A vehicle control system for a formula electric racing car

Abstract

The present invention discloses a whole vehicle control system for a formula electric racing car, and specifically relates to the technical field of racing car control. Its technical points include: a perception module, which is used to receive and send perception signals and analyze the perception signals; a control module, which includes a whole vehicle controller and multiple functional units, and the whole vehicle controller is used to receive the perception signals from the perception module, and after converting the perception signals into perception data by using a one-dimensional lookup table, judge whether they are greater than a preset operating condition, and if they are greater than the preset operating condition, send a signal fault mark, otherwise output the perception signal; the multiple functional units respectively identify and interpret the perception signals and the signal fault marks and perform fault processing, and send the control instructions obtained by the processing to the execution module; the execution module is used to receive the control instructions sent by the control module, control the operation of at least one actuator based on the control instructions, and send the operating data generated by the operation to the perception module as a perception signal.

Description

Technical Field

[0001] The present invention relates to the technical field of racing car control, and in particular to a whole vehicle control system for a formula electric racing car. Background Art

[0002] Formula Student Electric China (FSEC) is part of the Chinese Formula Student series of events. The vehicle control system of a Formula car is the brain of the entire car and the core that determines the performance of the car.

[0003] However, most of the existing formula racing car control systems use open-loop control, so it is impossible to perform feedback control on the output control instructions based on the parameter data generated during the driving process of the racing car, which causes the racing car drive to be in a low-efficiency operating state for a long time, affecting the service life of the racing car drive; for example, in motor torque control, the perception, control and execution in the existing vehicle control system use open-loop control, and the accelerator pedal travel angle directly corresponds to the torque instruction, but this will cause the motor to run in a low-efficiency range most of the time, without good protection for the motor, and the motor is prone to high-temperature demagnetization and life reduction.

[0004] Therefore, the present invention aims to provide a whole vehicle control system for a formula electric racing car to solve the above-mentioned related problems. Summary of the invention

[0005] The technical problem to be solved by the present invention is that the existing whole vehicle control system adopts open-loop control, and does not perform feedback control on the output control instructions according to the parameter data generated during the driving process of the racing car, which causes the racing car drive to be in a low-efficiency operating state for a long time, affecting the service life of the racing car drive. The purpose is to provide a whole vehicle control system for a formula electric racing car, wherein at least one sensor in a perception module continuously collects the operating parameters generated by at least one actuator, the perception module parses the perception signal and sends it to the control module, the functional unit in the control module compares and judges the operating parameters carried by the perception signal with the preset operating conditions, updates the current operating state based on the judgment result, generates the control instructions for the operating state of the next state, and then inputs them into the execution module for execution, so that the perception module, the control module and the execution module constitute a closed-loop control system, and achieves the purpose of controlling the operating state using the operating parameters generated by the execution module.

[0006] The present invention is achieved through the following technical solutions:

[0007] A whole vehicle control system for a formula electric racing car, the system comprising:

[0008] A perception module, used for receiving and sending perception signals and analyzing the perception signals; wherein the perception signals include CAN communication signals and hard-line signals;

[0009] The control module includes a vehicle controller and multiple functional units. The vehicle controller is used to receive the perception signal from the perception module, convert the perception signal into perception data using a one-dimensional lookup table, and then determine whether it is greater than a preset operating condition. If it is greater than the preset operating condition, a signal fault mark is issued, otherwise, a perception signal is output; the multiple functional units respectively identify and interpret the perception signal and the signal fault mark and perform fault processing, and send the processed control instructions to the execution module;

[0010] The execution module is used to receive the control instruction sent by the control module, control the operation of at least one actuator based on the control instruction, and send the operation data generated by the operation to the perception module as a perception signal.

[0011] Furthermore, the CAN communication signal includes motor temperature, motor resolver signal, single cell voltage, battery box temperature and insulation resistance; the hard-wire signal includes brake line oil pressure signal, at least one accelerator pedal travel angle signal and panel button signal.

[0012] Furthermore, the multiple functional units include a pedal conflict detection unit, an output torque command calculation unit, a vehicle state switching unit and a fault processing unit.

[0013] Further, the vehicle controller is used to receive the perception signal from the perception module, convert the perception signal into perception data using a one-dimensional table lookup, and then determine whether it is greater than a preset operating condition. If it is greater than the preset operating condition, a signal fault mark is issued, otherwise, a perception signal is output. Specifically, the vehicle controller includes a first judgment subunit, a second judgment subunit, and a third judgment subunit;

[0014] A first judgment subunit is used to receive a first accelerator pedal stroke angle signal and a second accelerator pedal stroke angle signal, obtain the first accelerator pedal stroke angle and the second accelerator pedal stroke angle by using a one-dimensional table lookup conversion, and judge whether a difference between the first accelerator pedal stroke angle and the second accelerator pedal stroke angle exceeds a first threshold value; if the difference does not exceed, output the first accelerator pedal stroke angle signal, the second accelerator pedal stroke angle signal, and an average value of the accelerator pedal stroke angle obtained by averaging the two accelerator pedal stroke angles into the second judgment subunit; if the difference exceeds, output a signal fault flag to the fault processing unit;

[0015] a second judgment subunit, for judging whether the first accelerator pedal stroke angle signal, the second accelerator pedal stroke angle signal or the average accelerator pedal stroke angle signal is greater than a preset operating condition, and if so, sending a signal fault flag to a fault processing unit; if not, sending the average accelerator pedal stroke angle signal to a pedal conflict detection unit and an output torque command calculation unit;

[0016] The third judgment subunit is used to receive the brake line oil pressure signal, convert the brake line oil pressure signal into a brake line oil pressure value using a one-dimensional table lookup, and judge whether the brake line oil pressure signal or the brake line oil pressure value is greater than a preset operating condition. If it is greater than the preset operating condition, a signal fault mark is sent to the fault processing unit; if it is not greater than the preset operating condition, the brake line oil pressure value is sent to the pedal conflict detection unit and the output torque command calculation unit.

[0017] Furthermore, the pedal conflict detection unit is used to determine whether the accelerator pedal and the brake pedal are working simultaneously based on the received average accelerator pedal stroke angle value, pipeline oil pressure value and motor power. If they are working simultaneously, a pedal conflict error status identifier is sent to the fault handling unit; if they are not working simultaneously, a normal status signal is output to the vehicle status switching unit.

[0018] Further, the pedal conflict detection unit is used to determine whether the accelerator pedal and the brake pedal are working at the same time based on the received average value of the accelerator pedal stroke angle, the pipeline oil pressure value and the motor power. If they are working at the same time, a pedal conflict error state flag is sent to the fault processing unit. If they are not working at the same time, a normal state signal is output to the vehicle state switching unit. Specifically, the pedal conflict detection unit includes a fourth judgment subunit, a fifth judgment subunit, a sixth judgment subunit and a seventh judgment subunit;

[0019] A fourth judgment subunit is used to judge whether the average value of the accelerator pedal stroke angle or the motor power is greater than a preset second threshold value, and if so, enter the fifth judgment subunit, and if not, output a correct state signal;

[0020] a fifth judgment subunit, for judging whether the brake line oil pressure value is greater than a preset third threshold value, and if so, outputting a pedal conflict error state signal to the sixth judgment subunit, and if not, outputting a correct state signal;

[0021] a sixth judgment subunit, used to judge whether the duration of the pedal conflict error state signal is greater than a preset fourth threshold value, and if so, output a pedal conflict latch state signal to the seventh judgment subunit, and if not, output a correct state signal;

[0022] The seventh judgment subunit is used to judge whether the accelerator pedal travel angle is greater than the preset fifth threshold after receiving the pedal conflict latch state signal. If it is greater, it outputs the pedal conflict latch state signal and sends the pedal conflict error state identifier to the fault processing unit; if it is not greater, it outputs the correct state signal.

[0023] Furthermore, the output torque command calculation unit is used to obtain a basic torque command based on the received average value of the accelerator pedal stroke angle and the motor speed, and to obtain a torque upper limit limit command based on the motor power and the pipeline oil pressure value. The torque command is obtained by comprehensively calculating the basic torque command, the torque upper limit limit command and the processing result of the fault processing unit, and the torque command is output to the execution module.

[0024] Furthermore, the vehicle state switching unit is used to switch the vehicle state based on the obtained brake line oil pressure signal, accelerator pedal travel angle signal and panel button signal.

[0025] Further, the vehicle state switching unit is used to switch and control the vehicle state based on the obtained brake line oil pressure signal, accelerator pedal travel angle signal and panel button signal, specifically: the vehicle state switching unit includes a system self-check subunit, an eighth judgment subunit and a ninth judgment subunit;

[0026] The system self-check subunit is used to perform self-check on the control system based on the collected brake line oil pressure signal, accelerator pedal travel angle signal and panel button signal. If the self-check passes, the vehicle mode is switched to the ready state. If the self-check fails, the brake line oil pressure signal, accelerator pedal travel angle signal and panel button signal are collected again.

[0027] an eighth judgment subunit, for judging whether the accelerator pedal travel angle, the brake line oil pressure value and the panel control signal meet the preset driving conditions after the vehicle enters the ready state, and if the driving conditions are met, switching the vehicle mode to the pre-driving state, and if the driving conditions are not met, maintaining the ready state;

[0028] The ninth judgment subunit is used to judge whether the duration of the pre-driving state reaches a preset sixth threshold after the vehicle enters the pre-driving state. If so, the vehicle mode is switched to the waiting state; if not, the vehicle mode is switched to the ready state.

[0029] Furthermore, the fault processing unit is used to send a control instruction for cutting off the power output to the execution module based on the acquired signal fault identifier and pedal conflict error state identifier.

[0030] Compared with the prior art, the present invention has the following advantages and beneficial effects:

[0031] In the present invention, at least one sensor in the perception module continuously collects the operating parameters generated by at least one actuator, the perception module parses the perception signal and sends it to the control module, the functional unit in the control module compares and judges the operating parameters carried by the perception signal with the preset operating conditions, updates the current operating state based on the judgment result, and generates a control instruction for the operating state of the next state, which is then input into the execution module for execution, so that the perception module, the control module and the execution module constitute a closed-loop control system, achieving the purpose of controlling the operating state by using the operating parameters generated by the execution module, and solving the technical problem that the existing vehicle control system adopts open-loop control and fails to perform feedback control on the output control instructions according to the parameter data generated during the driving of the racing car, thereby causing the racing car drive to be in an inefficient operating state for a long time, affecting the service life of the racing car drive. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] In order to more clearly illustrate the technical solutions of the exemplary embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments. It should be understood that the following drawings only illustrate certain embodiments of the present invention and should not be regarded as limiting the scope. For those of ordinary skill in the art, other relevant drawings can be obtained based on these drawings without creative work. In the drawings:

[0033] Figure 1 This is a schematic diagram of a system module of a whole vehicle control system for a formula electric racing car in this embodiment;

[0034] Figure 2 This is a schematic diagram of a module of a vehicle controller in a vehicle control system for a formula electric racing car in this embodiment;

[0035] Figure 3 This is a module schematic diagram of a pedal conflict detection unit in a whole vehicle control system for a formula electric racing car in this embodiment;

[0036] Figure 4 This is a module schematic diagram of a vehicle state switching unit in a vehicle control system for a formula electric racing car in this embodiment;

[0037] Figure 5 This is a schematic diagram of a simulation module of a whole vehicle control system for a formula electric racing car in this embodiment;

[0038] Figure 6 This is a schematic diagram of a simulation module for detecting an accelerator pedal sensor signal in a vehicle control system of a Formula One electric racing car in this embodiment;

[0039] Figure 7 and Figure 8All of them are schematic diagrams of a simulation module for CAN message parsing input in a whole vehicle control system for a formula electric racing car in this embodiment;

[0040] Fig. 9 This is a schematic diagram of a simulation module of a pedal conflict detection unit in a whole vehicle control system for a formula electric racing car in this embodiment;

[0041] Fig.10 This is a schematic diagram of a simulation module of an output torque command calculation unit in a whole vehicle control system for a formula electric racing car in this embodiment;

[0042] Fig.11 and Fig.12 All of them are schematic diagrams of simulation modules of a whole vehicle state switching unit in a whole vehicle control system for a formula electric racing car in this embodiment;

[0043] Fig.13 This is a schematic diagram of a simulation module of a fault processing unit in a whole vehicle control system for a formula electric racing car in this embodiment;

[0044] Fig.14 This is a schematic diagram of a simulation module of a cooling system control unit in a whole vehicle control system for a formula electric racing car in this embodiment;

[0045] Fig.15 and Fig.16 All of them are schematic diagrams of a simulation module for CAN message parsing and output in a whole vehicle control system for a formula electric racing car in this embodiment;

[0046] Fig.17 Schematic diagram of a simulation module of a vehicle controller drive module in a vehicle control system for a Formula One electric racing car in this embodiment.

[0047] Reference numerals:

[0048] 1. Perception module; 2. Control module; 3. Execution module; 11. Accelerator pedal travel angle sensor; 12. Brake oil pressure sensor; 13. Control panel button; 14. Motor controller; 15. Battery management system; 21. Vehicle controller; 22. Pedal conflict detection unit; 23. Output torque command calculation unit; 24. Vehicle state switching unit; 25. Fault handling unit; 26. Cooling system control unit; 31. Motor; 32. Battery box; 33. Instrument; 34. Brake light; 35. Safety circuit; 36. Cooling water pump; 110. First judgment subunit; 120. Second judgment subunit; 130. Third judgment subunit; 210. Fourth judgment subunit; 220. Fifth judgment subunit; 230. Sixth judgment subunit; 240. Seventh judgment subunit; 310. System self-check subunit; 320. Eighth judgment subunit; 330. Ninth judgment subunit. DETAILED DESCRIPTION

[0049] The following is a description of exemplary embodiments of the present disclosure in conjunction with the accompanying drawings, including various details of the embodiments of the present disclosure to facilitate understanding, which should be considered as merely exemplary. Therefore, it should be recognized by those of ordinary skill in the art that various changes and modifications may be made to the embodiments described herein without departing from the scope of the present disclosure. Similarly, for the sake of clarity and conciseness, the description of well-known functions and structures is omitted in the following description.

[0050] In the present disclosure, unless otherwise specified, the use of the terms "first", "second", etc. to describe various elements is not intended to limit the positional relationship, timing relationship, or importance relationship of these elements, and such terms are only used to distinguish one element from another element. In some examples, the first element and the second element may refer to the same instance of the element, and in some cases, based on the description of the context, they may also refer to different instances.

[0051] The terms used in the description of various examples in this disclosure are only for the purpose of describing specific examples and are not intended to be limiting. Unless the context clearly indicates otherwise, if the number of elements is not specifically limited, the element can be one or more. In addition, the term "and / or" used in this disclosure covers any one of the listed items and all possible combinations.

[0052] Example

[0053] A whole vehicle control system for a formula electric racing car, the system comprising:

[0054] The sensing module 1 is used to receive and send sensing signals and analyze the sensing signals; wherein the sensing signals include CAN communication signals and hard-wire signals, the CAN communication signals include the temperature of the motor 31, the resolver signal of the motor 31, the voltage of the single cell, the temperature of the battery box 32 and the insulation resistance; the hard-wire signals include the brake line oil pressure signal, at least one accelerator pedal travel angle signal and the panel button signal;

[0055] It should be noted that, in the present embodiment, the perception module 1 also includes various sensors, control panel buttons 13, information transceiver equipment of the motor 31 controller 14 itself, and a battery management system 15 for battery management. The various sensors include an accelerator pedal travel angle sensor 11 and a brake oil pressure sensor 12; the information transceiver equipment of the motor 31 controller 14 itself and the battery management system 15 are connected to the vehicle controller 21 via CAN messages of the CAN communication network, and the various sensors and control buttons are directly connected to the vehicle controller 21 via circuit connections.

[0056] Specifically, parsing the sensed signal means parsing (Unpacking) the CAN message from the CAN communication network, and sending the parsed value to the control module 2. Use the CAN communication module in Simulink to build a message parsing function module, write a dbc file according to the communication protocol of the motor 31 controller 14 and the battery management system 15 and import it into the message parsing function module, and define the enabling cycle of the message parsing function module and adjust the baud rate of the vehicle controller 21 with reference to the message sending cycle and baud rate in the protocol.

[0057] The control module 2 includes a vehicle controller 21 and multiple functional units. The vehicle controller 21 is used to receive the perception signal from the perception module 1, convert the perception signal into perception data using a one-dimensional table lookup, and then determine whether it is greater than a preset operating condition. If it is greater than the preset operating condition, a signal fault mark is issued, otherwise a perception signal is output; the multiple functional units respectively identify and interpret the perception signal and the signal fault mark and perform fault processing, and send the processed control instructions to the execution module 3, wherein the multiple functional units include a pedal conflict detection unit 22, an output torque instruction calculation unit 23, a vehicle state switching unit 24 and a fault processing unit 25;

[0058] The execution module 3 is used to receive the control instruction sent by the control module 2, control the operation of at least one actuator based on the control instruction, and send the operation data generated by the operation to the perception module 1 as a perception signal.

[0059] It should be noted that, in this embodiment, the actuator includes a motor 31 controller 14, a motor 31, a battery management system 15, a battery box 32, an instrument 33, a safety circuit 35, a brake light 34 and a cooling water pump 36; the motor 31 is connected to the motor 31 controller 14 through a circuit connection, the battery management system 15 is connected to the battery box 32 through a circuit connection, the instrument 33 is connected to the vehicle control system through a CAN message of the CAN communication network, and the safety circuit 35, the brake light 34 and the cooling water pump 36 are directly connected to the vehicle controller 21 through a circuit connection; the control instruction sent by the control module 2 integrates the gear position, control mode, torque, and speed instructions into one message, and uses the CAN package sending module in Simulink to send the information to the motor 31 controller 14 according to the communication protocol.

[0060] Furthermore, when the control system is started, a power-on initialization operation is required. After the vehicle control system is powered on, each module in the system will be initialized.

[0061] Specifically, at least one sensor in the perception module 1 continuously collects the operating parameters generated by at least one actuator, the perception module 1 parses the perception signal and sends it to the control module 2, the functional unit in the control module 2 compares and judges the operating parameters carried by the perception signal with the preset operating conditions, and updates the current operating state based on the judgment result to generate a control instruction for the operating state of the next state, which is then input into the execution module 3 for execution, so that the perception module 1, the control module 2 and the execution module 3 form a closed-loop control system, thereby achieving the purpose of controlling the operating state using the operating parameters generated by the execution module 3.

[0062] Further, the vehicle controller 21 is used to receive the perception signal from the perception module 1, and after converting the perception signal into perception data using a one-dimensional table lookup, determine whether it is greater than a preset operating condition, and if it is greater than the preset operating condition, issue a signal fault mark, otherwise output a perception signal, specifically: the vehicle controller 21 includes a first judgment subunit 110, a second judgment subunit 120 and a third judgment subunit 130;

[0063] The first judgment subunit 110 is used to receive the first accelerator pedal stroke angle signal and the second accelerator pedal stroke angle signal, obtain the first accelerator pedal stroke angle and the second accelerator pedal stroke angle by one-dimensional table lookup conversion, and judge whether the difference between the first accelerator pedal stroke angle and the second accelerator pedal stroke angle exceeds a first threshold value. If the difference does not exceed, the first accelerator pedal stroke angle signal, the second accelerator pedal stroke angle signal and the average accelerator pedal stroke angle obtained by averaging the two accelerator pedal stroke angles are output to the second judgment subunit 120; if the difference exceeds, a signal fault flag is output to the fault processing unit 25;

[0064] It should be noted that since the accelerator pedal signal is quite important in vehicle driving safety, we define the accelerator pedal travel angle signal as a system key signal. For the sake of safety redundancy, in this embodiment, two angle sensors that do not share a common power supply and have different and non-intersecting transmission functions are used to simultaneously detect the accelerator pedal travel angle to obtain two accelerator pedal travel angle values.

[0065] Specifically, in the present embodiment, the first threshold is set to 10%, and other thresholds may also be set in other embodiments; because the transfer functions of the two angle sensors are different and do not intersect, the output electrical signals of the two are different, but the accelerator pedal travel angles indicated by the two should indicate the same angle after a one-dimensional table lookup. When the angle difference indicated by the two sensors after the table lookup exceeds 10%, it is determined that at least one sensor has failed, and a signal fault identifier indicating a sensor failure is sent to the fault processing unit 25.

[0066] The second judgment subunit 120 is used to judge whether the first accelerator pedal stroke angle signal, the second accelerator pedal stroke angle signal or the average accelerator pedal stroke angle signal is greater than a preset operating condition, and if so, send a signal fault flag to the fault processing unit 25; if not, send the average accelerator pedal stroke angle signal to the pedal conflict detection unit 22 and the output torque command calculation unit 23;

[0067] Specifically, in the present embodiment, the preset operating conditions include the signal output range of the angle sensor in a normal state and the maximum angle that the accelerator pedal can actually reach; if the first accelerator pedal stroke angle signal or the second accelerator pedal stroke angle signal is greater than the signal output range of the angle sensor in a normal state, or the average accelerator pedal stroke angle is greater than the maximum angle that the accelerator pedal can actually reach, a signal fault flag is sent to the fault processing unit 25, otherwise the average accelerator pedal stroke angle is sent to the pedal conflict detection unit 22 and the output torque command calculation unit 23.

[0068] The third judgment subunit 130 is used to receive the brake line oil pressure signal, convert the brake line oil pressure signal into a brake line oil pressure value using a one-dimensional table lookup, and judge whether the brake line oil pressure signal or the brake line oil pressure value is greater than a preset operating condition. If it is greater than the preset operating condition, a signal fault mark is sent to the fault processing unit 25; if it is not greater than the preset operating condition, the brake line oil pressure value is sent to the pedal conflict detection unit 22 and the output torque command calculation unit 23.

[0069] It should be noted that, in this embodiment, the brake oil circuit oil pressure sensor is used to indicate the degree of brake pedal depression by detecting the pressure in the brake oil circuit during braking. The brake pedal signal is very important in vehicle driving safety, so we define this signal as a system key signal.

[0070] Specifically, in the present embodiment, the preset operating conditions also include the signal output range of the oil pressure sensor under normal conditions and the maximum oil pressure value that the brake line can actually reach; if the brake line oil pressure signal is greater than the signal output range of the oil pressure sensor under normal conditions, or the brake line oil pressure value is greater than the maximum oil pressure value that the brake line can actually reach, a signal fault flag is sent to the fault processing unit 25, otherwise the brake line oil pressure value is sent to the pedal conflict detection unit 22 and the output torque command calculation unit 23.

[0071] Furthermore, the pedal conflict detection unit 22 is used to determine whether the accelerator pedal and the brake pedal are working simultaneously based on the received average accelerator pedal stroke angle value and pipeline oil pressure value and the power of the motor 31. If they are working simultaneously, a pedal conflict error state mark is sent to the fault handling unit 25; if they are not working simultaneously, a normal state signal is output to the vehicle state switching unit 24.

[0072] It should be noted that, in this embodiment, the power of the motor 31 is the data carried by the sensing signal output by the information receiving and transmitting device of the motor 31 controller 14 itself in the sensing module 1; when the accelerator pedal and the brake pedal are working at the same time, it will cause certain damage to the motor 31. In serious cases, it may directly cause the permanent magnet motor 31 to be demagnetized, so this situation must be avoided. This control system monitors the accelerator pedal stroke, the power of the motor 31, and the oil pressure of the brake oil circuit to determine whether the accelerator pedal and the brake pedal are working at the same time.

[0073] Further, the pedal conflict detection unit 22 is used to determine whether the accelerator pedal and the brake pedal are working at the same time based on the received average value of the accelerator pedal stroke angle, the pipeline oil pressure value and the power of the motor 31. If they are working at the same time, a pedal conflict error state flag is sent to the fault processing unit 25. If they are not working at the same time, a normal state signal is output to the vehicle state switching unit 24. Specifically, the pedal conflict detection unit 22 includes a fourth judgment subunit 210, a fifth judgment subunit 220, a sixth judgment subunit 230 and a seventh judgment subunit 240;

[0074] The fourth judgment subunit 210 is used to judge whether the average value of the accelerator pedal stroke angle or the power of the motor 31 is greater than a preset second threshold value, and if so, enter the fifth judgment subunit 220, and if not, output a correct state signal;

[0075] It should be noted that, in this embodiment, the preset second threshold value refers to the average value of the accelerator pedal stroke angle being 25%, or the power of the motor 31 being 5KW.

[0076] The fifth judgment subunit 220 is used to judge whether the brake line oil pressure value is greater than a preset third threshold value, and if so, output a pedal conflict error state signal to the sixth judgment subunit 230, and if not, output a correct state signal;

[0077] It should be noted that, in this embodiment, the preset third threshold value refers to the brake line oil pressure value of 5 MPa.

[0078] The sixth judgment subunit 230 is used to judge whether the duration of the pedal conflict error state signal is greater than a preset fourth threshold value, and if so, output the pedal conflict latch state signal to the seventh judgment subunit 240, and if not, output the correct state signal;

[0079] It should be noted that, in this embodiment, the preset fourth threshold value means that the duration of the pedal conflict error state signal is 500 ms.

[0080] The seventh judgment subunit 240 is used to judge whether the accelerator pedal travel angle is greater than the preset fifth threshold after receiving the pedal conflict latch state signal. If it is greater, it outputs the pedal conflict latch state signal and sends the pedal conflict error state identifier to the fault processing unit 25; if it is not greater, it outputs the correct state signal.

[0081] It should be noted that, in this embodiment, the preset fifth threshold value refers to the accelerator pedal travel angle of 5%.

[0082] Specifically, in this embodiment, when the accelerator pedal is depressed more than 25% or the motor power exceeds 5KW, if the system detects that the oil pressure exceeds 5MPa, emergency braking occurs, then it is determined that the accelerator pedal and the brake pedal are working simultaneously, and the system immediately issues a pedal conflict error state flag and sends it to the fault handling unit 25; if the above-mentioned conditions for entering the error state disappear, the state switches to normal, and the error state flag is canceled. When the error state is entered for more than 500ms, it enters the latched state. At this time, if the accelerator pedal stroke drops to 5% or less, the state will switch from latched to normal.

[0083] Furthermore, the output torque command calculation unit 23 is used to obtain a basic torque command based on the received average value of the accelerator pedal stroke angle and the speed of the motor 31, and to obtain a torque upper limit limit command based on the power of the motor 31 and the pipeline oil pressure value. The torque command is obtained by comprehensively calculating the basic torque command, the torque upper limit limit command and the processing result of the fault processing unit 25, and the torque command is output to the execution module 3.

[0084] It should be noted that, in the present embodiment, the rotation speed of the motor 31 is data carried by a sensing signal output by an information transceiver device of the motor 31 controller 14 in the sensing module 1 .

[0085] Specifically, in this embodiment, the basic torque instruction is calculated by a two-dimensional table lookup based on the average value of the motor 31 speed and the accelerator pedal stroke angle fed back by the motor 31 controller 14; the instruction is based on the basic value obtained by calculation, and the basic torque instruction needs to be further calculated with other modules to obtain an accurate torque instruction and send it; based on the rules of the game, the power of the motor 31 of the drive system cannot exceed 80KW, so this control system calculates the power of the motor 31 by calculating the voltage and current values ​​fed back by the motor 31 controller 14; when the power is below 95% of 80KW, the torque instruction will not be restricted, when it reaches 98%, the upper limit of the torque instruction is limited to 500, and when it reaches 99%, the torque instruction is set to 0; this hierarchical restriction measure fully ensures that the vehicle will not exceed the power limit of the rules, and also ensures the normal output of the vehicle power, and the situation where the power of the motor 31 reaches the upper limit will not occur. Once the power of the motor 31 reaches the upper limit, the power will be restricted to organize the power to continue to rise.

[0086] During the driving process of the racing car, due to the changeable track conditions, the accelerator pedal and the brake pedal may be slightly pressed at the same time when entering and exiting a curve or a continuous S-shaped curve. 1) Part of the risk avoidance is performed for pedal conflict during emergency braking. However, if the power is immediately cut off when a slight pedal conflict occurs, it will seriously affect the stability of vehicle driving and power output. Therefore, pedal conflict is allowed when the oil pressure is below 2MPa, and the torque is limited. When the oil pressure is below 0.5MPa, there is no effect on the torque command. When the torque command is 2MPa, the torque command is 0. A one-dimensional function is defined by these two situations and the one-dimensional function is used to limit the upper limit of the torque command for the situation between the two. The torque command is obtained by comprehensively calculating the basic torque command, the torque upper limit limit command and the processing result of the fault processing unit 25, and the torque command is output to the execution module;

[0087] It should be noted that the torque instruction steps are as follows: first, the basic torque instruction calculation module in the output torque instruction calculation unit obtains the basic torque instruction (range 0-1000) by using the two-dimensional table lookup through the motor speed and the accelerator pedal angle travel signal, and then the torque upper limit limit module obtains the torque upper limit limit instruction (range 0-1000) by calculating whether the motor power is close to or exceeds the preset upper limit value and the power limitation caused by slight braking of the brake pedal, and selects the maximum value of the two torque limit instructions as the upper limit value of the basic torque instruction (if the motor power is not close to or exceeds the preset value, and the braking does not cause torque limitation, the output torque upper limit limit instruction is 1000); finally, the processing result of the fault handling unit calculates the basic torque instruction calculated in the previous step. If there is no fault, the basic torque instruction value is directly output, and if there is a fault, the torque instruction value is directly output as 0.

[0088] Furthermore, the vehicle state switching unit 24 is used to switch the vehicle state based on the obtained brake line oil pressure signal, accelerator pedal travel angle signal and panel button signal.

[0089] It should be noted that, in this embodiment, the Stateflow state machine module is used to design the vehicle state switching unit 24. According to the requirements of the competition rules and safety considerations, the vehicle cannot directly enter the drivable state after the high voltage is powered on, and additional operations are required to put the vehicle into the ready-to-drive state.

[0090] Further, the vehicle state switching unit 24 is used to switch and control the vehicle state based on the obtained brake line oil pressure signal, accelerator pedal travel angle signal and panel button signal. Specifically, the vehicle state switching unit 24 includes a system self-checking subunit 310, an eighth judgment subunit 320 and a ninth judgment subunit 330;

[0091] The system self-check subunit 310 is used to perform a self-check on the control system based on the collected brake line oil pressure signal, accelerator pedal travel angle signal and panel button signal. If the self-check passes, the vehicle mode is switched to the ready state. If the self-check fails, the brake line oil pressure signal, accelerator pedal travel angle signal and panel button signal are collected again.

[0092] The eighth judgment subunit 320 is used to judge whether the accelerator pedal travel angle, the brake line oil pressure value and the panel control signal meet the preset driving conditions after the vehicle enters the ready state, and if the driving conditions are met, the vehicle mode is switched to the pre-driving state; if the driving conditions are not met, the ready state is maintained;

[0093] It should be noted that, in this embodiment, the preset driving condition means that the accelerator pedal travel angle is 0, the brake line oil pressure value is greater than 2MPa, and the panel pre-driving button is pressed.

[0094] The ninth judgment subunit 330 is used to judge whether the duration of the pre-driving state reaches a preset sixth threshold after the vehicle enters the pre-driving state, and if so, switch the vehicle mode to the waiting state; if not, switch the vehicle mode to the ready state.

[0095] It should be noted that, in this embodiment, the preset sixth threshold value is that the pre-driving state lasts for 25 ms.

[0096] Specifically, in this embodiment, after the high and low voltages of the whole vehicle are powered on, the whole vehicle state switching unit 24 is initialized, and signals such as the accelerator pedal, brake oil pressure, and panel buttons are input into the module. When the high and low voltages of the whole vehicle are powered on, the motor 31 controller 14 performs self-inspection, and after the self-inspection passes, it sends a self-inspection pass signal to enter the ready state. At this time, the pre-driving button on the panel is pressed while the brake is pressed and the accelerator pedal is released. The above state is maintained for more than 0.25 seconds, and the whole vehicle controller 21 sends a buzzer drive signal. After the buzzer sounds for 2 seconds, the whole vehicle enters the ready-to-drive state. After entering the ready-to-drive state, the vehicle can be driven by pressing the accelerator pedal.

[0097] Furthermore, the fault processing unit 25 is used to send a control instruction for cutting off the power output to the execution module 3 based on the acquired signal fault flag and pedal conflict error state flag.

[0098] Specifically, in this embodiment, various faults occurring in the perception module 1 and the control module 2 will be summarized in the fault processing unit 25, and an "OR" logic operation will be performed on the five system key signals. When any system key signal fails, a system fault signal identifier will be issued, and a first-level fault control instruction to cut off power output will be triggered.

[0099] Furthermore, the control module 2 provided in this embodiment also includes a cooling system control unit 26. The motor 31 and the motor 31 controller 14 in the racing car are cooled by water. In order to avoid consuming low-voltage battery power by turning on the water pump under low temperature conditions, this unit controls the opening of the cooling water pump 36. After actual testing, it is found that setting the water pump opening temperature to 55 degrees Celsius is most conducive to cooling the motor 31 and the controller. The motor 31 controller 14 temperature and the motor 31 temperature of the sensing module 1 are sent to this unit, and an "or" logical operation is used. When the temperature of the motor 31 or the motor 31 controller 14 reaches 55 degrees Celsius, the cooling system water pump is turned on for cooling.

[0100] The specific implementation methods described above further illustrate the objectives, technical solutions and beneficial effects of the present invention in detail. It should be understood that the above description is only a specific implementation method of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A vehicle control system for a formula electric racing car, characterized in that: system include: A sensing module is used to receive and send sensing signals and analyze the sensing signals; wherein the sensing signals include CAN communication signals and hard-wire signals, the CAN communication signals include motor temperature, motor resolver signals, single cell voltage, battery box temperature and insulation resistance; the hard-wire signals include brake line oil pressure signals, at least one accelerator pedal travel angle signal and panel button signals; The control module includes a vehicle controller and multiple functional units. The vehicle controller is used to receive the perception signal from the perception module, convert the perception signal into perception data using a one-dimensional lookup table, and then determine whether it is greater than a preset operating condition. If it is greater than the preset operating condition, a signal fault mark is issued, otherwise, a perception signal is output; the multiple functional units respectively identify and interpret the perception signal and the signal fault mark and perform fault processing, and send the processed control instructions to the execution module; The multiple functional units include a pedal conflict detection unit, an output torque command calculation unit, a vehicle state switching unit and a fault processing unit, and the vehicle controller includes a first judgment subunit, a second judgment subunit and a third judgment subunit; A first judgment subunit is used to receive a first accelerator pedal stroke angle signal and a second accelerator pedal stroke angle signal, obtain the first accelerator pedal stroke angle and the second accelerator pedal stroke angle by using a one-dimensional table lookup conversion, and judge whether a difference between the first accelerator pedal stroke angle and the second accelerator pedal stroke angle exceeds a first threshold value; if the difference does not exceed, output the first accelerator pedal stroke angle signal, the second accelerator pedal stroke angle signal, and an average value of the accelerator pedal stroke angle obtained by averaging the two accelerator pedal stroke angles into the second judgment subunit; if the difference exceeds, output a signal fault flag to the fault processing unit; a second judgment subunit, for judging whether the first accelerator pedal stroke angle signal, the second accelerator pedal stroke angle signal or the average accelerator pedal stroke angle signal is greater than a preset operating condition, and if so, sending a signal fault flag to a fault processing unit; if not, sending the average accelerator pedal stroke angle signal to a pedal conflict detection unit and an output torque command calculation unit; a third judgment subunit, for receiving a brake line oil pressure signal, converting the brake line oil pressure signal into a brake line oil pressure value by using a one-dimensional table lookup, and judging whether the brake line oil pressure signal or the brake line oil pressure value is greater than a preset operating condition, and if so, sending a signal fault identification to a fault processing unit; if not, sending the brake line oil pressure value to a pedal conflict detection unit and an output torque command calculation unit; An execution module, configured to receive a control instruction sent by the control module, control the operation of at least one actuator based on the control instruction, and send a perception signal of the operation data generated by the operation to the perception module; The pedal conflict detection unit is used to determine whether the accelerator pedal and the brake pedal are working at the same time based on the received average value of the accelerator pedal stroke angle, the pipeline oil pressure value and the motor power. If they are working at the same time, a pedal conflict error state flag is sent to the fault processing unit. If they are not working at the same time, a normal state signal is output to the vehicle state switching unit. Specifically, the pedal conflict detection unit includes a fourth judgment subunit, a fifth judgment subunit, a sixth judgment subunit and a seventh judgment subunit; A fourth judgment subunit is used to judge whether the average value of the accelerator pedal stroke angle or the motor power is greater than a preset second threshold value, and if so, enter the fifth judgment subunit, and if not, output a correct state signal; a fifth judgment subunit, for judging whether the brake line oil pressure value is greater than a preset third threshold value, and if so, outputting a pedal conflict error state signal to the sixth judgment subunit, and if not, outputting a correct state signal; a sixth judgment subunit, used to judge whether the duration of the pedal conflict error state signal is greater than a preset fourth threshold value, and if so, output a pedal conflict latch state signal to the seventh judgment subunit, and if not, output a correct state signal; The seventh judgment subunit is used to judge whether the accelerator pedal travel angle is greater than the preset fifth threshold after receiving the pedal conflict latch state signal. If it is greater, it outputs the pedal conflict latch state signal and sends the pedal conflict error state identifier to the fault processing unit; if it is not greater, it outputs the correct state signal.

2. A vehicle control system for a Formula One electric racing car according to claim 1, characterized in that: The output torque command calculation unit is used to obtain a basic torque command based on the received average value of the accelerator pedal stroke angle and the motor speed, and to obtain a torque upper limit limit command based on the motor power and the pipeline oil pressure value. The torque command is obtained by comprehensively calculating the basic torque command, the torque upper limit limit command and the processing result of the fault processing unit, and the torque command is output to the execution module.

3. A vehicle control system for a formula electric racing car according to claim 1, characterized in that: The vehicle state switching unit is used to switch the vehicle state based on the obtained brake line oil pressure signal, accelerator pedal travel angle signal and panel button signal.

4. A vehicle control system for a Formula One electric racing car according to claim 3, characterized in that: The vehicle state switching unit is used to switch and control the vehicle state based on the obtained brake line oil pressure signal, accelerator pedal travel angle signal and panel button signal. Specifically, the vehicle state switching unit includes a system self-check subunit, an eighth judgment subunit and a ninth judgment subunit; The system self-check subunit is used to perform self-check on the control system based on the collected brake line oil pressure signal, accelerator pedal travel angle signal and panel button signal. If the self-check passes, the vehicle mode is switched to the ready state. If the self-check fails, the brake line oil pressure signal, accelerator pedal travel angle signal and panel button signal are collected again. an eighth judgment subunit, for judging whether the accelerator pedal travel angle, the brake line oil pressure value and the panel control signal meet the preset driving conditions after the vehicle enters the ready state, and if the driving conditions are met, switching the vehicle mode to the pre-driving state, and if the driving conditions are not met, maintaining the ready state; The ninth judgment subunit is used to judge whether the duration of the pre-driving state reaches a preset sixth threshold after the vehicle enters the pre-driving state. If so, the vehicle mode is switched to the waiting state; if not, the vehicle mode is switched to the ready state.

5. The whole vehicle control system for a formula electric racing car according to claim 1, characterized in that: The fault processing unit is used to send a control instruction for cutting off the power output to the execution module based on the acquired signal fault identification and pedal conflict error state identification.

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