Jerking sense optimization method suitable for acceleration and deceleration switching of electric sightseeing vehicle

Abstract

The invention discloses a jerking sense optimization method suitable for acceleration and deceleration switching of an electric sightseeing vehicle, and belongs to the technical field of acceleration and deceleration optimization of electric vehicles. The method comprises the steps that S100, the current vehicle state is judged according to the comparison result of the target speed and the given speed of the last period; s200, according to the current vehicle state, carrying out reset initialization on a speed parameter in a direction opposite to the current vehicle state; s300, based on the vehicle state, the target speed, the actual speed and the reset rate parameter, calculating an actual output acceleration rate or an actual output deceleration rate for speed tracking in the current period; s400, according to the actual output acceleration rate or the actual output deceleration rate, the given speed of the previous period is increased or decreased, and the given speed of the current period is obtained; and performing speed closed-loop control by taking the given speed of the current period as a target value and the actual speed as a feedback value, and generating a control instruction for driving a motor.

Description

Technical Field

[0001] This application relates to the field of electric vehicle acceleration and deceleration optimization technology, and in particular to a method for optimizing the jerking sensation during acceleration and deceleration switching of electric sightseeing vehicles. Background Technology

[0002] Electric sightseeing vehicles are widely used in short-distance transportation scenarios such as scenic spots, communities, and industrial parks due to their environmental friendliness and convenience. These vehicles typically use a speed control mode, where the throttle represents the target speed. This target speed is then processed by a ramp function to obtain the command speed, and the slope of the ramp function is the acceleration or deceleration rate in the usual sense.

[0003] Due to the lightweight body and low reduction ratio of electric sightseeing vehicles, if the vehicle accelerates immediately after deceleration (or decelerates immediately after acceleration), the gear meshing in the transmission system will generate severe impact vibrations, directly causing noticeable jerking and hesitation throughout the vehicle. This jerking not only seriously affects ride comfort but also accelerates the wear of transmission components, shortens the vehicle's lifespan, and may cause discomfort or even safety concerns for passengers, becoming a prominent issue in the user experience of electric sightseeing vehicles.

[0004] In existing technologies, most electric sightseeing vehicles rely solely on ramp functions with a fixed slope for acceleration and deceleration control. They do not optimize the rate transition during acceleration and deceleration switching scenarios, cannot eliminate sudden rate changes during state transitions, struggle to resolve the jerking sensation problem, and fail to meet users' core needs for driving comfort. Summary of the Invention

[0005] Therefore, this application is proposed to address the problems and needs existing in the prior art. The purpose of this application is to propose a method to effectively solve the vehicle jerking phenomenon that occurs when a vehicle accelerates and then decelerates, or when it accelerates again after deceleration. This purpose is achieved through the following technical solution:

[0006] This application provides a method for optimizing the jerking sensation during acceleration and deceleration switching in electric sightseeing vehicles, including the following steps:

[0007] S100. In each control cycle, obtain the target speed determined by the application layer, the given speed of the previous cycle, and the actual speed of the vehicle, and determine the current vehicle state based on the comparison result between the target speed and the given speed of the previous cycle.

[0008] S200. Based on the current vehicle state, reset and initialize the rate parameters in the opposite direction to the current vehicle state.

[0009] S300: Based on the vehicle state, target speed, actual speed, and the reset rate parameter, calculate the actual output acceleration rate or actual output deceleration rate for speed tracking in the current cycle.

[0010] S400: Based on the actual output acceleration rate or actual output deceleration rate, increase or decrease the given speed of the previous cycle to obtain the given speed of the current cycle; use the given speed of the current cycle as the target value and the actual speed as the feedback value to perform speed closed-loop control and generate control commands for the drive motor.

[0011] In the above-mentioned method for optimizing the jerking sensation during acceleration and deceleration switching of electric sightseeing vehicles, the comparison in step S100 adopts a comparison method with hysteresis, specifically including: a preset hysteresis value; when the target speed is greater than the given speed of the previous cycle by more than the preset hysteresis value, the current vehicle is determined to be in an acceleration state; when the given speed of the previous cycle is greater than the target speed by more than the preset hysteresis value, the current vehicle is determined to be in a deceleration state; when the absolute value of the difference between the target speed and the given speed of the previous cycle is not greater than the preset hysteresis value, the current vehicle is determined to be in a constant speed state or maintain the previous state.

[0012] In the above-mentioned method for optimizing the jerking sensation during acceleration and deceleration switching of an electric sightseeing vehicle, step S200 involves resetting and initializing the rate parameter in the opposite direction to the current state, including: if the current state is an acceleration state, initializing the temporary deceleration rate parameter used for deceleration calculation to a first preset small value; if the current state is a deceleration state, initializing the temporary acceleration rate parameter used for acceleration calculation to a second preset small value; if the current state is a constant speed state, initializing the temporary deceleration rate parameter to the first preset small value and the temporary acceleration rate parameter to the second preset small value.

[0013] In the above-mentioned method for optimizing the jerking sensation during acceleration and deceleration switching of electric sightseeing vehicles, step S300, which calculates the actual output acceleration rate or actual output deceleration rate for speed tracking in the current cycle, includes: when the vehicle is in a specific speed range, maintaining the actual output rate at the first or second preset small value for a first preset time, and then gradually changing it to the target acceleration rate calculated from the target speed or the target deceleration rate calculated from the actual speed.

[0014] In the above-mentioned method for optimizing the jerking sensation during acceleration and deceleration switching of electric sightseeing vehicles, the specific speed range includes: a first speed range starting from zero speed and a second speed range close to the target speed. When the process of deceleration followed by acceleration is triggered in the first speed range, or the process of acceleration followed by deceleration is triggered in the second speed range, the operation of maintaining the actual output rate at a first or second preset small value for a first preset time and then gradually changing it is performed.

[0015] In the above-mentioned method for optimizing the jerking sensation during acceleration and deceleration switching of electric sightseeing vehicles, a buffer zone is set at the boundary of the specific speed range. When the actual speed is within the buffer zone, the first or second preset minimum value or the first preset time is smoothly interpolated based on the distance between the actual speed and the boundary of the range.

[0016] In the above-mentioned method for optimizing the jerking sensation during acceleration and deceleration switching of electric sightseeing vehicles, the speed closed-loop control in step S400 adopts proportional-integral control and integrates an anti-integral saturation mechanism; when the output command of the controller reaches the execution limit of the motor torque, the anti-integral saturation mechanism is activated to limit or suspend the accumulation of integral control terms.

[0017] In the above-mentioned method for optimizing the jerking sensation during acceleration and deceleration switching of electric sightseeing vehicles, the method further includes a load observation step: estimating the current load of the vehicle in real time based on the motor current and vehicle acceleration information, and dynamically adjusting the target speed, the first preset minimum value and / or the second preset minimum value according to the estimated load.

[0018] Compared with the prior art, the beneficial effects of the present invention are at least as follows:

[0019] This application presents a method for optimizing the jerking sensation during acceleration and deceleration switching in electric sightseeing vehicles. It avoids unnecessary parameter fluctuations caused by frequent state switching by determining the vehicle's state with a hysteresis band; it resets and initializes the rate parameters in the opposite direction to eliminate residual interference from the previous state parameters, providing a smooth starting point for rate changes; combined with rate transition control within a specific speed range, it avoids sudden rate changes during switching, reducing gear meshing impact at the source, effectively alleviating the jerking sensation during acceleration and deceleration switching, and significantly improving driving comfort; and it adjusts the target rate and preset minimum value in real time through load observation, enabling the method to flexibly adapt to different load scenarios such as light and heavy loads. The system can adjust key parameters such as hysteresis, speed range, and control cycle according to the overall weight and motor power of the sightseeing vehicle, making it adaptable to different types of vehicles, such as large sightseeing vehicles in scenic areas and small shuttle buses in communities, with strong versatility. The speed closed-loop control integrates an anti-integral saturation mechanism to effectively avoid output overshoot and ensure the stability of speed tracking. The smooth speed change reduces the impact load on the transmission system, reduces the wear of gears and other components, extends the service life of the vehicle transmission system, and reduces user maintenance costs. The method is based on the existing vehicle control architecture and does not require additional hardware equipment. It can be implemented simply by optimizing the control algorithm, resulting in low development and application costs. Attached Figure Description

[0020] The above and other objects, features, and advantages of this application will become more apparent from the more detailed description of the embodiments of this application in conjunction with the accompanying drawings. The accompanying drawings are used to provide a further understanding of the embodiments of this application and form part of the specification. They are used together with the embodiments of this application to explain this application and do not constitute a limitation thereof.

[0021] Figure 1 This is a schematic diagram illustrating the steps of a method for optimizing the jerking sensation during acceleration and deceleration switching in an electric sightseeing vehicle, as provided in an embodiment of this application. Detailed Implementation

[0022] Hereinafter, exemplary embodiments according to this application will be described in detail with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only a part of the embodiments of this application, and this application is not limited to the exemplary embodiments described herein. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this invention.

[0023] It should be noted that, in the description of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. The terms "first," "second," etc., in this application are used to distinguish similar objects and are not used to describe a specific order or sequence.

[0024] Currently, electric sightseeing vehicles typically employ speed control, where the throttle represents the target RPM. This target RPM is processed by a ramp function to obtain the commanded RPM, with the ramp representing the acceleration or deceleration rate. Due to the lightweight nature of electric sightseeing vehicles and their low reduction ratio, when the vehicle is decelerating and then immediately accelerates in the next cycle (or accelerating and then immediately decelerating), the gear meshing generates severe vibrations, causing the vehicle to jerk and jerk. This jerking not only severely impacts ride comfort but also accelerates wear on transmission components, shortens the vehicle's lifespan, and may cause discomfort and even safety concerns for passengers, becoming a prominent issue in the user experience of electric sightseeing vehicles.

[0025] Example 1

[0026] To address the problems existing in the prior art, this application provides a method for optimizing the jerking sensation during acceleration and deceleration switching in electric sightseeing vehicles. The method is described below using an 8-seat electric sightseeing vehicle commonly used in scenic areas as an example. This vehicle has a total weight of 1200kg, a drive motor with a rated power of 5kW and a rated speed of 3000rpm. The specific implementation steps are as follows: Figure 1As shown, it includes:

[0027] S100. In each control cycle, obtain the target speed determined by the application layer, the given speed of the previous cycle, and the actual speed of the vehicle, and determine the current vehicle state based on the comparison result between the target speed and the given speed of the previous cycle.

[0028] Specifically, in each control cycle (in this embodiment, the control cycle is 10-15ms, and 10ms is used as an example below), the target speed determined by the application layer (after processing the accelerator pedal signal) is obtained by the MCU (Micro Controller Unit, vehicle microcontroller). The given speed of the previous cycle And the actual speed collected by the wheel speed sensor and filtered. Then, based on the target speed Compared to the given speed of the previous cycle The comparison result determines the current vehicle state (one of acceleration, deceleration, or constant speed).

[0029] Among them, target speed Compared to the given speed of the previous cycle The comparison adopts a comparison method with hysteresis, which specifically includes: a preset hysteresis value; when the target speed is greater than the given speed of the previous cycle by more than the preset hysteresis value, the current vehicle is determined to be in an acceleration state; when the given speed of the previous cycle is greater than the target speed by more than the preset hysteresis value, the current vehicle is determined to be in a deceleration state; when the absolute value of the difference between the target speed and the given speed of the previous cycle is not greater than the preset hysteresis value, the current vehicle is determined to be in a constant speed state or maintain the previous state.

[0030] Specifically, a hysteresis value Hys is preset (0.3~0.5km / h, e.g., 0.3km / h). When the target speed is detected... (e.g., 15 km / h), the given speed of the previous cycle (e.g., at 12km / h) - =3km / h > Hys (0.3km / h), determine that the current vehicle is accelerating; when the target speed is detected =8km / h, the given speed in the previous cycle At 11 km / h, - =3km / h>Hys, determine that the current vehicle is decelerating; when the target speed is detected... =10km / h, the given speed in the previous cycle =10.2km / h, | - If |=0.2km / h≤Hys, determine whether the current vehicle is in a constant speed state or maintains the previous state (if the previous state was constant speed, continue to maintain constant speed; if the previous state was acceleration or deceleration, maintain that state until the difference exceeds the hysteresis value Hys).

[0031] By using a comparison method with hysteresis, the frequent switching of vehicle status caused by small fluctuations between the target speed and the given speed can be effectively avoided, reducing unnecessary speed parameter adjustments and thus reducing the probability of jerking.

[0032] S200. Based on the current vehicle state, reset and initialize the rate parameters in the opposite direction to the current vehicle state.

[0033] The process of resetting and initializing the rate parameter in the opposite direction to the current state includes: if the current state is an acceleration state, then initializing the temporary deceleration rate parameter used for deceleration calculation to a first preset small value; if the current state is a deceleration state, then initializing the temporary acceleration rate parameter used for acceleration calculation to a second preset small value; if the current state is a constant speed state, then initializing the temporary deceleration rate parameter to the first preset small value and the temporary acceleration rate parameter to the second preset small value.

[0034] Specifically, based on the current vehicle state determined in step S100, the rate parameters in the opposite direction to the current state are reset and initialized. These rate parameters include temporary deceleration rate parameters and temporary acceleration rate parameters, which are the core basic parameters for calculating the actual output acceleration rate and actual output deceleration rate in subsequent step S300. Their initial values ​​directly determine the starting state of the rate change and are crucial for avoiding sudden rate changes during acceleration / deceleration transitions. If the current state is acceleration, it indicates that the vehicle's current core requirement is to increase speed, and the parameters related to deceleration do not need to maintain their original values ​​(if the larger deceleration rate parameter from the previous deceleration state is retained, subsequent transitions to deceleration will result in excessively rapid deceleration). Therefore, the temporary deceleration rate parameter used for deceleration calculation is initialized to a first preset small value. (The pre-calibrated value is 0.5 km / h² in this embodiment) ensures that if the system switches to deceleration mode, the deceleration rate changes smoothly from a smaller value to avoid jerking due to excessively rapid deceleration; if the current state is deceleration mode, the temporary acceleration parameter used for acceleration calculation is initialized to the second preset small value. (This is also a pre-calibrated value, taken as 0.8 km / h² in this embodiment), ensuring that when switching to acceleration mode later, the acceleration process will not experience a shock due to an excessively large initial acceleration rate; if the current state is a constant speed state, the vehicle may switch to acceleration or deceleration mode at any time, therefore the deceleration rate temporary parameter is initialized to the first preset small value. At the same time, the acceleration temporary parameter is initialized to the second preset small value. This prepares for a smooth transition between the two states;

[0035] By resetting and initializing the rate parameters in the opposite direction, the interference of the rate parameters in the previous state on the current state can be eliminated (for example, if the deceleration rate in the previous deceleration state was 5 km / h², and the acceleration state is switched directly without resetting, the subsequent switch back to deceleration may start directly at 5 km / h², causing a jerking sensation). Ensuring the independence and stability of the rate adjustment in the current state is one of the key steps to optimize the jerking sensation.

[0036] S300, based on vehicle status and target speed Actual speed And the reset rate parameters (temporary acceleration / deceleration parameters, which are the starting point for calculating the actual output rate and directly affect the smoothness of the rate change), calculate the actual output acceleration or actual output deceleration rate for speed tracking in the current cycle.

[0037] The calculation of the actual output acceleration rate or actual output deceleration rate for speed tracking in the current cycle includes: when the vehicle is in a specific speed range, maintaining the actual output rate at the first or second preset small value for a first preset time, and then gradually changing it to the target acceleration rate or the target deceleration rate calculated from the target speed.

[0038] Among them, the specific speed range includes: a first speed range starting from zero speed and a second speed range close to the target speed. When the deceleration and acceleration process is triggered in the first speed range, or the acceleration and deceleration process is triggered in the second speed range, the operation of maintaining the actual output rate at the first or second preset small value for a first preset time and then gradually changing it is performed.

[0039] Among them, a buffer zone is set at the boundary of a specific speed range. When the actual speed is within the buffer zone, the first or second preset minimum value or the first preset time is smoothly interpolated based on the distance between the actual speed and the boundary of the range.

[0040] Specifically, for a specific speed range, in this embodiment, the first speed range is set to 0–3 km / h (starting from zero speed), and the second speed range is the target speed. ±1.5km / h (close to the target speed), with a 0.5km / h buffer zone set at the boundary between the two specific speed ranges, and a first preset time. (This is also a pre-calibrated value; in this embodiment, the value is 200ms).

[0041] When the vehicle is accelerating, the temporary acceleration rate parameter after reset ( ( ) is the starting point for calculation, if the actual speed =2km / h (within the first speed range), if the vehicle was previously in a deceleration state and then switched to an acceleration state (triggering an immediate acceleration after deceleration), then the actual output acceleration rate will be first set. Maintain at the initial value of the temporary acceleration parameter (i.e., the second preset minimum value). (0.8km / h²) for the first preset time (200ms) to avoid sudden acceleration at the start rate, followed by gradual changes (based on a gradually increasing proportional coefficient; in this embodiment, the proportional coefficient is 0.1, i.e., for each control cycle). = +( - () * 0.1) to the target speed Calculated target acceleration rate (e.g., 5km / h², target acceleration rate) Based on the target speed Compared with actual speed (Calculated from parameters such as the difference in speed and motor power); if the actual speed =5km / h (in other speed ranges), then use the temporary parameter of acceleration rate ( Starting from the above proportional coefficient, the actual output acceleration rate will be... Directly and gradually change to the target acceleration rate ;

[0042] When the vehicle is decelerating, the temporary parameter of the deceleration rate after reset is used. ( ) is the starting point for calculation, and the target speed is... =15km / h, if the actual speed At a speed of 14 km / h (within the second speed range), if the vehicle was previously in an acceleration state and then switched to a deceleration state (triggering a process of deceleration immediately following acceleration in the next cycle), the actual output deceleration rate will be adjusted first. Maintain at the initial value of the temporary deceleration rate parameter (first preset minimum value) (0.5km / h²) for the first preset time (200ms) to avoid sudden changes in the initial deceleration rate, and then gradually change it based on the proportional coefficient. = +( - () * 0.1) to the actual speed Calculated target deceleration rate (e.g., 4km / h², target deceleration rate) Based on actual speed relative to target speed (Calculated from parameters such as the difference in speed and vehicle braking requirements); if the actual speed =10km / h (in other speed ranges), then the deceleration rate is used as a temporary parameter ( Starting from the above-mentioned incremental rule, the actual output deceleration rate is increased. Directly and gradually change to the target deceleration rate ;

[0043] When the actual speed When within the buffer zone, for example, if the upper boundary of the first speed range is 3 km / h and the buffer zone is 2.5–3.5 km / h, if the actual speed… =3.2km / h (within the buffer zone), then the initial value of the temporary acceleration parameter (first preset minimum value) ) or the initial value of the temporary deceleration rate parameter (second preset minimum value) According to actual speed A smooth interpolation transition is performed on the distance to the interval boundary, assuming the actual speed. If the distance from the upper boundary of the interval is 0.3 km / h and the total width of the buffer zone is 1 km / h, then the second preset minimum value is... After smoothing and interpolation, it becomes 0.8km / h² + ((0.3km / h) / (1km / h)) × (1.2km / h² - 0.8km / h²) = 0.92km / h², the actual output acceleration rate. The changes are made starting from the interpolated temporary parameter to ensure the continuity of the rate change and avoid sudden rate changes due to interval switching.

[0044] By adopting the method of "starting with the reset temporary parameters, maintaining them first and then gradually changing them" within a specific speed range, the sudden speed change during acceleration and deceleration can be effectively alleviated, gear meshing vibration can be reduced, and the sense of jerking can be reduced from the core mechanism. The interpolation adjustment of the temporary parameters in the buffer area further optimizes the speed transition during the interval switching and avoids secondary jerking. The reset temporary parameters are the core basis for achieving this smooth process.

[0045] S400: Based on the actual output acceleration rate or actual output deceleration rate calculated in step S300, increase or decrease the given speed of the previous cycle to obtain the given speed of the current cycle. Using the given speed of the current cycle as the target value and the actual speed as the feedback value, speed closed-loop control is performed to generate control commands for the drive motor.

[0046] The speed closed-loop control adopts proportional-integral control and integrates an anti-integral saturation mechanism. When the controller's output command reaches the execution limit of the motor torque, the anti-integral saturation mechanism is activated to limit or suspend the accumulation of integral control terms.

[0047] Specifically, if the speed was given in the previous cycle =12km / h, actual output acceleration rate =3km / h² (obtained by gradually increasing the temporary acceleration parameter), the control period is 10ms (i.e., 0.001h), then the given speed for the current period is... = + ×0.001h = 12.003km / h; if the speed given in the previous cycle =11km / h, actual output deceleration rate =2km / h² (obtained by gradually increasing the temporary deceleration rate parameter), the control period is 10ms, then the given speed for the current period is... = - ×0.001h = 10.998km / h;

[0048] At a given speed in the current cycle As a target value, with actual speed As feedback, proportional-integral (PI) control is used for speed closed-loop control, where the proportional coefficient Kp is set to 0.8 and the integral coefficient Ki is set to 0.2. Simultaneously, an anti-integral saturation mechanism is integrated. When the controller's output command reaches the motor torque execution limit (in this embodiment, the maximum motor output torque is 150 N·m), the anti-integral saturation mechanism is activated, pausing the accumulation of the integral control term. For example, when the vehicle is fully loaded and climbing a hill, the motor output torque reaches the execution limit of 150 N·m. If the integral term continues to accumulate at this point, the output command will exceed the execution range, resulting in overshoot and jerking when the load decreases. The anti-integral saturation mechanism effectively avoids this problem. Finally, the speed closed-loop control generates control commands for the drive motor, controlling the motor's speed and torque output to achieve smooth speed tracking.

[0049] The method in this embodiment also includes a load observation step, which involves acquiring motor current signals through a motor controller, acquiring vehicle acceleration information through an acceleration sensor, and estimating the current load of the vehicle in real time based on a preset load estimation model (load = motor output torque - vehicle mass × acceleration - rolling resistance - air resistance, where rolling resistance and air resistance are calculated according to preset empirical formulas).

[0050] When the current load is estimated to be light (e.g., the vehicle carries only 2 people and has no additional load), the target acceleration rate is set. Adjusted to 6km / h², first preset minimum value Adjusted to 0.4 km / h², the second preset minimum value. Adjusted to 1.0 km / h², improving acceleration response while maintaining stability; when the current load is estimated to be heavy (e.g., the vehicle carries 8 people and luggage, increasing the total load by 300 kg), the target acceleration rate is adjusted accordingly. Adjusted to 4km / h², first preset minimum value Adjusted to 0.6 km / h², the second preset minimum value. The speed was adjusted to 0.7 km / h² to reduce the acceleration rate and avoid motor overload, while the preset minimum value of the deceleration rate was appropriately increased to ensure deceleration effect.

[0051] Example 2

[0052] This embodiment uses a 4-seat electric sightseeing vehicle for short-distance community shuttle as an example to illustrate the method of this application. The vehicle has a total weight of 800kg, a drive motor with a rated power of 3kW and a rated speed of 2500rpm. The specific implementation steps are as follows:

[0053] S100: Vehicle Status Assessment

[0054] The control cycle is set to 8ms, and the target speed is obtained through the MCU. The given speed of the previous cycle and actual speed (The actual speed is collected by the wheel speed sensor and then processed by Kalman filtering to improve the accuracy of the data.)

[0055] The preset hysteresis value Hys is 0.2 km / h. This hysteresis value is set lower than that in Example 1 because the community shuttle sightseeing bus travels at a low speed (maximum speed 10 km / h), and a smaller hysteresis value can improve the sensitivity of state judgment; when the target =7km / h, the given speed in the previous cycle =6.7km / h, - =0.3km / h > 0.2km / h, indicating the vehicle is accelerating; when the target speed... =4km / h, the given speed in the previous cycle At 4.3 km / h, - =0.3km / h > 0.2km / h, indicating a deceleration state; when the target speed =5km / h, the given speed in the previous cycle At 5.1 km / h, | - If |=0.1km / h≤0.2km / h, it is determined to be a constant speed state or maintaining the previous state;

[0056] S200: Rate parameter reset and initialization

[0057] Preset first preset small value (Initial value of temporary deceleration parameter) is 0.3 km / h², second preset minimum value. The initial value of the temporary acceleration parameter is 0.6 km / h². This preset minimum value is less than that of Example 1, which is suitable for the lighter overall weight of the community sightseeing vehicle and avoids excessive speed changes.

[0058] When the current state is acceleration, initialize the temporary deceleration rate parameter to... This ensures that subsequent transitions to deceleration begin at a lower rate; when the current state is deceleration, the temporary acceleration parameter is initialized to [value missing]. To ensure a smooth transition when switching to acceleration; when the current state is constant speed, the temporary deceleration rate parameter is initialized to [value missing]. The acceleration temporary parameter is initialized to This provides a smooth starting point for the transition between the two states;

[0059] S300: Calculates the actual output acceleration or deceleration rate.

[0060] The first speed range is set to 0–2 km / h, and the second speed range is the target speed. ±1km / h, the buffer zone at the boundary of a specific speed range is set to 0.3km / h, and the first preset time... Set to 150ms;

[0061] When the vehicle is decelerating, the temporary parameter of the deceleration rate after reset is used. Starting from the actual speed, =1.8km / h (within the first speed range), and the speed was previously in acceleration mode switching to deceleration mode (the process of deceleration after acceleration is triggered), then the actual output deceleration rate will be set first. Maintain at (0.3km / h²) continuous (150ms), then gradually change (based on a progressively increasing proportional coefficient, which is 0.15 in this embodiment) until the target deceleration rate is reached. (3km / h², depending on actual speed) relative to target speed (Calculated from parameters such as the difference in values ​​and vehicle braking requirements); if the actual =3km / h (in other speed ranges), then the initial value of the temporary deceleration rate parameter is used ( Starting from a point, the changes are directly and gradually alternating (based on a proportional coefficient) to... ;

[0062] When the vehicle is accelerating, the temporary acceleration rate parameter after reset ( Starting from the actual speed, =6.8km / h, target speed =7km / h (within the second speed range), and the speed was previously in a deceleration state and then switched to an acceleration state (triggering the process of acceleration after deceleration), then the actual output acceleration rate will be calculated first. The temporary acceleration parameter is maintained after reset. (0.6km / h²) continued Then, it gradually changes (based on the scaling factor in this embodiment and the above-mentioned incrementing rule) until the target acceleration rate is reached. (4km / h², depending on the target speed) Compared with actual speed (Calculated from parameters such as the difference in power and motor power); if the actual =5km / h (in other speed ranges), then the temporary parameter of the acceleration rate after reset ( Starting from ), it gradually changes to according to the above incremental rules. ;

[0063] When the actual speed is within the buffer zone, for example, if the lower boundary of the second speed range is 6 km / h and the buffer zone is 5.7–6.3 km / h, the actual speed… =5.8km / h, the actual speed is 0.2km / h away from the lower boundary of the section, and the total width of the buffer zone is 0.6km / h. Therefore, the initial value of the temporary deceleration rate parameter (first preset minimum value) is... After smooth interpolation, it becomes 0.3km / h² + ((0.2km / h) / (0.6km / h)) × (0.5km / h² - 0.3km / h²) ≈ 0.367km / h², and the actual output deceleration rate is... The rate is smoothly transitioned by using the interpolated temporary parameter as the starting point for variation.

[0064] S400: Speed ​​Setpoint and Closed-Loop Control

[0065] Calculate the current cycle's given speed based on the actual output acceleration or deceleration rate. If the speed was given in the previous cycle =6.7km / h, actual output acceleration rate =2.5km / h², control cycle is 8ms (0.0008h), then the given speed for the current cycle is... =6.7km / h + 2.5km / h² × 0.0008h = 6.702km / h; if the speed given in the previous cycle =4.3km / h, actual output deceleration rate =1.8km / h², control cycle is 8ms, then the given speed in the current cycle =4.3km / h - 1.8km / h²×0.0008h=4.29856km / h;

[0066] The speed closed-loop control adopts PI control, with the proportional coefficient Kp set to 0.6 and the integral coefficient Ki set to 0.15, which is suitable for the control characteristics of low-power motors. It integrates an anti-integral saturation mechanism, which is activated when the motor output torque reaches the maximum execution limit, such as 100 N·m, to limit the accumulation of integral terms and avoid overshoot-induced jerking.

[0067] The system estimates the current load using motor current and vehicle acceleration information. Common load variations for community sightseeing vehicles are 1-4 people (60kg per person). When the estimated load is light (1-2 people), the target acceleration rate is adjusted. =4.5km / h², first preset minimum value =0.25km / h², second preset minimum value =0.7km / h²; When estimated to be heavily loaded (3-4 people), adjust the target acceleration rate. =3.5km / h², first preset minimum value =0.35km / h², second preset minimum value =0.5km / h², by dynamically adjusting the initial value of temporary parameters, stable operation under different loads is ensured.

[0068] By dynamically adjusting parameters through load observation, the method can adapt to different load conditions and ensure effective optimization of the jolt response in various usage scenarios.

[0069] The basic principles of this application have been described above with reference to specific embodiments. It should be understood that the specific details disclosed above are for illustrative and illustrative purposes only, and are not intended to limit the scope of protection of this invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A method for optimizing the jerking sensation during acceleration and deceleration switching in electric sightseeing vehicles, characterized in that, Includes the following steps: S100. In each control cycle, obtain the target speed determined by the application layer, the given speed of the previous cycle, and the actual speed of the vehicle, and determine the current vehicle state based on the comparison result between the target speed and the given speed of the previous cycle. S200. Based on the current vehicle state, reset and initialize the rate parameters in the opposite direction to the current vehicle state. S300: Based on the vehicle state, target speed, actual speed, and the reset rate parameter, calculate the actual output acceleration rate or actual output deceleration rate for speed tracking in the current cycle. S400: Based on the actual output acceleration rate or actual output deceleration rate, increase or decrease the given speed of the previous cycle to obtain the given speed of the current cycle; use the given speed of the current cycle as the target value and the actual speed as the feedback value to perform speed closed-loop control and generate control commands for the drive motor.

2. The method according to claim 1, characterized in that, The comparison in step S100 adopts a comparison method with hysteresis, specifically including: a preset hysteresis value; when the target speed is greater than the given speed of the previous cycle by more than the preset hysteresis value, the current vehicle is determined to be in an acceleration state; when the given speed of the previous cycle is greater than the target speed by more than the preset hysteresis value, the current vehicle is determined to be in a deceleration state; when the absolute value of the difference between the target speed and the given speed of the previous cycle is not greater than the preset hysteresis value, the current vehicle is determined to be in a constant speed state or maintain the previous state.

3. The method according to claim 1 or 2, characterized in that, In step S200, the rate parameter in the opposite direction to the current state is reset and initialized, including: if the current state is an acceleration state, the temporary deceleration rate parameter used for deceleration calculation is initialized to a first preset small value; if the current state is a deceleration state, the temporary acceleration rate parameter used for acceleration calculation is initialized to a second preset small value; if the current state is a constant speed state, the temporary deceleration rate parameter is initialized to the first preset small value, and the temporary acceleration rate parameter is initialized to the second preset small value.

4. The method according to claim 1 or 3, characterized in that, In step S300, calculating the actual output acceleration rate or actual output deceleration rate for speed tracking in the current cycle includes: when the vehicle is in a specific speed range, maintaining the actual output rate at the first or second preset small value for a first preset time, and then gradually changing it to the target acceleration rate calculated from the target speed or the target deceleration rate calculated from the actual speed.

5. The method according to claim 4, characterized in that, The specific speed range includes: a first speed range starting from zero speed and a second speed range close to the target speed. When a deceleration and acceleration process is triggered in the first speed range, or an acceleration and deceleration process is triggered in the second speed range, the operation of maintaining the actual output rate at a first or second preset small value for a first preset time and then gradually changing it is performed.

6. The method according to claim 5, characterized in that, The boundary of the specific speed range is provided with a buffer area. When the actual speed is within the buffer area, the first or second preset minimum value or the first preset time is smoothly interpolated based on the distance between the actual speed and the boundary of the range.

7. The method according to claim 1, characterized in that, The speed closed-loop control in step S400 adopts proportional-integral control and integrates an anti-integral saturation mechanism; when the controller's output command reaches the execution limit of the motor torque, the anti-integral saturation mechanism is activated to limit or suspend the accumulation of integral control terms.

8. The method according to claim 1, characterized in that, The method further includes a load observation step: estimating the current load of the vehicle in real time based on motor current and vehicle acceleration information, and dynamically adjusting the target speed, the first preset minimum value and / or the second preset minimum value based on the estimated load.

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