Single-handle accelerator control method

Abstract

The invention discloses a single-handle accelerator control method. The single-handle accelerator control method comprises the following steps that S1, the sliding resistance Ff of a vehicle is obtained; s2, based on the current speed of the vehicle and the opening degree of an accelerator handle, whether the vehicle is in a driving working condition or a sliding feedback working condition at present is judged according to a vehicle zero torque line; s3, when the vehicle is in the driving working condition, the first target output torque # imgabs0 # of the vehicle is obtained through table look-up; S4, when the vehicle is in the sliding feedback working condition, the target acceleration of the vehicle is obtained through calculation, and according to the target acceleration of the vehicle, the second target output torque # imgabs1 # of the vehicle is obtained through calculation. The problem that in a single-handle accelerator control mode, vehicle acceleration responses are different under different working conditions due to changes of loads, gradients and the like can be solved. Meanwhile, vehicle starting response time is shortened, and the problem that feedback force is difficult to control is solved.

Description

Technical Field

[0001] The invention relates to a single-handle throttle control method and belongs to the technical field of vehicle control. Background Art

[0002] Usually, when driving a motorcycle, the speed is controlled by controlling the throttle handle and the brake handle respectively. The throttle handle is used to control the acceleration of the motorcycle, and the brake handle is used to control the deceleration of the motorcycle. However, in actual use, it is easy to accidentally turn the throttle handle while squeezing the brake handle, which can easily cause driving danger.

[0003] The single-handle throttle control is derived from the single-pedal control in automobile control. It controls the acceleration and deceleration of the vehicle through a single throttle handle, which reduces the driver's driving burden and effectively reduces the probability of danger caused by accidental touch. It can also better recover energy in frequent acceleration and deceleration conditions, increasing the range of electric motorcycles. However, conventional single-handle throttle control does not take into account changes in load, slope, etc., making it impossible for the motorcycle to accelerate or decelerate according to the driver's operating intention under any working condition. At the same time, single-handle throttle control also has problems such as long starting response time and difficult to control feedback force. Summary of the invention

[0004] The technical problem to be solved by the present invention is to overcome the shortcomings of the prior art and provide a single-handle throttle control method, which can improve the problem of different vehicle acceleration responses under different working conditions caused by changes in load, slope, etc. under the single-handle throttle control mode. At the same time, it can reduce the vehicle starting response time and improve the problem of difficult control of feedback force.

[0005] In order to solve the above technical problems, the technical solution of the present invention is:

[0006] A single-handle throttle control method comprises the following steps:

[0007] Step S1: Obtain the sliding resistance F of the vehicle f ;

[0008] Step S2: based on the current vehicle speed and the opening of the accelerator handle, judging whether the vehicle is currently in a driving condition or a coasting feedback condition according to the vehicle zero torque line;

[0009] Step S3: When the vehicle is in a driving state, obtain the first target output torque of the vehicle by looking up the table.

[0010] Step S4: when the vehicle is in a coasting feedback condition, the target acceleration of the vehicle is obtained by calculation, and the second target output torque of the vehicle is calculated according to the target acceleration of the vehicle.

[0011] Step S5: Select the first target output torque according to the current working condition of the vehicle. Or the second target output torque Applied to the output torque of the whole vehicle.

[0012] Furthermore, in step S1, the sliding resistance F of the vehicle f The calculation formula is as follows:

[0013] F f =av 2 +bv+c;

[0014] Among them, a, b, c are the calibrated and fitted sliding resistance coefficients, and v is the current speed of the vehicle.

[0015] Furthermore, in step S2, judging whether the vehicle is currently in a driving condition or a coasting feedback condition according to the vehicle zero torque line specifically includes the following steps:

[0016] At the current speed of the vehicle, if the accelerator handle opening value is above the zero torque line or coincides with the zero torque line, it is determined that the vehicle is currently in a driving condition;

[0017] At the current vehicle speed, if the throttle handle opening value is below the zero torque line, it is determined that the vehicle is in a coasting feedback condition.

[0018] Furthermore, in step S4, when the vehicle is in the coasting feedback condition, the target acceleration of the vehicle is calculated as follows:

[0019]

[0020] in, is the target acceleration of the vehicle, ΔL is the difference between the zero torque throttle opening and the current throttle opening at the current vehicle speed, and k is the one-handle throttle control coefficient, which is obtained through calibration.

[0021] Furthermore, in step S4, the second target output torque of the vehicle The calculation formula is as follows:

[0022]

[0023] Among them, F f is the sliding resistance of the vehicle, i is the road slope, σ is the vehicle rotation mass conversion coefficient, m is the total mass of the vehicle, is the target acceleration of the vehicle, and g is the acceleration due to gravity.

[0024] Further, in step S5, the first target output torque is selected according to the current working condition of the vehicle. Or the second target output torque Applied to the output torque of the whole vehicle, it specifically includes the following steps:

[0025] If the vehicle is currently in driving condition, the vehicle will output the first target torque Output as the final target torque;

[0026] If the vehicle is currently in the coasting feedback state, the vehicle will output the second target torque It is output as the final target torque.

[0027] Furthermore, the design method of the vehicle zero torque line includes the following steps:

[0028] During the vehicle starting phase, the vehicle zero torque line is located on the zero opening line of the accelerator handle;

[0029] In the first acceleration stage of the vehicle, the zero torque line of the vehicle is in an upward curve state;

[0030] In the second acceleration stage of the vehicle, the zero torque line of the vehicle is in a straight line state parallel to the zero opening line;

[0031] In the third acceleration stage of the vehicle, the zero torque line of the vehicle is in a downward curve state;

[0032] In the fourth acceleration stage of the vehicle, the vehicle zero torque line is located on the zero opening line of the accelerator handle.

[0033] By adopting the above technical solution, the present invention has the following beneficial effects:

[0034] 1. The single-handle throttle control method of the present invention can be used on a motorcycle, greatly increasing the cruising range of the motorcycle in daily driving.

[0035] 2. Since the brake handle of a motorcycle is prone to driving the throttle when being squeezed, the single-handle throttle control scheme of the present invention can greatly reduce the safety hazards caused by the above situation.

[0036] 3. Since the motorcycle single-handle throttle mode is derived from the single-pedal mode of the car, the traditional single-pedal mode has the problems of long starting response time and difficult to control feedback force. This method greatly shortens the starting response time through the specially designed zero torque line, improving the starting riding experience.

[0037] 4. The feedback force of the motorcycle single-handle throttle mode is difficult to control. This is because the feedback force at the same speed and the same throttle handle opening will change dramatically with the changes in factors such as vehicle weight and slope in the traditional solution. This method takes into account the relevant effects of vehicle weight and slope, so that the change in feedback force at the same speed and the same throttle handle opening in different environments is greatly reduced, optimizing the driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 A flow chart of a single-handle throttle control method of the present invention;

[0039] Figure 2 is a graph of the sliding resistance of the present invention;

[0040] Figure 3 It is a curve diagram of the zero torque line of the present invention. DETAILED DESCRIPTION

[0041] In order to make the contents of the present invention more clearly understood, the present invention is further described in detail below based on specific embodiments in conjunction with the accompanying drawings.

[0042] like Figure 1 As shown, this embodiment provides a single-handle throttle control method, which includes the following steps:

[0043] Step S1: Obtain the sliding resistance F of the vehicle f .

[0044] The sliding resistance F of the vehicle f The calculation formula is as follows:

[0045] F f =av 2 +bv+c;

[0046] Among them, a, b, c are the calibrated and fitted sliding resistance coefficients, and v is the current speed of the vehicle.

[0047] Step S2: Based on the current vehicle speed and the opening of the accelerator handle, determine whether the vehicle is currently in a driving condition or a coasting feedback condition according to the vehicle zero torque line, thereby determining the driver's control intention.

[0048] The design method of the vehicle zero torque line includes the following steps:

[0049] In order to solve the problem that the vehicle starting time is delayed greatly under the single-handle throttle control, this embodiment makes a special design for the zero torque line in the starting stage, such as Figure 3 As shown:

[0050] At the start of the vehicle, the zero torque line of the vehicle is located at the zero opening line of the accelerator handle; as the vehicle speed increases, the zero torque line gradually rises, so that negative torque can be obtained for feedback at zero opening;

[0051] In the first acceleration stage of the vehicle, the zero torque line of the vehicle is in an upward curve state;

[0052] In the second acceleration stage of the vehicle, the zero torque line of the vehicle is in a straight and stable state parallel to the zero opening line;

[0053] In the third acceleration stage of the vehicle, the zero torque line of the vehicle is in a downward curve;

[0054] In the fourth acceleration stage of the vehicle, the vehicle's zero torque line is located on the zero opening line of the accelerator handle.

[0055] In addition, the working condition judgment method is as follows:

[0056] At the current speed of the vehicle, if the accelerator handle opening value is above the zero torque line or coincides with the zero torque line, it is determined that the vehicle is currently in a driving condition;

[0057] At the current vehicle speed, if the throttle handle opening value is below the zero torque line, it is determined that the vehicle is in a coasting feedback condition.

[0058] Step S3: When the driver expects the vehicle to be in a driving state, obtain the first target output torque of the vehicle by looking up the table.

[0059] Step S4: When the driver expects the vehicle to be in a coasting feedback condition, the target acceleration of the vehicle is obtained by calculation, and the second target output torque of the vehicle is calculated according to the target acceleration of the vehicle.

[0060] The target acceleration of the vehicle is calculated as follows:

[0061]

[0062] in, is the target acceleration of the vehicle, ΔL is the difference between the zero torque throttle opening and the current throttle opening at the current vehicle speed, and k is the one-handle throttle control coefficient, which is obtained through calibration.

[0063] The second target output torque of the vehicle The calculation formula is as follows:

[0064]

[0065] Among them, F f is the sliding resistance of the vehicle, i is the road slope, σ is the vehicle rotation mass conversion coefficient, m is the total mass of the vehicle, is the target acceleration of the vehicle, g is the acceleration due to gravity (about 9.8m / s 2 ).

[0066] The following examples use Figure 2 The sliding resistance curve shown is Figure 3 The zero torque line shown has a=0.019, b=0.4937, and c=76.48 in the sliding drag coefficient.

[0067] Example 1: Take the total mass of the vehicle m = 400kg, the vehicle rotation mass conversion coefficient σ = 1.15, k = 0.25 as an example. When the road slope i = 0.15 and the vehicle speed is 30km / h, the following data are available in Table 1:

[0068] Table 1

[0069]

[0070] Example 2: Take the total mass of the vehicle m = 400kg, the vehicle rotation mass conversion coefficient σ = 1.15, k = 0.25 as an example. When the road slope i = 0.15 and the vehicle speed is 70km / h, the following data is available in Table 2:

[0071] Table 2

[0072]

[0073] Example 3 Take the total mass of the vehicle m = 400kg, the vehicle rotation mass conversion coefficient σ = 1.15, k = 0.25 as an example. When the road slope i = 0.3 and the vehicle speed is 30km / h, the following data are available in Table 3:

[0074] Table 3

[0075]

[0076] Example 4: Take the total mass of the vehicle m = 400kg, the vehicle rotation mass conversion coefficient σ = 1.15, k = 0.25 as an example. When the road slope i = 0.3 and the vehicle speed is 70km / h, the following data are available in Table 4:

[0077] Table 4

[0078]

[0079] From the above examples, it can be seen that when the vehicle speed is 30km / h or 70km / h, when ΔL is less than or equal to -6, the target acceleration of the vehicle is Both -7m / s 2 This is because when the vehicle speed is 30km / h, there is Figure 3The zero torque line limit shown in the figure, the minimum value of ΔL at this speed is -7. If ΔL is less than -7 at this speed, it is an abnormal situation and needs to be corrected. Limitations are imposed to ensure safety.

[0080] From the above example, we can see that even if the target acceleration of the vehicle reaches -8m / s 2 The entire vehicle does not necessarily need to output negative torque. The final target torque is affected by the combined influence of vehicle weight, slope, and vehicle speed. The traditional single-pedal mode cannot adapt to changes in these conditions in real time and provide users with a stable, comfortable and consistent feedback deceleration process.

[0081] Step S5: Select the first target output torque according to the current working condition of the vehicle. Or the second target output torque Applied to the output torque of the whole vehicle, it specifically includes the following steps:

[0082] If the vehicle is currently in driving condition, the vehicle will output the first target torque Output as the final target torque;

[0083] If the vehicle is currently in the coasting feedback state, the vehicle will output the second target torque It is output as the final target torque.

[0084] Thereby achieving the control of the single-handle throttle mode of the entire vehicle.

[0085] The specific embodiments described above further illustrate the technical problems, technical solutions and beneficial effects solved by the present invention. It should be understood that the above are only specific embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A single-handle throttle control method, characterized in that: It includes the following steps: Step S1: Obtain the sliding resistance F of the vehicle f ; Step S2: based on the current vehicle speed and the opening of the accelerator handle, judging whether the vehicle is currently in a driving condition or a coasting feedback condition according to the vehicle zero torque line; Step S3: When the vehicle is in a driving state, obtain the first target output torque of the vehicle by looking up the table. Step S4: when the vehicle is in a coasting feedback condition, the target acceleration of the vehicle is obtained by calculation, and the second target output torque of the vehicle is calculated according to the target acceleration of the vehicle. Step S5: Select the first target output torque according to the current working condition of the vehicle. Or the second target output torque Applied to the output torque of the whole vehicle.

2. The single-handle throttle control method according to claim 1, characterized in that: In step S1, the sliding resistance F of the vehicle f The calculation formula is as follows: F f =off 2 +bv+c; Among them, a, b, c are the calibrated and fitted sliding resistance coefficients, and v is the current speed of the vehicle.

3. The single-handle throttle control method according to claim 1, characterized in that: In step S2, judging whether the vehicle is currently in a driving condition or a coasting feedback condition according to the vehicle zero torque line specifically includes the following steps: At the current speed of the vehicle, if the accelerator handle opening value is above the zero torque line or coincides with the zero torque line, it is determined that the vehicle is currently in a driving condition; At the current vehicle speed, if the throttle handle opening value is below the zero torque line, it is determined that the vehicle is in a coasting feedback condition.

4. The single-handle throttle control method according to claim 1, characterized in that: In step S4, when the vehicle is in the coasting feedback condition, the target acceleration of the vehicle is calculated as follows: in, is the target acceleration of the vehicle, ΔL is the difference between the zero torque throttle opening and the current throttle opening at the current vehicle speed, and k is the one-handle throttle control coefficient, which is obtained through calibration.

5. The single-handle throttle control method according to claim 1, characterized in that: In step S4, the second target output torque of the vehicle The calculation formula is as follows: Among them, F f is the sliding resistance of the vehicle, i is the road slope, σ is the vehicle rotation mass conversion coefficient, m is the total mass of the vehicle, is the target acceleration of the vehicle, and g is the acceleration due to gravity.

6. The single-handle throttle control method according to claim 1, characterized in that: In step S5, the first target output torque is selected according to the current working condition of the vehicle. Or the second target output torque Applied to the output torque of the whole vehicle, it specifically includes the following steps: If the vehicle is currently in driving condition, the vehicle will output the first target torque Output as the final target torque; If the vehicle is currently in the coasting feedback state, the vehicle will output the second target torque It is output as the final target torque.

7. The single-handle throttle control method according to claim 1, characterized in that: The design method of the vehicle zero torque line comprises the following steps: During the vehicle starting phase, the vehicle zero torque line is located on the zero opening line of the accelerator handle; In the first acceleration stage of the vehicle, the zero torque line of the vehicle is in an upward curve state; In the second acceleration stage of the vehicle, the zero torque line of the vehicle is in a straight line state parallel to the zero opening line; In the third acceleration stage of the vehicle, the zero torque line of the vehicle is in a downward curve state; In the fourth acceleration stage of the vehicle, the vehicle zero torque line is located on the zero opening line of the accelerator handle.

8. The single-handle throttle control method according to claim 7, characterized in that: During the starting phase of the vehicle, the current speed of the vehicle is low; In the first acceleration stage of the vehicle, the current speed of the vehicle is medium or low speed; In the second acceleration stage of the vehicle, the current speed of the vehicle is medium speed; In the third acceleration stage of the vehicle, the current speed of the vehicle is medium-high speed; In the fourth acceleration stage of the vehicle, the current speed of the vehicle is high.

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