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CN119682564A - Electric vehicle control method and controller resisting cross wind and electric vehicle - Google Patents

Electric vehicle control method and controller resisting cross wind and electric vehicle Download PDF

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Publication number
CN119682564A
CN119682564A CN202411758822.6A CN202411758822A CN119682564A CN 119682564 A CN119682564 A CN 119682564A CN 202411758822 A CN202411758822 A CN 202411758822A CN 119682564 A CN119682564 A CN 119682564A
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CN
China
Prior art keywords
electric vehicle
wheels
driving
torque
controlled
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Pending
Application number
CN202411758822.6A
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Chinese (zh)
Inventor
赵禹
胡晨晖
乔森
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Huawei Digital Power Technologies Co Ltd
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Huawei Digital Power Technologies Co Ltd
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Priority to CN202411758822.6A priority Critical patent/CN119682564A/en
Publication of CN119682564A publication Critical patent/CN119682564A/en
Pending legal-status Critical Current

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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
    • B60L15/32—Control or regulation of multiple-unit electrically-propelled vehicles
    • B60L15/38—Control or regulation of multiple-unit electrically-propelled vehicles with automatic control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability
    • 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)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Power Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The embodiment of the application provides an electric vehicle control method, a controller and an electric vehicle for resisting cross wind, wherein the electric vehicle control method is used for controlling a plurality of motors of the electric vehicle to adjust torque output to control the electric vehicle to resist cross wind yaw when the electric vehicle is in a cross wind working condition, the electric vehicle control method includes actively controlling driving torques of two left wheels of the electric vehicle to be smaller than driving torques of two right wheels at a first time after a steering wheel of the electric vehicle turns leftward by more than a first preset angle. At a second time after the first time, the steering wheel is turned down to the left, and the difference between the driving torques of the two left wheels and the driving torques of the two right wheels is actively controlled to decrease.

Description

Electric vehicle control method and controller resisting cross wind and electric vehicle
Technical Field
The application relates to the field of automobiles, in particular to a cross wind resistant electric vehicle control method, a controller and an electric vehicle.
Background
In the scenes of meeting or overtaking a large truck, exiting a tunnel, passing through a bridge and the like, a high-speed running automobile is often affected by cross wind in the nature, the running state of the automobile is disturbed by the cross wind, and the automobile is influenced by side tilting, transverse speed, yaw rate and the like and deviates from a running track. In order to maintain the vehicle to run straight, the user needs to operate the steering wheel, but if the disturbance intensity of the crosswind is too large, the user can feel that the vehicle runs unstably, and the anxiety is caused, and the user can be tired prematurely during long-distance running, and the traffic accident is caused. In general, when considering lateral stability control, the vehicle often adopts ways of increasing the rigidity of a lateral stabilizer bar, the rigidity of a spring, the resistance of a shock absorber and the like to improve the support performance of a single-side suspension. The measures can improve the lateral stability of the vehicle, meanwhile, the suspension of the vehicle is harder in the normal driving process, and the riding comfort of passengers is reduced. In addition, the system cannot cope with the influence of the vehicle on the transverse wind on the yaw torque, the driving safety still has a problem, and the user is still panicked under the action of the relatively sharp transverse wind.
Disclosure of Invention
The application provides a control method of an electric vehicle resisting cross wind, a controller and the electric vehicle, which can generate a reverse torque resisting the yaw torque of the cross wind by dynamically adjusting the driving torque of four wheels in a cross wind scene, avoid the electric vehicle from deviating from a running track due to the cross wind, and improve the running stability.
In a first aspect, the present application provides an electric vehicle control method for controlling a plurality of motors of an electric vehicle to adjust torque outputs to control the electric vehicle to resist crosswind yaw when the electric vehicle is in a crosswind condition, the electric vehicle control method comprising actively controlling drive torque of two left wheels of the electric vehicle to be less than drive torque of two right wheels at a first time after a steering wheel of the electric vehicle turns to the left more than a first preset angle. At a second time after the first time, the steering wheel is turned down to the left, and the difference between the driving torques of the two left wheels and the driving torques of the two right wheels is actively controlled to decrease.
The control method of the electric vehicle provided by the embodiment of the application can support the active dynamic adjustment of the driving torque of the four wheels when the running state of the electric vehicle is interfered by left crosswind and a user rotates the steering wheel leftwards at the same time or when the running state of the electric vehicle is interfered by right crosswind and the user rotates the steering wheel rightwards at the same time in the running process of the electric vehicle, thereby ensuring the stable running of the electric vehicle in a crosswind scene, and having high control flexibility and wide application range. Here, whether the electric vehicle is in a crosswind scene or not is detected, and the driving torque proportion of the four wheels is dynamically adjusted in the crosswind scene, so that the counter torque resisting the yaw torque of the crosswind is generated, the electric vehicle is prevented from deviating from a running track due to the crosswind, and the running stability is improved. In addition, the driving torque proportion of the four wheels is automatically adjusted, so that the posture of the vehicle body is kept balanced under the condition that the user does not feel, the response speed is high, and the panic feeling of the user in a crosswind scene is reduced.
In one possible implementation, actively controlling the drive torque of the two left wheels of the electric vehicle to be less than the drive torque of the two right wheels includes controlling the drive torque of the left front wheel and the left rear wheel of the electric vehicle to be reduced and controlling the drive torque of the right front wheel and the right rear wheel to be increased.
At a first moment after the electric vehicle receives the crosswind from the left side and the user turns the steering wheel leftwards, the driving torque of the left front wheel and the driving torque of the left rear wheel in the four wheels are actively controlled to be reduced, and the driving torque of the right front wheel and the driving torque of the right rear wheel in the four wheels are controlled to be increased when the electric vehicle is detected to be influenced by the crosswind from the left side, so that the mass center of the electric vehicle generates a yaw torque with a anticlockwise direction to resist the yaw torque generated by the crosswind, the trend of the electric vehicle for generating the yaw motion is offset, the electric vehicle is prevented from deviating from a driving track due to the crosswind, and the driving stability is improved. In addition, by distributing the driving torque of the four wheels, a larger yaw moment can be obtained under the control of smaller steering wheel angle, and the user is prevented from being panicked.
In one possible implementation, actively controlling the drive torque of the two left wheels of the electric vehicle to be less than the drive torque of the two right wheels includes controlling the drive torque of the left front wheel to be less than the drive torque of the right front wheel, controlling the drive torque of the left rear wheel to be a negative torque and controlling the drive torque of the right rear wheel to be a positive torque.
The driving torque of the left rear wheel is controlled to be negative torque, and the driving torque of the right rear wheel is controlled to be positive torque, so that the resistance strength to the yaw torque generated by the action of crosswind is further improved, and the running stability of the electric vehicle under the stronger crosswind working condition is improved.
In one possible implementation, actively controlling the drive torque of the two left wheels of the electric vehicle to be less than the drive torque of the two right wheels includes first controlling the drive torque of the left and right front wheels to be increased simultaneously and controlling the drive torque of the left and right rear wheels to be decreased simultaneously. After the driving torques of the left and right front wheels are controlled to be increased simultaneously, the driving torques of the left and right front wheels of the electric vehicle are controlled to be reduced simultaneously and the driving torques of the right and right rear wheels are controlled to be increased simultaneously.
It will be appreciated that in the case where the drive torque of the two front wheels is equal to the drive torque of the two rear wheels, the left and right front wheels may provide more lateral force in the lateral force direction of the electric vehicle. In other words, by controlling the driving torques of the left and right front wheels to be increased simultaneously and controlling the driving torques of the left and right rear wheels to be decreased simultaneously among the four wheels so that the driving torques allocated to the left and right front wheels are increased, the lateral force of the present electric vehicle is supported more, and the lateral force generated by the above-described crosswind action can be better resisted.
It can be understood that after the driving torques of the left front wheel and the right front wheel are controlled to be increased simultaneously, the driving torques of the left front wheel and the left rear wheel are controlled to be reduced simultaneously, and the driving torques of the right front wheel and the right rear wheel are controlled to be increased simultaneously, so that the mass center of the electric vehicle generates a yaw torque in a counterclockwise direction to resist the yaw torque generated by the action of the cross wind, the trend of the electric vehicle for generating the yaw motion is counteracted, the electric vehicle is prevented from deviating from a running track due to the cross wind, and the running stability is improved.
In one possible implementation, actively controlling the drive torque of the two left wheels of the electric vehicle to be less than the drive torque of the two right wheels includes controlling the sum of the drive torques of the left front wheel and the right front wheel to be constant and controlling the sum of the drive torques of the left rear wheel and the right rear wheel to be constant during controlling the drive torques of the left front wheel and the left rear wheel to be simultaneously reduced and controlling the drive torques of the right front wheel and the right rear wheel to be simultaneously increased.
It can be understood that the driving force of the electric vehicle in longitudinal running is ensured to be stable by controlling the ratio of the driving torque of the two front wheels to the driving torque of the two rear wheels, abrupt acceleration or deceleration is avoided, the perception of a user in the control process is further reduced, and the driving experience is better.
In one possible implementation, actively controlling the drive torque of the two left wheels of the electric vehicle to be less than the drive torque of the two right wheels includes first controlling the drive torque of the left and right front wheels to be increased simultaneously and controlling the drive torque of the left and right rear wheels to be decreased simultaneously. After the driving torques of the left and right front wheels are controlled to be increased simultaneously, the driving torque of the left rear wheel is controlled to be decreased and the driving torque of the right rear wheel is controlled to be increased.
It can be understood that at the first moment after the electric vehicle receives the crosswind from the left side and the user turns the steering wheel leftwards, the yaw torque direction generated by the crosswind acting on the mass center of the electric vehicle is clockwise, and the driving torque of the left rear wheel is actively controlled to be reduced and the driving torque of the right rear wheel is controlled to be increased, so that the mass center of the electric vehicle generates the yaw torque in a anticlockwise direction to resist the yaw torque generated by the crosswind, thereby counteracting the tendency of the electric vehicle to generate yaw motion, avoiding the electric vehicle from deviating from a running track due to the crosswind, and improving the running stability.
In one possible implementation, the electric vehicle control method further includes actively controlling the braking system of the electric vehicle to output braking forces to the four wheels and controlling the braking system to output braking forces to the two left wheels to be greater than braking forces to the two right wheels after the first time.
It can be understood that after the driving torque of the four wheels is actively controlled, if the yaw torque generated by the action of the cross wind is still too large at this time, the braking system of the electric vehicle is actively controlled to output braking forces to the four wheels, and the braking forces output by the left front wheel and the left rear wheel of the braking system are controlled to be larger than the braking forces output by the right front wheel and the right rear wheel of the braking system, so that the yaw torque in the anticlockwise direction on the centroid of the electric vehicle is increased, the yaw torque generated by the action of the cross wind can be better resisted, and the running stability of the electric vehicle under the stronger cross wind working condition is improved.
In one possible implementation, the electric vehicle control method further includes actively controlling the electric vehicle to increase the left turning angle after the first time.
It can be understood that after the driving torque of the four wheels is actively controlled, if the transverse force generated by the action of the transverse wind is still too large at this time, the left rotation angle of the actively controlled steering wheel is continuously increased, the transverse force opposite to the transverse force generated by the action of the transverse wind on the electric vehicle is further increased, the support on the transverse force of the current electric vehicle is more, the transverse force generated by the action of the transverse wind can be better resisted, and the running stability of the electric vehicle under the working condition of stronger transverse wind is improved.
In one possible implementation, the electric vehicle control method further includes controlling the braking system to brake the electric vehicle to bring the electric vehicle into emergency stop in response to the yaw rate of the electric vehicle being greater than the set threshold value after the first time.
It will be appreciated that after actively controlling the drive torque of the four wheels, the yaw torque generated by the crosswind action is still excessive at this time. The electric vehicle is braked by controlling the braking system so as to be in emergency stop, and the running safety of the electric vehicle under the stronger crosswind working condition is ensured.
In one possible implementation, the electric vehicle control method further includes controlling a sum of components of the driving torques of the four wheels in a longitudinal direction of the body of the electric vehicle to remain unchanged during active control of the driving torques of the two left wheels of the electric vehicle to be smaller than the driving torques of the two right wheels.
The components of the driving torque of the four wheels along the longitudinal direction of the vehicle body are controlled to be unchanged, so that the longitudinal force of the electric vehicle is kept unchanged in the process of controlling the driving torque of the four wheels, the stability of the driving force of the electric vehicle in longitudinal running is ensured, abrupt acceleration or deceleration is avoided, the perception of a user in the control process is further reduced, and the driving experience is better.
In one possible implementation, the electric vehicle control method further includes controlling the sum of the driving torques of the four wheels to remain unchanged during active control of the driving torques of the two left wheels of the electric vehicle to be smaller than the driving torques of the two right wheels.
The sum of the driving torques of the four wheels is controlled to be unchanged, so that the longitudinal force of the electric vehicle is kept unchanged in the process of controlling the driving torques of the four wheels, the stability of the driving force of the electric vehicle in longitudinal running is ensured, abrupt acceleration or deceleration is avoided, the perception of a user in the control process is further reduced, and the driving experience is better.
In one possible implementation, the electric vehicle control method further includes actively controlling a difference between the driving torques of the two left wheels and the driving torques of the two right wheels of the electric vehicle between the first time and the second time to increase with an increase in a left corner of the steering wheel.
By recognizing the increase of the left corner of the steering wheel, the transverse force generated by the action of the transverse wind is judged to be increased, the difference value between the driving torques of the two left wheels and the driving torques of the two right wheels of the active electric vehicle is continuously increased, the transverse force of the electric vehicle, which is opposite to the transverse force generated by the action of the transverse wind, is further increased, the support of the transverse force of the current electric vehicle is more, the transverse force generated by the action of the transverse wind can be better resisted, and the running stability of the electric vehicle under the stronger transverse wind working condition is improved.
In one possible implementation, the electric vehicle control method further includes controlling the difference between the driving torques of the two left wheels and the driving torque of the two right wheels to be reduced to zero at a third time after the second time. After the third time, the driving torque of the four wheels is controlled to be the torque indicated by the accelerator pedal of the electric vehicle.
And after the end of the crosswind working condition is detected, the normal straight running is resumed, the driving torque control of the wheels is carried out under the condition of no crosswind interference, the driving torques of the four wheels are controlled according to the opening degree of the accelerator pedal of the electric vehicle, the control mode is switched, and the torque efficiency output by the motor is higher.
In a second aspect, the present application provides a controller for an electric vehicle having a crosswind-resistant function for performing the method as described in the first aspect.
In a third aspect, the present application provides an electric vehicle comprising a power cell, a plurality of power assemblies, and a controller as in the second aspect described above.
Drawings
Fig. 1 is a schematic view of a scenario of an electric vehicle according to an embodiment of the present application;
Fig. 2 is a schematic diagram of an electric vehicle architecture according to an embodiment of the present application;
fig. 3 is a timing chart of an electric vehicle control process according to an embodiment of the present application;
FIG. 4 is another timing diagram of an electric vehicle control process provided by an embodiment of the present application;
FIG. 5 is another timing diagram of an electric vehicle control process provided by an embodiment of the present application;
FIG. 6 is a schematic flow chart of a method for controlling an electric vehicle against crosswind according to an embodiment of the present application;
FIG. 7 is a schematic control diagram of an electric vehicle in a crosswind condition according to an embodiment of the present application;
fig. 8 is another control schematic diagram of an electric vehicle under a crosswind condition according to an embodiment of the present application.
Detailed Description
In the scenes of meeting or overtaking a large truck, exiting a tunnel, passing through a bridge and the like, a high-speed running automobile is often affected by cross wind in the nature, and the running state of an electric vehicle is disturbed by the cross wind, so that the electric vehicle is influenced by side tilting, transverse speed, yaw rate and the like and deviates from a running track. In order to maintain the electric vehicle to travel straight, a user needs to operate a steering wheel, but if the interference intensity of cross wind is too high, the user feels unstable in the travel of the electric vehicle, and the anxiety is caused, and the user is tired prematurely in the long-distance travel, so that the traffic accident is induced. In one solution, when the electric vehicle considers the lateral stability control, the supporting performance of the single-side suspension is often improved by increasing the stiffness of the lateral stabilizer bar, the stiffness of the spring, the resistance of the shock absorber, and the like. The measures can improve the lateral stability of the electric vehicle, meanwhile, the suspension of the electric vehicle is harder in the normal driving process, and the riding comfort of passengers is reduced. In addition, the system cannot cope with the influence of the electric vehicle on the transverse wind on the yaw torque, the driving safety still has a problem, and the user is still panicked under the action of the relatively sharp transverse wind.
Based on the above, the embodiment of the application provides a cross wind resistant electric vehicle control method, a controller and an electric vehicle, which are used for detecting whether the electric vehicle is in a cross wind scene or not, dynamically adjusting the driving torque proportion of four wheels in the cross wind scene, generating a reverse torque resisting the yaw torque of the cross wind, avoiding the electric vehicle from deviating from a running track due to the cross wind, and improving the running stability.
Referring to fig. 1, fig. 1 is a schematic view of a scenario of an electric vehicle according to an embodiment of the present application. As shown in fig. 1, the electric vehicle 1 includes a powertrain 10, a power battery 11, and a brake system 12. Wherein,
The power battery 11 is configured to provide electrical energy to the power assembly 10, and the power assembly 10 is configured to receive the electrical power from the power battery 11 and provide power to the electric vehicle 1. The brake system 12 is used to provide braking force to the electric vehicle 1 when the electric vehicle 1 is in a braking state. The powertrain 10 may include a motor controller 20 and a motor 21. The motor controller 20 is connected to a motor 21. The motor controller 20 may also be referred to as a motor controller unit (motorcontrol unit, MCU) 20, and the motor controller 20 may control the torque or the rotational speed or the like output from the motor 21. The motor 21 may be connected to one or more wheels, and the motor 21 may receive a control command from the motor controller 20, rotate based on the control command, and drive the wheels to rotate.
It is understood that the left front wheel FL, the right front wheel FR, the left rear wheel BL, and the right rear wheel BR can be classified according to the positions of the wheels in the electric vehicle 1. According to the axle division, the left front wheel and the right front wheel of the four wheels are coaxial and connected through a front axle. The left rear wheel and the right rear wheel are coaxial and are connected through a rear axle. According to the position division, the left front wheel and the left rear wheel are on the same side and are positioned on the left side, and the right front wheel and the right rear wheel are on the same side and are positioned on the right side. That is, among the four wheels of the electric vehicle 1, the left front wheel and the right front wheel are coaxial wheels, the left rear wheel and the right rear wheel are coaxial wheels, the left front wheel and the left rear wheel are ipsilateral wheels, and the right front wheel and the right rear wheel are ipsilateral wheels.
It will be appreciated that the electric vehicle 1 in the embodiment of the present application may be any one of different types of automobiles, such as a car, a van, a passenger car, and the like, and may be a passenger or cargo carrying transportation device, such as a tricycle, a two-wheeled vehicle, a train, or other types of vehicles driven by a power battery, which is not limited in the embodiment of the present application. Among them, electric vehicles include, but are not limited to, pure ELECTRIC VEHICLE/battery ELECTRIC VEHICLE, pure EV/battery EV, hybrid ELECTRIC VEHICLE, HEV, range extended ELECTRIC VEHICLE, REEV, plug in hybrid ELECTRIC VEHICLE, PHEV, new energy vehicle (NEW ENERGY VEHICLE, NEV), etc.
It will be appreciated that the specific type of powertrain is not limiting in this embodiment, and that the powertrain 10 described above may be a centralized powertrain, or may be a hub motor powertrain or a wheel side motor powertrain, as examples and not limitations. The hub motor power assembly is characterized in that a motor and a speed reducer are directly arranged in a rim, transmission components such as a half shaft, a universal joint, a differential mechanism, a speed changer and the like are omitted, and the hub motor power assembly is characterized in that the motor is arranged on a subframe.
It is understood that the power battery 11 in the embodiment of the present application may be a lithium ion battery, a lithium metal battery, a lead-acid battery, a nickel-cadmium battery, a nickel-hydrogen battery, a lithium-sulfur battery, a lithium-air battery, or a sodium ion battery, which is not limited in this regard. In terms of scale, the power battery 11 in the embodiment of the present application may be a battery cell, or may be a battery module or a battery pack, which is not limited in the present application. The power battery 11 may also power other electrical devices in the electric vehicle, such as an in-vehicle air conditioner, an in-vehicle player, etc.
Referring to fig. 2, fig. 2 is a schematic diagram of an electric vehicle architecture according to an embodiment of the present application.
As shown in fig. 2, the electric vehicle 1 shown in fig. 2 (a) is of a four-wheel drive type, and the powertrain includes four motors, namely, a drive motor 211, a drive motor 212, a drive motor 213, and a drive motor 214, the drive motor 211, the drive motor 212, the drive motor 213, and the drive motor 214 being respectively used to drive a left front wheel FL, a right front wheel FR, a left rear wheel BL, and a right rear wheel BR of the electric vehicle 1, and the drive motor 211, the drive motor 212, the drive motor 213, and the drive motor 214 being respectively corresponding to one motor controller, namely, a motor controller 201, a motor controller 202, a motor controller 203, and a motor controller 204. Each drive motor includes a stator winding and a rotor (not shown in fig. 2). For example, the motor controller 201 may change the stator magnetic field strength and direction by adjusting the magnitude of the stator winding current and the phase of the three-phase current in the driving motor 211, thereby changing the interaction force between the stator and the rotor, i.e., the motor torque. The motor controller 201 may change the magnitude of the three-phase current output to the driving motor 211, thereby increasing or decreasing the positive torque or the negative torque output from the driving motor 211. Wherein, when the driving motor 211 outputs positive torque, the driving torque of the wheel in driving connection with the driving motor 211 is made positive, and the wheel in driving connection with the driving motor 211 rotates in the positive direction, so that the electric vehicle 1 obtains a speed of traveling forward in the direction of the vehicle head or a tendency of traveling forward in the direction of the vehicle head. When the drive motor 211 outputs a negative torque, the drive torque of the wheel drivingly connected to the drive motor 211 is made negative, and the wheel drivingly connected to the drive motor 211 rotates in the reverse direction, so that the electric vehicle 1 attains a speed of traveling backward in the rear direction or a tendency of traveling backward in the rear direction.
It is to be understood that the powertrain may further include three motors, referring again to fig. 2, the electric vehicle 1 shown in fig. 2 (b) includes three motors, namely, a drive motor 211, a drive motor 212, and a drive motor, the drive motor 211 described above is used to drive the left front wheel FL and the right front wheel FR of the electric vehicle 1, the drive motor 212 and the drive motor 213 are used to drive the left rear wheel BL and the right rear wheel BR of the electric vehicle 1, respectively, and the drive motor 211, the drive motor 212, and the drive motor 213 correspond to one motor controller, namely, the motor controller 201, the motor controller 202, and the motor controller 203, respectively.
The braking system of the electric vehicle 1 shown in fig. 2 (a) and (b) includes a brake controller 31 and four independent brakes 32. Each brake 32 is mainly composed of a brake controller, a brake pedal, and a brake (not shown in fig. 2). Wherein the brake controller 31 may generate a brake signal based on a stroke of a brake pedal and output the brake signal to the brake controller of one or the brakes 32, and the brakes may output a braking force to the corresponding wheel according to an instruction of the brake signal, thereby preventing the wheel from rotating or preventing a rotational tendency of the wheel. It is understood that, during braking of the electric vehicle 1, the larger the stroke of the brake pedal, the larger the braking force indicated by the brake signal, the larger the braking force output by the brake, and the faster the vehicle speed of the electric vehicle 1 drops.
It will be appreciated that the brake in the braking system of embodiments of the present application may be an electro-hydraulic brake (Electronic hydraulic brake, EHB) or an electro-mechanical brake (Electronic mechanical brake, EMB) or other type of brake, without limitation.
Referring again to the architecture of the electric vehicle 1 shown in fig. 2 (a), the electric vehicle 1 further includes a vehicle controller 40. The function of the vehicle controller 40 is described below in connection with the operation state of the electric vehicle 1.
The drive motor 211, the drive motor 212, the drive motor 213, and the drive motor 214 in the drive system are used to provide the drive force for the electric vehicle 1 when the electric vehicle 1 is in the drive state.
Specifically, when the electric vehicle 1 is in the driving state, the vehicle controller 40 calculates the torque demand of the electric vehicle according to the accelerator pedal movement state indicated by the accelerator pedal signal and outputs the torque signal to the motor controller 201, the motor controller 202, the motor controller 203 and the motor controller 204, for example, the vehicle controller 40 outputs the torque signal to the motor controller 201, the motor controller 202, the motor controller 203 and the motor controller 204 according to the opening degree of the accelerator pedal. The opening degree of the accelerator pedal can be used for reflecting the force of the user stepping on the accelerator pedal. If the opening degree of the accelerator pedal is larger, the larger the force of the user for stepping on the accelerator pedal is indicated, and if the opening degree of the accelerator pedal is smaller, the smaller the force of the user for stepping on the accelerator pedal is indicated. Next, the motor controller 201, the motor controller 202, the motor controller 203, and the motor controller 204 receive the electric power from the power battery 11 and control the drive motor 211, the drive motor 212, the drive motor 213, and the drive motor 214 to output torque values indicated by the torque signals, respectively.
It is to be understood that, when the electric vehicle 1 is in the driving state, one of the motor controller 201, the motor controller 202, the motor controller 203, and the motor controller 204 may be used as the main controller, and the main controller calculates the torque demand of the electric vehicle based on the accelerator pedal movement state indicated by the accelerator pedal signal and outputs the torque signal to the other motor controllers other than the main controller. For example, when the controller 201 is a main controller, the motor controller 201 outputs torque signals to the motor controller 202, the motor controller 203, and the motor controller 204 according to the opening degree of the accelerator pedal. The motor controller 201, the motor controller 202, the motor controller 203, and the motor controller 204 receive electric power from the power battery 11 and control the driving motor 211, the driving motor 212, the driving motor 213, and the driving motor 214 to output torque values indicated by the torque signals, respectively.
Likewise, the process of controlling the driving motor by the motor controller of the electric vehicle 1 shown in fig. 2 (b) is similar to that of the electric vehicle 1 shown in fig. 2 (a), and will not be repeated here.
The method for controlling the electric vehicle resistant to the crosswind is used for actively controlling the driving torques of the four wheels of the electric vehicle when the running state of the electric vehicle is interfered by the crosswind in the running process of the electric vehicle, so that the electric vehicle is ensured to stably run in a crosswind scene. Specifically, in one embodiment, the electric vehicle control method includes:
During running of the electric vehicle, when the electric vehicle is in a non-crosswind working condition and the steering wheel angle of the electric vehicle is zero, driving torque of four wheels of the electric vehicle is controlled according to the opening degree of an accelerator pedal of the electric vehicle so as to drive the four wheels of the electric vehicle. At a first time after the electric vehicle is subjected to a left crosswind and the user turns the steering wheel to the left, the driving torque of the four wheels is actively controlled. Steering wheel alignment at a second time after the first time, and driving torque of four wheels is controlled according to the opening degree of an accelerator pedal of the electric vehicle after steering wheel alignment.
It will be appreciated that the above-described embodiments are merely examples, and that in another embodiment, the electric vehicle control method further includes:
At a first time after the electric vehicle is subjected to right crosswind and the user turns the steering wheel rightward, driving torque of the four wheels is actively controlled. Steering wheel alignment at a second time after the first time, and driving torque of four wheels is controlled according to the opening degree of an accelerator pedal of the electric vehicle after steering wheel alignment.
In other words, the electric vehicle control method provided by the embodiment of the application can support the active dynamic adjustment of the driving torque of the four wheels when the running state of the electric vehicle is disturbed by the left side and the user rotates the steering wheel leftwards at the same time or when the running state of the electric vehicle is disturbed by the right side crosswind and the user rotates the steering wheel rightwards at the same time in the running process of the electric vehicle, thereby ensuring the stable running of the electric vehicle in the crosswind scene, and having high control flexibility and wide application range.
Here, whether the electric vehicle is in a crosswind scene or not is detected, and the driving torque proportion of the four wheels is dynamically adjusted in the crosswind scene, so that the counter torque resisting the yaw torque of the crosswind is generated, the electric vehicle is prevented from deviating from a running track due to the crosswind, and the running stability is improved.
In addition, the driving torque proportion of the four wheels is automatically adjusted, so that the posture of the vehicle body is kept balanced under the condition that the user does not feel, the response speed is high, and the panic feeling of the user in a crosswind scene is reduced.
In order to facilitate understanding of the method for controlling an electric vehicle with cross wind resistance provided by the embodiment of the present application, the method for controlling an electric vehicle with cross wind resistance provided by the embodiment of the present application is described below with reference to a first time t1, a second time t2, and a third time t3 when the electric vehicle is controlled under a cross wind condition.
Referring to fig. 3 together, fig. 3 is a timing chart of an electric vehicle control process according to an embodiment of the application. As shown in fig. 3, at a first time t1 after the electric vehicle receives a crosswind from the left side and the user controls the steering wheel to turn to the left more than a first preset angle θ1, the driving torques of the left front wheel and the left rear wheel among the four wheels are actively controlled to decrease, and the driving torques of the right front wheel and the right rear wheel are controlled to increase, so that the driving torques of the two left wheels are smaller than the driving torques of the two right wheels, and the centroid of the electric vehicle generates a yaw torque in a counterclockwise direction to resist the yaw torque generated due to the crosswind.
Referring again to fig. 3 described above, at a first time t1 after the electric vehicle receives a crosswind from the left side and the user controls the steering wheel to turn to the left more than a first preset angle θ1, the driving torques of the left front wheel and the left rear wheel among the four wheels are actively controlled to decrease, and the driving torques of the right front wheel and the right rear wheel are controlled to increase such that the driving torques of the two left wheels are smaller than the driving torques of the two right wheels, as shown in fig. 3. Wherein, the driving torque of the left rear wheel is controlled to be negative torque, and the driving torque of the right rear wheel is controlled to be positive torque, so that the difference value between the driving torque of the left rear wheel and the driving torque of the right rear wheel is increased, and the resistance strength to the yaw torque generated by the action of crosswind is further improved.
As shown in fig. 3, in the process of controlling the driving torques of the left front wheel and the left rear wheel to be reduced and controlling the driving torques of the right front wheel and the right rear wheel to be increased at the first time t1, the sum of the driving torques of the left front wheel and the right front wheel is controlled to be unchanged, and the sum of the driving torques of the left rear wheel and the right rear wheel is controlled to be unchanged, so that the ratio of the driving torques of the two front wheels to the driving torques of the two rear wheels is kept unchanged, and the stability of the driving force of the electric vehicle in longitudinal running is ensured.
As shown in fig. 3, at a second time t2 after the first time t1, the steering wheel angle decreases, driving torques of the left front wheel and the left rear wheel among the four wheels are controlled to increase, and driving torques of the right front wheel and the right rear wheel are controlled to decrease, that is, a difference between driving torques of the two left wheels and driving torques of the two right wheels is actively controlled to decrease.
Referring to fig. 4 together, fig. 4 is another timing chart of an electric vehicle control process according to an embodiment of the application. As shown in fig. 4, at a first time t1 after the electric vehicle receives a crosswind from the left side and the user controls the steering wheel to turn to the left more than a first preset angle θ1, driving torques of the left front wheel and the right front wheel of the four wheels are controlled to be increased simultaneously, and driving torques of the left rear wheel and the right rear wheel of the four wheels are controlled to be decreased simultaneously, so that driving torques distributed to the left front wheel and the right front wheel are increased, and lateral forces of the electric vehicle are supported more, so that lateral forces generated by the crosswind can be better resisted.
Next, as shown in fig. 4, the driving torques of the left front wheel and the left rear wheel are controlled to be simultaneously reduced and the driving torques of the right front wheel and the right rear wheel are controlled to be simultaneously increased so that the driving torques of the two left wheels are smaller than the driving torques of the two right wheels. Further, in the process of controlling the driving torques of the left front wheel and the left rear wheel to be reduced simultaneously and controlling the driving torques of the right front wheel and the right rear wheel to be increased simultaneously, namely, between t4 and t5 in fig. 4, the sum of the driving torques of the left front wheel and the right front wheel is controlled to be unchanged, and the sum of the driving torques of the left rear wheel and the right rear wheel is controlled to be unchanged, so that the ratio of the driving torques of the two front wheels to the driving torques of the two rear wheels is kept unchanged, and the stability of the driving force of the electric vehicle in longitudinal running is ensured.
As shown in fig. 4, at a second time t2 after the first time t1, the steering wheel angle decreases, driving torques of the left front wheel and the left rear wheel among the four wheels are controlled to increase, and driving torques of the right front wheel and the right rear wheel are controlled to decrease, that is, a difference between driving torques of the two left wheels and driving torques of the two right wheels is actively controlled to decrease. After the third time t3, the driving torque of the four wheels is controlled to be the torque indicated by the accelerator pedal of the electric vehicle, that is, the driving torque of the four wheels of the electric vehicle is controlled according to the opening degree of the accelerator pedal of the electric vehicle.
Referring to fig. 5, fig. 5 is another timing chart of an electric vehicle control process according to an embodiment of the application. As shown in fig. 5, at a first time t1 after the electric vehicle receives a crosswind from the left side and the user controls the steering wheel to turn to the left by more than a first preset angle θ1, the sum of the driving torques of the left front wheel and the left rear wheel is controlled to decrease and the sum of the driving torques of the right front wheel and the right rear wheel is controlled to increase so that the driving torques of the two left wheels are smaller than the driving torques of the two right wheels. Further, between the first time t1 and the second time t2, the difference between the driving torques of the two left wheels and the driving torques of the two right wheels of the electric vehicle is actively controlled to increase with an increase in the left corner of the steering wheel. By recognizing the increase of the left corner of the steering wheel, the transverse force generated by the action of the transverse wind is judged to be increased, the difference value between the driving torques of the two left wheels and the driving torques of the two right wheels of the active electric vehicle is continuously increased, the transverse force of the electric vehicle, which is opposite to the transverse force generated by the action of the transverse wind, is further increased, the support of the transverse force of the current electric vehicle is more, the transverse force generated by the action of the transverse wind can be better resisted, and the running stability of the electric vehicle under the stronger transverse wind working condition is improved.
At a third time t3 after the second time t2, the difference between the driving torques of the two left wheels and the driving torques of the two right wheels is controlled to be reduced to zero. After the third time t3, the driving torque of the four wheels is controlled to be the torque indicated by the accelerator pedal of the electric vehicle, that is, the driving torque of the four wheels of the electric vehicle is controlled according to the opening degree of the accelerator pedal of the electric vehicle. And after the end of the crosswind working condition is detected, the normal straight running is resumed, the driving torque control of the wheels is carried out under the condition of no crosswind interference, the driving torques of the four wheels are controlled according to the opening degree of the accelerator pedal of the electric vehicle, the control mode is switched, and the torque efficiency output by the motor is higher.
Referring to fig. 6, fig. 6 is a schematic flow chart of a method for controlling an electric vehicle with cross wind resistance according to an embodiment of the present application. As shown in fig. 6, the electric vehicle control method specifically includes the steps of:
s301, controlling driving torque of four wheels of the electric vehicle according to an opening degree of an accelerator pedal of the electric vehicle.
In one embodiment, during running of the electric vehicle, when the electric vehicle is in a non-crosswind working condition and the steering wheel angle of the electric vehicle is zero, that is, the electric vehicle runs normally straight and has no crosswind interference, driving torque of four wheels of the electric vehicle is controlled according to the opening degree of an accelerator pedal of the electric vehicle so as to drive the four wheels of the electric vehicle.
In one embodiment, the actual longitudinal acceleration, lateral acceleration, yaw rate, etc. of the electric vehicle may be identified by IMU (Inertial Measurement Unit ) sensors during travel of the electric vehicle. The theoretical lateral acceleration and the theoretical yaw rate of the electric vehicle can also be calculated by converting the actual output torque of each motor of the electric vehicle into the wheel end torque of the wheel end through the steering wheel angle and the steering wheel angle speed of the user. Specifically, the theoretical lateral acceleration is expressed as:
wherein v x is the longitudinal speed of the electric vehicle, θ is the steering wheel angle, and La and Lb are the distances from the mass center of the electric vehicle to the front axle and the rear axle, respectively.
The theoretical yaw rate w is expressed as:
And comprehensively evaluating according to the transverse acceleration, the theoretical transverse acceleration, the yaw rate and the theoretical yaw rate to determine whether the electric vehicle is in a crosswind working condition, so that driving torque of each wheel is actively controlled when the electric vehicle is identified to be in the crosswind working condition, and stable running of the electric vehicle in a crosswind scene is ensured.
In one embodiment, the change of the lateral acceleration generated by the electric vehicle is not only the influence of the lateral wind, but also the lateral acceleration deviation generated by the electric vehicle under the influence of the lateral gradient, and the lateral wind prediction is performed only by the lateral acceleration difference value, so that more erroneous judgment is generated. Therefore, the angle of the electric vehicle body on the transverse slope is calculated through the dynamics model, and the theoretical transverse acceleration and the theoretical transverse swing angular speed are corrected through the transverse slope angle. For example, when the electric vehicle is traveling on a road having a road side gradient angle, the corrected theoretical lateral acceleration a y,m is expressed as:
ay,m＝ay-gsin(AgBank+AgRoll)
Wherein AgBank is road surface side slope, agRoll is side inclination of electric vehicle.
The accuracy of the theoretical lateral acceleration and the theoretical yaw rate is further improved by modifying the theoretical lateral acceleration and the theoretical yaw rate through the transverse slope angle, and whether the electric vehicle is in a transverse wind working condition or not is determined according to comprehensive evaluation of the lateral acceleration, the modified theoretical lateral acceleration, the yaw rate and the modified theoretical yaw rate, so that the judgment accuracy of the transverse wind working condition is improved.
S302, judging whether the electric vehicle is in a crosswind working condition and the steering wheel angle of the electric vehicle is not zero, if so, executing step S303, and if not, executing step S301.
In one embodiment, whether the electric vehicle is in a crosswind condition is determined according to a difference between the lateral acceleration and the theoretical lateral acceleration and a difference between the yaw rate and the theoretical yaw rate, and specifically, when the difference between the lateral acceleration and the theoretical lateral acceleration is greater than a first threshold value and the difference between the yaw rate and the theoretical yaw rate is greater than a second threshold value, the current electric vehicle is determined to be in the crosswind condition.
In one embodiment, the theoretical lateral acceleration and the theoretical yaw rate are corrected through the lateral slope angle, whether the electric vehicle is in a lateral wind working condition is judged according to the difference value of the lateral acceleration and the theoretical lateral acceleration and the difference value of the yaw rate and the theoretical yaw rate, and specifically, when the difference value of the lateral acceleration and the theoretical lateral acceleration is larger than a first threshold value and the difference value of the yaw rate and the theoretical yaw rate is larger than a second threshold value, the current electric vehicle is determined to be in the lateral wind working condition.
In one embodiment, the steering wheel rotation angle of the electric vehicle is obtained at the same time, when the electric vehicle is in a crosswind working condition and the steering wheel rotation angle of the electric vehicle is larger than a first preset angle, driving torque of each wheel is actively controlled to ensure that the electric vehicle stably runs in a crosswind scene, otherwise, driving torque control of the wheels under normal straight running and no crosswind interference is maintained.
And S303, actively controlling the driving torque of the four wheels.
In one embodiment, the electric vehicle powertrain includes four electric machines, the machine location of which may be referenced to the electric vehicle 1 architecture shown in fig. 2 (a). At a first time after the electric vehicle receives a crosswind from the left side and the user turns the steering wheel to the left, driving torque of the left front wheel and the left rear wheel among the four wheels is actively controlled to decrease, and driving torque of the right front wheel and the right rear wheel among the four wheels is controlled to increase. Referring to fig. 7, fig. 7 is a control schematic diagram of an electric vehicle under a crosswind condition according to an embodiment of the present application. As shown in fig. 7, the electric vehicle in fig. 7 (a) receives a crosswind from the left side and the steering wheel angle of the electric vehicle is zero. In fig. 7 (b), after the electric vehicle receives a crosswind from the left side, the user turns the steering wheel to the left to resist the lateral force from the crosswind. After the user turns the steering wheel leftwards, the advancing direction of the electric vehicle is also deviated leftwards, and at the moment, the influence of the crosswind from the left side on the electric vehicle is concentrated above the mass center of the electric vehicle, namely the crosswind acts on the head part of the electric vehicle, so that the mass center of the electric vehicle generates a clockwise yaw torque, and the electric vehicle generates a yaw motion due to the overlarge yaw torque to influence the driving stability of the electric vehicle. At a first moment after the electric vehicle receives the crosswind from the left side and the user controls the steering wheel to rotate leftwards by more than a first preset angle, when the electric vehicle is detected to be influenced by the crosswind from the left side, the driving torque of the left front wheel and the driving torque of the left rear wheel in the four wheels are actively controlled to be reduced, and the driving torque of the right front wheel and the driving torque of the right rear wheel in the four wheels are controlled to be increased, so that the driving torque of the two left wheels is smaller than the driving torque of the two right wheels, the mass center of the electric vehicle generates a yaw torque with a anticlockwise direction to resist the yaw torque generated due to the action of the crosswind, the trend of the electric vehicle for generating the yaw motion is offset, the electric vehicle is prevented from deviating from a driving track due to the crosswind, and the driving stability is improved. In addition, by distributing the driving torque of the four wheels, a larger yaw moment can be obtained under the control of smaller steering wheel angle, and the user is prevented from being panicked.
It can be understood that at the first moment after the electric vehicle receives the cross wind from the right side and the user turns the steering wheel rightward, the yaw torque direction generated by the cross wind acting on the mass center of the electric vehicle is anticlockwise, and the driving torque of the left front wheel and the left rear wheel in the four wheels is actively controlled to be increased, and the driving torque of the right front wheel and the right rear wheel in the four wheels is controlled to be reduced, so that the mass center of the electric vehicle generates the yaw torque in the clockwise direction to resist the yaw torque generated by the cross wind, thereby counteracting the trend of the electric vehicle for generating the yaw motion, avoiding the electric vehicle from deviating from the running track due to the cross wind, and improving the running stability. In addition, the driving torque proportion of the four wheels is automatically adjusted, so that the posture of the vehicle body is kept balanced under the condition that the user does not feel, the response speed is high, and the panic feeling of the user in a crosswind scene is reduced.
In one embodiment, at a first time after the electric vehicle is subjected to a crosswind from the left side and the user turns the steering wheel to the left, the drive torque of the left front wheel is controlled to be smaller than the drive torque of the right front wheel, and the drive torque of the left rear wheel is controlled to be a negative torque and the drive torque of the right rear wheel is controlled to be a positive torque. Specifically, in an electric vehicle, after receiving a crosswind from the left side to the electric vehicle, the user turns the steering wheel to the left to resist the lateral force from the crosswind, and at this time, the centroid of the electric vehicle generates a yaw torque in the clockwise direction. At a first time after the electric vehicle receives a crosswind from the left side and the user turns the steering wheel to the left, the driving torque of the left front wheel of the four wheels is actively controlled to be smaller than the driving torque of the right front wheel by detecting that the electric vehicle is affected by the crosswind from the left side, and the driving torque of the left rear wheel of the four wheels is controlled to be smaller than the driving torque of the right rear wheel, so that the centroid of the electric vehicle generates a yaw torque in a counterclockwise direction to resist the yaw torque generated by the crosswind. If the yaw torque generated by the crosswind action is still too large at this time, for example, if the difference between the detected yaw rate and the theoretical yaw rate is greater than the second threshold, the driving torque of the left rear wheel is continuously reduced, so that the driving torque of the left rear wheel is negative. The driving torque of the left rear wheel is controlled to be negative torque, and the driving torque of the right rear wheel is controlled to be positive torque, so that the resistance strength to the yaw torque generated by the action of crosswind is further improved, and the running stability of the electric vehicle under the stronger crosswind working condition is improved.
It can be understood that at the first time after the electric vehicle receives the crosswind from the right side and the user turns the steering wheel rightward, the yaw torque direction generated by the crosswind acting on the center of mass of the electric vehicle is counterclockwise, and the running stability of the electric vehicle under the stronger crosswind condition is improved by actively controlling the driving torque of the right front wheel to be smaller than the driving torque of the left front wheel, and controlling the driving torque of the right rear wheel to be negative and the driving torque of the left rear wheel to be positive, so that the yaw torque generated by the center of mass of the electric vehicle in the clockwise direction is further increased to resist the yaw torque generated by the crosswind.
In one embodiment, at a first time after the electric vehicle is subjected to a crosswind from the left side and the user turns the steering wheel to the left, the drive torque of the left and right front wheels of the four wheels is controlled to be simultaneously increased, and the drive torque of the left and right rear wheels of the four wheels is controlled to be simultaneously decreased. After the driving torques of the left and right front wheels are controlled to be increased simultaneously, the driving torques of the left and right front wheels are controlled to be reduced simultaneously and the driving torques of the right front and rear wheels are controlled to be increased simultaneously. Referring to fig. 8, fig. 8 is another control schematic diagram of the electric vehicle under a crosswind condition according to an embodiment of the present application. As shown in fig. 8, the electric vehicle in fig. 8 receives a cross wind from the left side, and after the electric vehicle receives the cross wind from the left side, the user turns the steering wheel to the left and turns the steering wheel by an angle to resist the cross force from the cross wind. Here, with F x_fl、Fx_fr、Fx_rl and F x_rr being longitudinal forces applied to the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel, respectively, and F y_fl、Fy_fr、Fy_rl and F y_rr being lateral forces applied to the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel, respectively, the lateral force F y of the electric vehicle is expressed as:
Fy＝Fx_fl*sinθ+Fy_fl*cosθ+Fx_fr*sinθ+Fy_fr*cosθ+Fy_rl+Fy_rr
Since the left and right front wheels are turned leftward and the turning angle is θ, the left and right front wheels can provide more lateral force in the lateral force direction of the electric vehicle in the case where the driving torque is equal to the driving torque of the two rear wheels. In other words, by controlling the driving torques of the left and right front wheels to be increased simultaneously and controlling the driving torques of the left and right rear wheels to be decreased simultaneously among the four wheels so that the driving torques allocated to the left and right front wheels are increased, the lateral force of the present electric vehicle is supported more, and the lateral force generated by the above-described crosswind action can be better resisted.
Further, the yaw torque M z of the electric vehicle centroid is expressed as:
Wherein B f is the distance between the coaxial left and right wheels, and La and Lb are the distances between the mass center of the electric vehicle and the front axle and the rear axle respectively. After the driving torques of the left front wheel and the right front wheel are controlled to be increased simultaneously, the driving torques of the left front wheel and the left rear wheel are controlled to be reduced simultaneously, and the driving torques of the right front wheel and the right rear wheel are controlled to be increased simultaneously, so that the mass center of the electric vehicle generates a yaw torque in a anticlockwise direction to resist the yaw torque generated under the action of the crosswind, the trend of the electric vehicle for generating the yaw motion is counteracted, the electric vehicle is prevented from deviating from a driving track due to the crosswind, and the driving stability is improved.
In one embodiment, during active control of the drive torque of the two left wheels of the electric vehicle to be smaller than the drive torque of the two right wheels, the components of the drive torque of the four wheels in the longitudinal direction of the body of the electric vehicle are controlled to be constant in response to the opening degree of the accelerator pedal being constant.
Referring again to fig. 8, the body longitudinal force F x along the electric vehicle is represented as:
Fx＝Fx_fl*cosθ-Fy_fl*sinθ+Fx_fr*cosθ-Fy_fr*sinθ+Fx_rl+Fx_rr
The components of the driving torque of the four wheels along the longitudinal direction of the body of the electric vehicle are controlled to be unchanged, so that the longitudinal force of the electric vehicle is unchanged in the process of controlling the driving torque of the four wheels, the stability of the driving force of the electric vehicle in longitudinal running is ensured, abrupt acceleration or deceleration is avoided, the perception of a user in the control process is further reduced, and the driving experience is better.
In one embodiment, in the process of actively controlling the driving torque of the two left wheels of the electric vehicle to be smaller than the driving torque of the two right wheels, the sum of the driving torques of the four wheels is controlled to be unchanged in response to the opening degree of the accelerator pedal, so that the longitudinal force of the electric vehicle is kept unchanged in the process of controlling the driving torques of the four wheels, the stability of the driving force of the electric vehicle in longitudinal running is ensured, abrupt acceleration or deceleration is avoided, the perception of a user in the control process is further reduced, and the driving experience is better.
In one embodiment, in the process of controlling the driving torques of the left front wheel and the left rear wheel to be reduced simultaneously and controlling the driving torques of the right front wheel and the right rear wheel to be increased simultaneously, the sum of the driving torques of the left front wheel and the right front wheel is controlled to be unchanged, and the sum of the driving torques of the left rear wheel and the right rear wheel is controlled to be unchanged, so that the ratio of the driving torques of the two front wheels to the driving torques of the two rear wheels is kept unchanged, the stability of the driving force of the electric vehicle in longitudinal running is ensured, abrupt acceleration or deceleration is avoided, the perception of a user in the control process is further reduced, and the driving experience is better.
In one embodiment, the electric vehicle powertrain includes three electric machines, the motor positions of which may be referenced to the electric vehicle 1 architecture shown in fig. 2 (b). At a first time after the electric vehicle receives a crosswind from the left side and the user turns the steering wheel to the left, driving torques of the left front wheel and the right front wheel of the four wheels are controlled to be simultaneously increased and driving torques of the left rear wheel and the right rear wheel of the four wheels are controlled to be simultaneously decreased. Since the left and right front wheels are rotated leftward, the left and right front wheels can provide more lateral force in the lateral force direction of the electric vehicle in the case where the driving torque is equal to the driving torque of the two rear wheels. After the driving torques of the left and right front wheels are controlled to be increased simultaneously, the driving torque of the left rear wheel is controlled to be decreased and the driving torque of the right rear wheel is controlled to be increased. At a first moment after the electric vehicle receives crosswind from the left side and a user turns the steering wheel leftwards, the direction of yaw torque generated by the crosswind acting on the mass center of the electric vehicle is clockwise, and the driving torque of the left rear wheel is actively controlled to be reduced and the driving torque of the right rear wheel is actively controlled to be increased, so that the mass center of the electric vehicle generates the anticlockwise yaw torque to resist the yaw torque generated by the crosswind acting, thereby counteracting the trend of the electric vehicle for generating yaw motion, avoiding the electric vehicle from deviating from a driving track due to the crosswind, and improving the driving stability.
In one embodiment, the drive torque of the four wheels is actively controlled at a first time after the electric vehicle is subjected to a left crosswind and the user turns the steering wheel to the left. After the driving torque of the four wheels is actively controlled, the rotation angle of the steering wheel to the left is actively controlled to be increased. Specifically, after the driving torque of the four wheels is actively controlled, the difference value between the transverse acceleration of the electric vehicle and the theoretical transverse acceleration is larger than a first threshold value, namely, the transverse force generated by the action of the transverse wind is still overlarge at the moment after the driving torque of the four wheels is controlled currently, the left rotation angle of the steering wheel is actively controlled to continue to be increased, the transverse force opposite to the transverse force generated by the action of the transverse wind on the electric vehicle is further increased, the support on the transverse force of the current electric vehicle is more, the transverse force generated by the action of the transverse wind can be better resisted, and the running stability of the electric vehicle under the stronger transverse wind working condition is improved.
In one embodiment, the drive torque of the four wheels is actively controlled at a first time after the electric vehicle is subjected to a left crosswind and the user turns the steering wheel to the left. After actively controlling the driving torques of the four wheels, the braking system of the electric vehicle is actively controlled to output braking forces to the four wheels, and the braking systems are controlled to output braking forces to the left front wheel and the left rear wheel greater than braking forces to the right front wheel and the right rear wheel. Specifically, after the driving torques of the four wheels are actively controlled, in response to that the difference between the yaw rate of the electric vehicle and the theoretical yaw rate is larger than a second threshold, namely, the yaw torque generated by the action of the crosswind is still overlarge at the moment after the current driving torques of the four wheels are controlled, the braking system of the electric vehicle is actively controlled to output braking forces to the four wheels, and the braking forces output by the left front wheel and the left rear wheel of the braking system are controlled to be larger than the braking forces output by the right front wheel and the right rear wheel of the braking system, so that the anticlockwise yaw torque on the mass center of the electric vehicle is increased, the yaw torque generated by the action of the crosswind can be better resisted, and the running stability of the electric vehicle under the stronger crosswind working condition is improved.
In one embodiment, after actively controlling the driving torque of the four wheels, in response to the yaw rate of the electric vehicle being greater than the set threshold, or in response to the difference between the yaw rate of the electric vehicle and the theoretical yaw rate being greater than a second threshold, representing the current driving torque by controlling the four wheels, the yaw torque generated by the crosswind action remains too great. The electric vehicle is braked by controlling the braking system so as to be in emergency stop, and the running safety of the electric vehicle under the stronger crosswind working condition is ensured.
In one embodiment, the drive torque of the four wheels is actively controlled at a first time after the electric vehicle is subjected to a left crosswind and the user turns the steering wheel to the left. At a first time after the electric vehicle is subjected to a left crosswind and the user turns the steering wheel to the left, the driving torque of the four wheels is actively controlled. After the driving torque of the four wheels is actively controlled, the rotation angle of the steering wheel to the left is actively controlled to be increased. After the active control steering wheel increases in the left turning angle, the braking system of the active control electric vehicle outputs braking force to four wheels to emergently brake the electric vehicle. Specifically, after the driving torques of the four wheels are actively controlled, the difference value between the transverse acceleration of the electric vehicle and the theoretical transverse acceleration is larger than a first threshold value, or the difference value between the yaw rate of the electric vehicle and the theoretical yaw rate is larger than a second threshold value, namely, the yaw torque generated by the action of the crosswind is still overlarge at the moment after the driving torques of the four wheels are controlled, the left rotation angle of the steering wheel is continuously increased, then a braking system of the electric vehicle is actively controlled to output braking force to the four wheels, the support of the transverse force of the current electric vehicle is improved, the anticlockwise yaw torque on the mass center of the electric vehicle is increased, and the running stability of the electric vehicle under the stronger crosswind working condition is improved.
S304, after steering wheel return, driving torque of four wheels is controlled according to the opening degree of an accelerator pedal of the electric vehicle.
In one embodiment, at a first time after the electric vehicle is subjected to a crosswind from the left side and the user turns the steering wheel to the left, the drive torques of the four wheels are actively controlled until the lateral acceleration differs from the modified theoretical lateral acceleration by no more than a first threshold value and the yaw rate differs from the modified theoretical yaw rate by no more than a second threshold value. And after the end of the crosswind working condition is detected, the normal straight running is resumed, the driving torque control of the wheels is carried out under the condition of no crosswind interference, the driving torques of the four wheels are controlled according to the opening degree of an accelerator pedal of the electric vehicle, and the torque efficiency output by the motor is higher through automatically switching the control mode.
The embodiment of the application also provides a controller for executing the electric vehicle control method in the embodiment.
It is understood that the controller may be a single controller, such as a motor controller or a vehicle controller. Or the controller may be a controller cluster composed of a plurality of controllers, for example, including but not limited to a motor controller or a vehicle controller.
It can be appreciated that when the controller is a vehicle controller, the controller is configured to control the motors in the plurality of subassemblies such that the plurality of motors output torque indicated by the torque signal to control the driving torque of the four wheels of the electric vehicle when the electric vehicle is in a non-crosswind condition and the steering wheel angle of the electric vehicle is zero. Or may calculate a torque demand of the electric vehicle based on an accelerator pedal movement state indicated by an accelerator pedal signal and control torque output by motors in a plurality of powertrains. When the electric vehicle is subjected to left crosswind and the user turns the steering wheel leftwards, the motors in the multiple power assemblies are actively controlled to adjust the torque output. After actively controlling the plurality of powertrains to adjust torque output, controlling torque output by motors in the plurality of powertrains according to the received torque signal.
It will be appreciated that when the controller is a motor controller, for example, one of the plurality of motor controllers may be used as a main controller for outputting torque signals to other motor controllers except the main controller when the electric vehicle is in a non-crosswind condition and the steering wheel angle of the electric vehicle is zero, so that each motor controller controls the torque indicated by the corresponding motor output torque signal to control the driving torque of four wheels of the electric vehicle. Or may calculate a torque demand of the electric vehicle based on the accelerator pedal movement state indicated by the accelerator pedal signal, and output the corresponding torque demand to other motor controllers than the main controller, such that each motor controller controls the torque output by the corresponding motor. When the electric vehicle receives left crosswind and the user turns the steering wheel leftwards, corresponding torque adjustment information is output to other motor controllers, so that each motor controller controls the corresponding motor to adjust the torque output. After actively controlling the plurality of powertrains to adjust torque output, controlling torque output by motors in the plurality of powertrains according to the received torque signal.
Here, by dynamically adjusting the driving torque ratios of the four wheels in the crosswind scene, a counter torque against the yaw torque of the crosswind is generated, the electric vehicle is prevented from deviating from the running track due to the crosswind, and the running stability is improved. In addition, the driving torque proportion of the four wheels is automatically adjusted, so that the posture of the vehicle body is kept balanced under the condition that the user does not feel, the response speed is high, and the panic feeling of the user in a crosswind scene is reduced.
The foregoing is merely illustrative of the present application, and the present application is not limited thereto, and any person skilled in the art will readily recognize that variations or substitutions are within the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims (15)

1. A crosswind-resistant electric vehicle control method for controlling a plurality of motor-regulated torque outputs of an electric vehicle to control the electric vehicle to resist crosswind yaw when the electric vehicle is in a crosswind condition, the electric vehicle control method comprising:
Actively controlling the driving torque of two left wheels of the electric vehicle to be smaller than the driving torque of two right wheels at a first moment after the steering wheel of the electric vehicle rotates leftwards by more than a first preset angle;
At a second time after the first time, the steering wheel is turned down to the left, and the difference between the driving torques of the two left wheels and the driving torques of the two right wheels is actively controlled to decrease.
2. The electric vehicle control method according to claim 1, characterized in that the actively controlling the driving torque of the two left wheels of the electric vehicle to be smaller than the driving torque of the two right wheels includes:
Controlling the driving torque of the left front wheel and the left rear wheel of the electric vehicle to decrease and controlling the driving torque of the right front wheel and the right rear wheel to increase.
3. The electric vehicle control method according to claim 2, characterized in that the actively controlling the driving torque of the two left wheels of the electric vehicle to be smaller than the driving torque of the two right wheels includes:
controlling the driving torque of the left front wheel to be smaller than the driving torque of the right front wheel;
Controlling the driving torque of the left rear wheel to be negative torque and controlling the driving torque of the right rear wheel to be positive torque.
4. The electric vehicle control method according to claim 1, characterized in that the actively controlling the driving torque of the two left wheels of the electric vehicle to be smaller than the driving torque of the two right wheels includes:
Firstly, driving torques of a left front wheel and a right front wheel of the electric vehicle are controlled to be increased simultaneously, and driving torques of a left rear wheel and a right rear wheel of the electric vehicle are controlled to be reduced simultaneously;
after the driving torques of the left front wheel and the right front wheel are controlled to be increased simultaneously, the driving torques of the left front wheel and the left rear wheel of the electric vehicle are controlled to be reduced simultaneously and the driving torques of the right front wheel and the right rear wheel are controlled to be increased simultaneously.
5. The electric vehicle control method according to claim 4, characterized in that the actively controlling the driving torque of the two left wheels of the electric vehicle to be smaller than the driving torque of the two right wheels includes:
In controlling the driving torques of the left front wheel and the left rear wheel to be reduced simultaneously and controlling the driving torques of the right front wheel and the right rear wheel to be increased simultaneously, the sum of the driving torques of the left front wheel and the right front wheel is controlled to be unchanged and the sum of the driving torques of the left rear wheel and the right rear wheel is controlled to be unchanged.
6. The electric vehicle control method according to claim 1, characterized in that the actively controlling the driving torque of the two left wheels of the electric vehicle to be smaller than the driving torque of the two right wheels includes:
Firstly controlling the driving torque of a left front wheel and a right front wheel of the electric vehicle to be increased simultaneously and controlling the driving torque of a left rear wheel and a right rear wheel to be reduced simultaneously;
After the driving torques of the left front wheel and the right front wheel are controlled to be increased simultaneously, the driving torque of the left rear wheel is controlled to be decreased and the driving torque of the right rear wheel is controlled to be increased.
7. The electric vehicle control method according to any one of claims 1 to 6, characterized in that the electric vehicle control method further includes:
After the first time, actively controlling a braking system of the electric vehicle to output braking forces to the four wheels and controlling the braking system to output braking forces to the two left wheels to be larger than braking forces to the two right wheels.
8. The electric vehicle control method according to any one of claims 1 to 6, characterized in that the electric vehicle control method further includes:
after the first time, actively controlling the electric vehicle to increase the left rotation angle.
9. The electric vehicle control method according to claim 7 or 8, characterized in that the electric vehicle control method further includes:
after the first time, controlling the braking system to brake the electric vehicle so that the electric vehicle is brought into emergency stop in response to the yaw rate of the electric vehicle being greater than a set threshold.
10. The electric vehicle control method according to any one of claims 1 to 9, characterized in that the electric vehicle control method further includes:
During active control of the drive torque of the two left wheels of the electric vehicle to be smaller than the drive torque of the two right wheels, the sum of the components of the drive torque of the four wheels in the longitudinal direction of the body of the electric vehicle is controlled to remain unchanged.
11. The electric vehicle control method according to any one of claims 1 to 9, characterized in that the electric vehicle control method further includes:
In the process of actively controlling the driving torque of the two left wheels of the electric vehicle to be smaller than the driving torque of the two right wheels, the sum of the driving torques of the four wheels is controlled to be unchanged.
12. The electric vehicle control method according to any one of claims 1 to 9, characterized in that the electric vehicle control method further includes:
between the first time and the second time, a difference between the driving torques of the two left wheels and the driving torques of the two right wheels of the electric vehicle is actively controlled to increase with an increase in the left turning angle of the steering wheel.
13. The electric vehicle control method according to any one of claims 1 to 9, characterized in that the electric vehicle control method further includes:
At a third time subsequent to the second time, controlling a difference between the driving torques of the two left-side wheels and the driving torques of the two right-side wheels to be reduced to zero;
after the third time, driving torque of the four wheels is controlled to be torque indicated by an accelerator pedal of the electric vehicle.
14. A controller of an electric vehicle with cross wind resistance, characterized in that the controller is adapted to perform the method according to any one of claims 1-13.
15. An electric vehicle comprising four electric machines, a power cell, and a controller according to claim 14, wherein,
The four motors are configured to receive the power supplied from the power battery and output driving torque to four wheels of the electric vehicle.
CN202411758822.6A 2024-11-29 2024-11-29 Electric vehicle control method and controller resisting cross wind and electric vehicle Pending CN119682564A (en)

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CN202411758822.6A CN119682564A (en) 2024-11-29 2024-11-29 Electric vehicle control method and controller resisting cross wind and electric vehicle

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Application Number Priority Date Filing Date Title
CN202411758822.6A CN119682564A (en) 2024-11-29 2024-11-29 Electric vehicle control method and controller resisting cross wind and electric vehicle

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009248689A (en) * 2008-04-03 2009-10-29 Toyota Motor Corp Driving force control device for vehicle
CN105263776A (en) * 2013-06-14 2016-01-20 日立汽车系统株式会社 Vehicle control system
US20170361834A1 (en) * 2016-06-21 2017-12-21 Ford Global Technologies, Llc System for mitigating vehicle sway
CN111332276A (en) * 2018-11-30 2020-06-26 丰田自动车株式会社 Vehicle Interference Detection Equipment
CN117799449A (en) * 2024-01-22 2024-04-02 长城汽车股份有限公司 Lateral movement control method, vehicle and readable storage medium

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009248689A (en) * 2008-04-03 2009-10-29 Toyota Motor Corp Driving force control device for vehicle
CN105263776A (en) * 2013-06-14 2016-01-20 日立汽车系统株式会社 Vehicle control system
US20170361834A1 (en) * 2016-06-21 2017-12-21 Ford Global Technologies, Llc System for mitigating vehicle sway
CN111332276A (en) * 2018-11-30 2020-06-26 丰田自动车株式会社 Vehicle Interference Detection Equipment
CN117799449A (en) * 2024-01-22 2024-04-02 长城汽车股份有限公司 Lateral movement control method, vehicle and readable storage medium

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