3, the right rear wheel speed V 4 and the vehicle speed V respectively.
The calculation formula of the estimated acceleration a 1 of the vehicle is as follows:
Wherein eta c is the comprehensive transmission efficiency of the electric automobile transmission system, i is the transmission ratio of the whole automobile, r is the rolling radius of wheels, m is the quality of the whole automobile, and the four parameters are the attribute parameters of the whole automobile and can be obtained through calculation or measurement in the design state of the automobile. F f is the low-speed equivalent rolling resistance of the whole vehicle calibrated in advance, and can be calibrated according to the actual condition of the vehicle, wherein the calibration method is to enable the vehicle to run on a flat road surface at a low speed (for example, within 5kph per hour) at a constant speed, and the average driving force is recorded as the low-speed rolling resistance of the whole vehicle.
The calculation formula of the acceleration achievement coefficient beta is as follows:
β＝a/a1。
The four-wheel slip ratio Q 1、Q2、Q3、Q4 is calculated as follows:
Q1＝(V1-v)/v
Q2＝(V2-v)/v
Q3＝(V3-v)/v
Q4＝(V4-v)/v。
S105, the four-wheel slip rate Q 1、Q2、Q3、Q4 is compared with the preset boundary value k 1, and the acceleration achievement coefficient β is compared with the preset boundary value k 2.
The left front wheel slip ratio Q 1, the right front wheel Q 2, the left rear wheel Q 3, and the right rear wheel Q 4 are respectively compared with a preset boundary value k 1, if the four wheel slip ratios are all smaller than or equal to k 1, the slip trend is considered to be controlled (i.e., the four wheel slip trend is in a controlled state), and if one wheel slip ratio is higher than k 1, the slip trend is considered to be uncontrolled. k 1 is a preset boundary value, and the preset physical meaning is as follows: when the tyre gives out traction force, the tyre and the ground can move relatively, and the slip component ratio is slip ratio in the movement of the wheels. The higher the slip ratio is, the larger the slip component ratio of the wheel is, and when the slip cost ratio reaches a preset threshold value, the wheel is considered to be severely slipped, at the moment, the driving force provided by the driving system is lower than the road surface adhesion force of the tire, the driving force is wasted in a slipping mode, and the slip-out cannot be completed.
The preset range of k 1 is generally 0.2-1, and the larger the value is, the higher the system latitude is, but the lower the perceived sensitivity to slip is, so that the preset can be performed according to the actual requirement of the vehicle on slip control.
In addition, the acceleration achievement coefficient β is compared with a preset boundary value k 2, when β is equal to or greater than k 2, the vehicle running resistance is considered to be in a normal range, and when β < k 2, the vehicle running resistance is considered to be excessive. k 2 is a preset boundary value for judging whether the running resistance is in a normal range, and the preset physical meaning is as follows: according to the relation between the driving force and the resistance, the driving force of the vehicle mainly overcomes the rolling resistance and the accelerating resistance when the vehicle runs on a straight road at a low speed. The rolling resistance is basically constant at low speed, the difference between the driving force of the vehicle and the rolling resistance is basically proportional to the acceleration resistance, when the acceleration resistance is obviously lower than the driving force, other resistance of the vehicle is increased (such as the rolling resistance is increased due to vehicle sinking, the gradient resistance is increased due to vehicle sinking, and the like), and when the acceleration resistance is increased to a certain threshold value, the running resistance of the vehicle is judged to be overlarge. The estimated acceleration in the calculation process is calculated by means of output torque, namely driving force, the acceleration acquired by the sensor reflects the acceleration resistance, so that the relation between the actual acceleration and the estimated acceleration reflects the acceleration resistance and the driving force, the acceleration achievement coefficient is reduced to indicate that other resistances are increased, and when the achievement rate is lower than a preset threshold value, the excessive resistance is considered to influence the normal running of the whole vehicle.
The calibration method of k 2 is that the vehicle runs on the slope surface with the set maximum climbing gradient, and the ratio of the actual acceleration of the vehicle to the estimated acceleration calculated according to the method is k 2.
And S106, in the process that the request torque in the first driving state is gradually increased according to the pre-calibrated two-axis MAP, if the fact that beta < k 2 or any one of Q 1、Q2、Q3、Q4 is larger than k 1 is detected, clearing the request torque first, and then controlling the electric automobile to enter a second driving state, wherein the power output direction of the second driving state is opposite to that of the first driving state, and the request torque in the second driving state is gradually increased according to the two-axis MAP.
And continuously outputting torque according to the two-axis MAP if the vehicle running resistance is detected to be normal and the wheel slip trend is controlled in the process that the request torque in the first driving state is gradually increased according to the pre-calibrated two-axis MAP, changing the driving direction and clearing the driving torque if the vehicle running resistance is detected to be excessive or the wheel slip trend is not controlled, slowly increasing the driving torque again according to the two-axis MAP, repeating the detection for too long in the process of increasing the driving torque, and switching the driving direction and clearing the driving torque again if the vehicle running resistance is detected to be excessive or the wheel slip trend is not controlled again.
S107, in the process that the request torque in the second driving state is gradually increased according to the pre-calibrated two-axis MAP, if beta < k 2 or any one of Q 1、Q2、Q3、Q4 is detected to be larger than k 1, the request torque is cleared firstly, then the electric automobile is controlled to enter the first driving state, the first driving state and the second driving state are switched repeatedly until beta not smaller than k 2 is detected, Q 1、Q2、Q3、Q4 is larger than k 1, and the vehicle speed v is not smaller than the preset vehicle speed v y, and the escaping is finished.
In this embodiment, changing the driving direction refers to switching from forward to backward or from backward to forward, i.e. opposite to the driving direction of the previous cycle, the driving direction may be repeatedly switched during the operation of the escape mode until escaping.
According to the method for controlling the escape mode of the electric automobile, the power transmission process of the electric automobile is simpler, no reversing and clutch devices are needed, and the driving direction conversion can be realized by changing the rotating direction by virtue of the motor, so that the requirements of a power output method and driving force can be responded quickly and accurately.
Referring to fig. 2, an embodiment of a system for controlling a escaping mode of an electric vehicle according to the present invention includes:
The acquisition module is used for acquiring the speed V of the electric automobile, the real-time output torque T of a motor end, the acceleration a detected by an acceleration sensor mounted in the electric automobile, and the left front wheel speed V 1, the right front wheel speed V 2, the left rear wheel speed V 3 and the right rear wheel speed V 4 acquired by a wheel speed sensor when the electric automobile enters a waiting state and the escaping mode is in an opening state;
The judging module is used for judging whether the vehicle speed v is 0;
The first control module is used for controlling the electric automobile to enter a first driving state if the vehicle speed v is 0, and the request torque of the first driving state is gradually increased according to a pre-calibrated two-axis MAP, wherein the two-axis MAP is used for reflecting the change trend of the request torque along with time;
The calculation module is used for calculating vehicle estimated acceleration a 1 according to real-time output torque T of a motor end in the process that the request torque in the first driving state is gradually increased according to a pre-calibrated two-axis MAP, calculating an acceleration achievement coefficient beta according to the acceleration a detected by an acceleration sensor and the vehicle estimated acceleration a 1, and calculating four-wheel slip rate Q 1、Q2、Q3、Q4 according to a left front wheel speed V 1, a right front wheel speed V 2, a left rear wheel speed V 3, a right rear wheel speed V 4 and a vehicle speed V respectively;
The comparison module is used for comparing the four-wheel slip rate Q 1、Q2、Q3、Q4 with a preset boundary value k 1 respectively and comparing the acceleration achievement coefficient beta with a preset boundary value k 2;
The second control module is used for clearing the request torque firstly and then controlling the electric automobile to enter a second driving state when detecting that beta < k 2 or any one of Q 1、Q2、Q3、Q4 is larger than k 1 in the process that the request torque in the first driving state is gradually increased according to the pre-calibrated two-axis MAP, wherein the power output direction of the second driving state is opposite to the power output direction of the first driving state, and the request torque in the second driving state is gradually increased according to the two-axis MAP;
And the third control module is used for clearing the request torque firstly when detecting that beta < k 2 or any one of Q 1、Q2、Q3、Q4 is larger than k 1 in the process that the request torque in the second driving state is gradually increased according to the pre-calibrated two-axis MAP, then controlling the electric automobile to enter the first driving state, and repeatedly switching the first driving state and the second driving state until beta is larger than or equal to k 2, Q 1、Q2、Q3、Q4 is larger than k 1, and the vehicle speed v is larger than or equal to the preset vehicle speed v y, and then ending the escaping.
In this embodiment, the calculation formula of the estimated acceleration a 1 of the vehicle is as follows:
Wherein eta c is the comprehensive transmission efficiency of the transmission system of the electric automobile, i is the transmission ratio of the whole automobile, r is the rolling radius of wheels, m is the quality of the vehicle preparation, and F f is the pre-calibrated low-speed equivalent rolling resistance of the whole automobile.
The calculation formula of the acceleration achievement coefficient beta is as follows:
β＝a/a1。
In this embodiment, the calculation formula of the four-wheel slip ratio Q 1、Q2、Q3、Q4 is as follows:
Q1＝(V1-v)/v
Q2＝(V2-v)/v
Q3＝(V3-v)/v
Q4＝(V4-v)/v。
in this embodiment, the calibration process of the two-axis MAP is as follows:
Establishing a two-dimensional coordinate system, wherein the horizontal axis in the coordinate system is time, and the vertical axis is the request torque;
And selecting a straight road surface with the lowest attachment coefficient from the running road conditions allowed by the electric automobile, and driving the vehicle with the requested torque corresponding to the maximum slope in the two-dimensional coordinate system on the premise that the driving wheels of the vehicle do not slide obviously from the rest of the vehicle on the straight road surface so as to generate the two-axis MAP of which the requested torque changes along with time.
In this embodiment, the power output direction of the first driving state is consistent with the direction of the vehicle head.
According to the electric automobile escape mode control system provided by the invention, the power transmission process of the electric automobile is simpler, no reversing and clutch device is needed, and the running direction conversion can be realized by changing the rotating direction by virtue of the motor, so that the power output method and the driving force requirement can be responded quickly and accurately.
Logic and/or steps represented in the flowcharts or otherwise described herein, e.g., a ordered listing of executable instructions for implementing logical functions, can be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can fetch the instructions from the instruction execution system, apparatus, or device and execute the instructions. For the purposes of this description, a "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device.
More specific examples (a non-exhaustive list) of the computer-readable medium would include the following: an electrical connection (electronic device) having one or more wires, a portable computer diskette (magnetic device), a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). In addition, the computer readable medium may even be paper or other suitable medium on which the program is printed, as the program may be electronically captured, via, for instance, optical scanning of the paper or other medium, then compiled, interpreted or otherwise processed in a suitable manner, if necessary, and then stored in a computer memory.
It is to be understood that portions of the present invention may be implemented in hardware, software, firmware, or a combination thereof. In the above-described embodiments, the various steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, may be implemented using any one or combination of the following techniques, as is well known in the art: discrete logic circuits having logic gates for implementing logic functions on data signals, application specific integrated circuits having suitable combinational logic gates, programmable Gate Arrays (PGAs), field Programmable Gate Arrays (FPGAs), and the like.
In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
While embodiments of the present invention have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the spirit and principles of the invention, the scope of which is defined by the claims and their equivalents.

Claims (8)

1.一种电动汽车脱困模式控制方法，其特征在于，包括：1. A method for controlling an electric vehicle escape mode, comprising: 在电动汽车进入待驶状态，且脱困模式处于开启状态时，获取电动汽车的车速v、电机端的实时输出扭矩T、通过电动汽车内搭载的加速度传感器检测到的加速度a、以及通过轮速传感器采集到的左前轮轮速V1、右前轮轮速V2、左后轮轮速V3、右后轮轮速V4；When the electric vehicle enters the waiting state and the escape mode is turned on, the vehicle speed v of the electric vehicle, the real-time output torque T of the motor end, the acceleration a detected by the acceleration sensor carried in the electric vehicle, and the left front wheel speed V 1 , the right front wheel speed V 2 , the left rear wheel speed V 3 , and the right rear wheel speed V 4 collected by the wheel speed sensor are obtained; 判断车速v是否为0；Determine whether the vehicle speed v is 0; 若车速v为0，则控制电动汽车进入第一驱动状态，第一驱动状态的请求扭矩根据预先标定的二轴MAP逐渐增加，所述二轴MAP用于反应请求扭矩随时间的变化趋势；If the vehicle speed v is 0, the electric vehicle is controlled to enter the first driving state, and the requested torque of the first driving state is gradually increased according to a pre-calibrated two-axis MAP, and the two-axis MAP is used to reflect the change trend of the requested torque over time; 在第一驱动状态的请求扭矩根据预先标定的二轴MAP逐渐增加的过程中，根据电机端的实时输出扭矩T，计算车辆预估加速度a1，再根据加速度传感器检测到的加速度a和车辆预估加速度a1计算出加速度达成系数β，以及根据左前轮轮速V1、右前轮轮速V2、左后轮轮速V3、右后轮轮速V4和车速v分别计算出四轮滑移率Q1、Q2、Q3、Q4；In the process that the requested torque in the first driving state gradually increases according to the pre-calibrated two-axis MAP, the vehicle estimated acceleration a 1 is calculated according to the real-time output torque T of the motor end, and then the acceleration achievement coefficient β is calculated according to the acceleration a detected by the acceleration sensor and the vehicle estimated acceleration a 1 , and the four-wheel slip rates Q 1 , Q 2 , Q 3 , and Q 4 are calculated according to the left front wheel speed V 1 , the right front wheel speed V 2 , the left rear wheel speed V 3 , the right rear wheel speed V 4 and the vehicle speed v, respectively; 将四轮滑移率Q1、Q2、Q3、Q4分别与预设的边界值k1进行比较，并将加速度达成系数β与预设的边界值k2进行比较；Compare the four-wheel slip rates Q 1 , Q 2 , Q 3 , and Q 4 with the preset boundary value k 1 respectively, and compare the acceleration achievement coefficient β with the preset boundary value k 2 ; 在第一驱动状态的请求扭矩根据预先标定的二轴MAP逐渐增加的过程中，若检测到β<k2，或Q1、Q2、Q3、Q4中任一项大于k1，则先将请求扭矩清零，再控制电动汽车进入第二驱动状态，第二驱动状态的动力输出方向与第一驱动状态的动力输出方向相反，且第二驱动状态下的请求扭矩根据所述二轴MAP逐渐增加；In the process of gradually increasing the requested torque in the first driving state according to the pre-calibrated two-axis MAP, if it is detected that β<k 2 , or any one of Q 1 , Q 2 , Q 3 , and Q 4 is greater than k 1 , the requested torque is first cleared, and then the electric vehicle is controlled to enter the second driving state, the power output direction of the second driving state is opposite to the power output direction of the first driving state, and the requested torque in the second driving state gradually increases according to the two-axis MAP; 在第二驱动状态的请求扭矩根据预先标定的二轴MAP逐渐增加的过程中，若检测到β<k2，或Q1、Q2、Q3、Q4中任一项大于k1，则先将请求扭矩清零，再控制电动汽车进入第一驱动状态，并重复切换第一驱动状态和第二驱动状态，直至检测到β≥k2，且Q1、Q2、Q3、Q4均大于k1，且车速v大于等于预设车速vy时，脱困结束；In the process of gradually increasing the requested torque in the second driving state according to the pre-calibrated two-axis MAP, if it is detected that β<k 2 , or any one of Q 1 , Q 2 , Q 3 , Q 4 is greater than k 1 , the requested torque is first cleared, and then the electric vehicle is controlled to enter the first driving state, and the first driving state and the second driving state are repeatedly switched until β≥k 2 is detected, and Q 1 , Q 2 , Q 3 , Q 4 are all greater than k 1 , and the vehicle speed v is greater than or equal to the preset vehicle speed v y , the escape is completed; 车辆预估加速度a1的计算公式如下：The calculation formula of the estimated vehicle acceleration a1 is as follows: 其中，ηc为电动汽车传动系统的综合传动效率，i为整车传动比，r为车轮滚动半径，m为车辆整备质量，Ff为预先标定的整车低速等效滚动阻力；Among them, η c is the comprehensive transmission efficiency of the electric vehicle transmission system, i is the vehicle transmission ratio, r is the wheel rolling radius, m is the vehicle curb weight, and F f is the pre-calibrated low-speed equivalent rolling resistance of the vehicle; 加速度达成系数β的计算公式如下：The calculation formula of acceleration achievement coefficient β is as follows: β＝a/a1。β = a/a 1 . 2.根据权利要求1所述的电动汽车脱困模式控制方法，其特征在于，四轮滑移率Q1、Q2、Q3、Q4的计算公式如下：2. The electric vehicle escape mode control method according to claim 1, characterized in that the calculation formulas of the four-wheel slip rates Q 1 , Q 2 , Q 3 , and Q 4 are as follows: Q1＝(V1-v)/v；Q 1 =(V 1 -v)/v; Q2＝(V2-v)/v；Q 2 =(V 2 -v)/v; Q3＝(V3-v)/v；Q 3 =(V 3 -v)/v; Q4＝(V4-v)/v。Q 4 =(V 4 -v)/v. 3.根据权利要求1所述的电动汽车脱困模式控制方法，其特征在于，所述二轴MAP的标定过程如下：3. The electric vehicle escape mode control method according to claim 1, characterized in that the calibration process of the two-axis MAP is as follows: 建立二维坐标系，坐标系中横轴为时间，纵轴为请求扭矩；A two-dimensional coordinate system is established, in which the horizontal axis is time and the vertical axis is the requested torque; 在电动汽车设定允许的行驶路况中，选取最低附着系数的平直路面，从车辆静止在该平直路面上开始，在车辆驱动轮不发生明显滑移的前提下，以二维坐标系中最大的斜率对应的请求扭矩驱动车辆，以生成请求扭矩随时间变化的二轴MAP。Among the driving conditions allowed by the electric vehicle settings, a straight road with the lowest adhesion coefficient is selected. Starting from the vehicle being stationary on the straight road, and under the premise that the vehicle drive wheels do not slip significantly, the vehicle is driven with the requested torque corresponding to the largest slope in the two-dimensional coordinate system to generate a two-axis MAP in which the requested torque changes with time. 4.根据权利要求1所述的电动汽车脱困模式控制方法，其特征在于，所述第一驱动状态的动力输出方向与车头方向一致。4. The electric vehicle escape mode control method according to claim 1, characterized in that the power output direction of the first driving state is consistent with the direction of the vehicle head. 5.一种电动汽车脱困模式控制系统，其特征在于，包括：5. An electric vehicle escape mode control system, characterized by comprising: 获取模块，用于在电动汽车进入待驶状态，且脱困模式处于开启状态时，获取电动汽车的车速v、电机端的实时输出扭矩T、通过电动汽车内搭载的加速度传感器检测到的加速度a、以及通过轮速传感器采集到的左前轮轮速V1、右前轮轮速V2、左后轮轮速V3、右后轮轮速V4；The acquisition module is used to acquire the vehicle speed v of the electric vehicle, the real-time output torque T of the motor end, the acceleration a detected by the acceleration sensor carried in the electric vehicle, and the left front wheel speed V 1 , the right front wheel speed V 2 , the left rear wheel speed V 3 , and the right rear wheel speed V 4 collected by the wheel speed sensor when the electric vehicle enters the waiting state and the escape mode is turned on; 判断模块，用于判断车速v是否为0；A judgment module is used to judge whether the vehicle speed v is 0; 第一控制模块，用于若车速v为0，则控制电动汽车进入第一驱动状态，第一驱动状态的请求扭矩根据预先标定的二轴MAP逐渐增加，所述二轴MAP用于反应请求扭矩随时间的变化趋势；A first control module, for controlling the electric vehicle to enter a first driving state if the vehicle speed v is 0, wherein the requested torque of the first driving state gradually increases according to a pre-calibrated two-axis MAP, wherein the two-axis MAP is used to reflect a change trend of the requested torque over time; 计算模块，用于在第一驱动状态的请求扭矩根据预先标定的二轴MAP逐渐增加的过程中，根据电机端的实时输出扭矩T，计算车辆预估加速度a1，再根据加速度传感器检测到的加速度a和车辆预估加速度a1计算出加速度达成系数β，以及根据左前轮轮速V1、右前轮轮速V2、左后轮轮速V3、右后轮轮速V4和车速v分别计算出四轮滑移率Q1、Q2、Q3、Q4；a calculation module, used for calculating the estimated vehicle acceleration a 1 according to the real-time output torque T of the motor end during the process in which the requested torque in the first driving state gradually increases according to the pre-calibrated two-axis MAP, and then calculating the acceleration achievement coefficient β according to the acceleration a detected by the acceleration sensor and the estimated vehicle acceleration a 1 , and respectively calculating the four-wheel slip rates Q 1 , Q 2 , Q 3 , and Q 4 according to the left front wheel speed V 1 , the right front wheel speed V 2 , the left rear wheel speed V 3 , the right rear wheel speed V 4 and the vehicle speed v ; 比较模块，用于将四轮滑移率Q1、Q2、Q3、Q4分别与预设的边界值k1进行比较，并将加速度达成系数β与预设的边界值k2进行比较；A comparison module, used to compare the four-wheel slip rates Q 1 , Q 2 , Q 3 , and Q 4 with a preset boundary value k 1 respectively, and to compare the acceleration achievement coefficient β with a preset boundary value k 2 ; 第二控制模块，用于在第一驱动状态的请求扭矩根据预先标定的二轴MAP逐渐增加的过程中，若检测到β<k2，或Q1、Q2、Q3、Q4中任一项大于k1，则先将请求扭矩清零，再控制电动汽车进入第二驱动状态，第二驱动状态的动力输出方向与第一驱动状态的动力输出方向相反，且第二驱动状态下的请求扭矩根据所述二轴MAP逐渐增加；a second control module, configured to clear the requested torque to zero first and then control the electric vehicle to enter a second driving state, wherein the power output direction of the second driving state is opposite to that of the first driving state, and the requested torque in the second driving state gradually increases according to the two- axis MAP calibrated in advance; 第三控制模块，用于在第二驱动状态的请求扭矩根据预先标定的二轴MAP逐渐增加的过程中，若检测到β<k2，或Q1、Q2、Q3、Q4中任一项大于k1，则先将请求扭矩清零，再控制电动汽车进入第一驱动状态，并重复切换第一驱动状态和第二驱动状态，直至检测到β≥k2，且Q1、Q2、Q3、Q4均大于k1，且车速v大于等于预设车速vy时，脱困结束；A third control module is used for, in the process of gradually increasing the requested torque in the second driving state according to the pre-calibrated two-axis MAP, if it is detected that β<k 2 , or any one of Q 1 , Q 2 , Q 3 , and Q 4 is greater than k 1 , first clearing the requested torque, then controlling the electric vehicle to enter the first driving state, and repeatedly switching the first driving state and the second driving state until it is detected that β≥k 2 , and Q 1 , Q 2 , Q 3 , and Q 4 are all greater than k 1 , and the vehicle speed v is greater than or equal to the preset vehicle speed v y , then the escape is completed; 车辆预估加速度a1的计算公式如下：The calculation formula of the estimated vehicle acceleration a1 is as follows: 其中，ηc为电动汽车传动系统的综合传动效率，i为整车传动比，r为车轮滚动半径，m为车辆整备质量，Ff为预先标定的整车低速等效滚动阻力；Among them, η c is the comprehensive transmission efficiency of the electric vehicle transmission system, i is the vehicle transmission ratio, r is the wheel rolling radius, m is the vehicle curb weight, and F f is the pre-calibrated low-speed equivalent rolling resistance of the vehicle; 加速度达成系数β的计算公式如下：The calculation formula of acceleration achievement coefficient β is as follows: β＝a/a1。β = a/a 1 . 6.根据权利要求5所述的电动汽车脱困模式控制系统，其特征在于，四轮滑移率Q1、Q2、Q3、Q4的计算公式如下：6. The electric vehicle escape mode control system according to claim 5, characterized in that the calculation formulas of the four-wheel slip rates Q 1 , Q 2 , Q 3 , and Q 4 are as follows: Q1＝(V1-v)/v；Q 1 =(V 1 -v)/v; Q2＝(V2-v)/v；Q 2 =(V 2 -v)/v; Q3＝(V3-v)/v；Q 3 =(V 3 -v)/v; Q4＝(V4-v)/v。Q 4 =(V 4 -v)/v. 7.根据权利要求5所述的电动汽车脱困模式控制系统，其特征在于，所述二轴MAP的标定过程如下：7. The electric vehicle escape mode control system according to claim 5, characterized in that the calibration process of the two-axis MAP is as follows: 建立二维坐标系，坐标系中横轴为时间，纵轴为请求扭矩；A two-dimensional coordinate system is established, in which the horizontal axis is time and the vertical axis is the requested torque; 在电动汽车设定允许的行驶路况中，选取最低附着系数的平直路面，从车辆静止在该平直路面上开始，在车辆驱动轮不发生明显滑移的前提下，以二维坐标系中最大的斜率对应的请求扭矩驱动车辆，以生成请求扭矩随时间变化的二轴MAP。Among the driving conditions allowed by the electric vehicle settings, a straight road with the lowest adhesion coefficient is selected. Starting from the vehicle being stationary on the straight road, and under the premise that the vehicle drive wheels do not slip significantly, the vehicle is driven with the requested torque corresponding to the largest slope in the two-dimensional coordinate system to generate a two-axis MAP in which the requested torque changes with time. 8.根据权利要求5所述的电动汽车脱困模式控制系统，其特征在于，所述第一驱动状态的动力输出方向与车头方向一致。8 . The electric vehicle escape mode control system according to claim 5 , wherein the power output direction of the first driving state is consistent with the direction of the vehicle head.
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