WO2019091187A1 - 电动车驱动系统控制方法及系统 - Google Patents

电动车驱动系统控制方法及系统 Download PDF

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Publication number
WO2019091187A1
WO2019091187A1 PCT/CN2018/102558 CN2018102558W WO2019091187A1 WO 2019091187 A1 WO2019091187 A1 WO 2019091187A1 CN 2018102558 W CN2018102558 W CN 2018102558W WO 2019091187 A1 WO2019091187 A1 WO 2019091187A1
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Prior art keywords
drive
electric vehicle
parameter
torque
mode
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Ceased
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PCT/CN2018/102558
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English (en)
French (fr)
Inventor
顾宇峰
李守卫
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NIO Nextev Ltd
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NIO Nextev Ltd
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Priority to EP18875792.6A priority Critical patent/EP3708407A4/en
Publication of WO2019091187A1 publication Critical patent/WO2019091187A1/zh
Anticipated expiration legal-status Critical
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0084—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to control modules
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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Definitions

  • the present invention relates to the field of electric vehicles, and more particularly to electric vehicle drive system control.
  • the four-wheel drive system of the traditional internal combustion engine is mainly divided into full-time four-wheel drive, time-sharing four-wheel drive and timely four-wheel drive. Either way, the main implementation of the four-wheel drive is coupled by a mechanical torque distribution device between the front and rear axles.
  • the mechanical four-wheel drive implementation system is complicated, the fuel economy is reduced in four-wheel drive, the cost is high, and the front and rear axle distribution ratios are limited.
  • the main driving form is a single motor front drive, and the motor has only a single-stage main reduction at the rear end, and there is no gearbox.
  • the motor has only a single-stage main reduction at the rear end, and there is no gearbox.
  • there is no gearbox there is only one high efficiency zone of the whole vehicle, and the overall efficiency is low.
  • the acceleration of the entire vehicle is difficult due to the inherent characteristics of the motor and the absence of a gearbox.
  • the predecessor's solution can only use the adhesion of the front wheel, and the acceleration performance is severely limited.
  • a known four-wheel drive electric vehicle employs a technique of formulating a drive control method according to its current drive mode, such as a forced single motor drive mode, a priority single motor drive mode, or a four-wheel drive mode.
  • the vehicle controller controls one motor to participate in the drive, and the other motor is not in operation; if the current drive mode of the four-wheel drive electric vehicle is the priority single motor drive mode
  • the motor participates in the drive after the vehicle controller is controlled, and the front motor is in the inoperative state; the front motor only participates in the drive when the four-wheel drive electric vehicle accelerates rapidly; if the four-wheel drive electric vehicle is currently
  • the driving mode is the four-wheel drive mode, and the vehicle controller controls the front and rear motors to participate in the driving at the same time, and distributes the torque to the front and rear motors according to the front and rear load distributions.
  • the existing four-wheel drive electric vehicle field lacks
  • an aspect of the present invention provides an electric vehicle drive system control method, which is implemented in an electric vehicle including a front drive motor and a rear drive motor, the method comprising the following steps: (a) detecting and driving the motor The relevant drive control parameters, and (b) in the case where an abnormal class parameter is detected in the drive control parameter, is processed based on the type of the exception class parameter.
  • Another aspect of the present invention provides a control system for an electric vehicle drive system for controlling a drive system of an electric vehicle including a front drive motor and a rear drive motor, the control system including drive control parameters for detecting a drive motor The detecting device and the processing device for processing based on the type of the abnormal class parameter when detecting the abnormal class parameter in the driving control parameter.
  • the detecting device includes a slip ratio detecting unit for detecting a slip ratio and determining whether the slip ratio indicates that the vehicle is slipping; the processing device is configured to When it is determined that the vehicle slips according to the slip ratio, it is determined that there is a slip rate abnormal parameter, and the current vehicle speed is compared with the first threshold, and if the vehicle speed is lower than the first threshold, the vehicle is controlled to enter the four-wheel drive mode.
  • the processing device is configured to limit the torque by the chassis controller when controlling the vehicle to enter the four-wheel drive mode; and to maintain the electric power if the vehicle speed is higher than the first threshold
  • the original torque distribution of the car is limited by the chassis controller.
  • the processing device is configured to compare the current vehicle speed with a first threshold, and if the vehicle speed is lower than the first threshold, enter the four-wheel drive mode and the chassis controller Limiting the torque output of the front or rear drive motor shifts the torque limiting the output to another drive motor.
  • the detecting device includes a chassis control detecting unit for receiving a parameter indicating a chassis control state, and determining whether the parameter indicates that the chassis control is invalid; the processing device is configured In order to determine the failure of the chassis control, it is determined that there is a chassis control failure parameter, so that the front and rear drive motors of the electric vehicle work simultaneously and the front axle torque and the rear axle torque are based on the current slip ratio and the target slip ratio of the electric vehicle. Perform PI control adjustment.
  • the detecting device includes a chassis control detecting unit for detecting a state of the chassis control switch to determine whether the chassis is closed; and the processing device is configured to determine that the chassis is In the case of closing, it is determined that there is a chassis switch abnormal parameter, so that the front and rear drive motors of the electric vehicle work at the same time.
  • the detecting device comprises an electric vehicle steady state detecting unit, configured to receive an instability parameter from the chassis that characterizes the instability of the electric vehicle, and determine whether the electric vehicle is in an unstable state.
  • the processing device is configured to maintain torque distribution of the electric vehicle and to limit torque by the chassis controller in the event that it is determined that the electric vehicle is in an unstable state.
  • the detecting device comprises a driving motor temperature detecting unit, configured to receive a front drive motor temperature parameter and a rear drive motor temperature parameter transmitted by the motor temperature sensing device, and determine the precursor Whether the temperature characterized by the motor temperature parameter and the rear drive motor temperature parameter exceeds a preset temperature threshold; the processing device is configured to: if any one of the precursor motor temperature parameter and the rear drive motor temperature parameter exceeds the temperature threshold Based on whether the electric vehicle is currently in the four-wheel drive, the front drive, or the rear drive to adjust the drive mode.
  • a driving motor temperature detecting unit configured to receive a front drive motor temperature parameter and a rear drive motor temperature parameter transmitted by the motor temperature sensing device, and determine the precursor Whether the temperature characterized by the motor temperature parameter and the rear drive motor temperature parameter exceeds a preset temperature threshold
  • the processing device is configured to: if any one of the precursor motor temperature parameter and the rear drive motor temperature parameter exceeds the temperature threshold Based on whether the electric vehicle is currently in the four-wheel drive, the front drive, or the rear drive to adjust the
  • the drive motor temperature detecting unit may further determine whether a temperature difference between the front drive motor and the rear drive motor exceeds a temperature difference threshold based on the front drive motor temperature parameter and the rear drive motor temperature parameter; the processing device may be configured to determine the In the case where the temperature difference exceeds the temperature difference threshold and the temperature of at least one of the drive motors exceeds the temperature threshold, the drive mode is adjusted based on whether the electric vehicle is currently in a four-wheel drive, a front drive, or a rear drive.
  • the control system of the electric vehicle drive system may preset an economy mode, a sport mode, and an automatic mode for the electric vehicle.
  • control system of the electric vehicle drive system is configured to operate the vehicle in a rear drive, a front drive or a four drive mode based on the vehicle speed and torque request when the electric vehicle is operating in an economy mode; in the four drive mode
  • the torque distribution is determined based on a preset torque distribution ratio.
  • the front drive motor and the rear drive motor work simultaneously, and the torque is distributed according to the front and rear axle load ratios of the electric vehicle; when the electric vehicle runs in the automatic mode, the accelerator pedal is used according to the driver The operation is to estimate the driving intention and accordingly switch to the sport mode or the economy mode.
  • control system of the electric vehicle driving system may further preset a smart interconnection mode for the electric vehicle, in which the torque distribution of the electric vehicle is determined based on information from the remote end.
  • the control system of the electric vehicle drive system wherein the processing device is configured to, before the torque distribution of the electric vehicle, such as the torque switching of the front axle and the rear axle occurs, before the torque switching is applied to the front axle and the rear axle , to filter the torque.
  • Another aspect of the present invention provides a controller including a memory and a processor, the memory storing a computer program, the processor being capable of communicating with a chassis controller of the electric vehicle, the program being The various steps of the aforementioned control method can be implemented when the processor is executed.
  • Another aspect of the present invention provides a computer readable storage medium for storing computer instructions capable of implementing the various steps of the foregoing control method when executed by a computer or processor.
  • 1 is a schematic diagram of an electric vehicle drive system scheme
  • FIG. 3 is a schematic diagram of an electric vehicle drive control system transitioning between an economy mode and a sport mode
  • FIG. 4 is a schematic diagram of a cloud interconnection mode entry operation of an electric vehicle drive system
  • FIG. 5 is a schematic diagram of a torque structure of an electric vehicle drive control system
  • Figure 6 is a schematic diagram of the secondary filter operation of the front and rear axle torques
  • FIG. 7 is a schematic diagram of a driving mode conversion of an electric vehicle drive control system
  • FIG. 8 is a schematic diagram showing another driving mode conversion of the electric vehicle drive control system
  • FIG. 9 is a schematic diagram showing still another driving mode conversion of the electric vehicle drive control system.
  • FIG. 1 is a schematic illustration of an electric vehicle system in accordance with an example of the present invention.
  • the schematic diagram is a simplified schematic representation intended to more clearly convey the components and components associated with the present invention, and is not intended to limit the electric vehicle control system to which the present invention is applicable.
  • the electric vehicle complete vehicle system includes a front axle drive motor (referred to as a front drive motor or a front drive motor) 105, a rear axle drive motor (referred to as a rear drive motor or a rear drive motor) 106, a front drive motor 105 and a rear drive motor.
  • a front axle drive motor referred to as a front drive motor or a front drive motor
  • a rear axle drive motor referred to as a rear drive motor or a rear drive motor
  • a front drive motor 105 and a rear drive motor.
  • the 106 is controlled by a corresponding front axle drive motor controller (precursor for short) 103 and a rear axle drive motor controller (hereinafter referred to as rear drive controller) 104.
  • the battery 102 is coupled to the front and rear axle drive motor controllers 103 and 104 and provides power to the front and rear axle drive motor controllers 103 and 104.
  • the vehicle controller 101 is connected to the front and rear axle drive motor controllers 103 and 104 and the battery 102, and determines the drive control scheme and/or the front and rear drive motors according to parameters such as the current vehicle travel state parameter, the current driving mode, and the torque request value.
  • the torque distribution scheme is output, and corresponding control commands are generated to control the operation of the front and rear axle drive motors 105 and 106 and the power output of the battery 102.
  • the motor efficiency of the front and rear axles is different from the gear ratio of the final drive. When the speed is low, the efficiency of the rear axle drive is high. When the speed is high, the efficiency of the front axle drive is high. When the torque is high, the front and rear axles work at the highest efficiency.
  • a chassis controller (not shown) is communicatively coupled to the vehicle controller 101 to receive one or more of drive control-like parameters from the chassis, such as vehicle slip rate, vehicle instability, etc. When the information and the exception class parameters appear in these parameters, the corresponding processing is performed.
  • the vehicle controller is also capable of receiving signals characterizing temperature sensing devices that are used to detect the temperature of the front and rear motor
  • the temperature detecting device may be an existing component in the vehicle or a component that is provided as needed.
  • the signals sent by the chassis controller to the vehicle controller are further explained below with reference to the examples, but the signals transmitted by the chassis controller to the vehicle controller are not limited to those described herein.
  • Fig. 2 is a diagram showing the relationship between the driving mode obtained from the existing data and the vehicle speed and the axle load torque.
  • the horizontal axis represents the vehicle speed; and the vertical axis represents the axle load torque.
  • the axle load torque here corresponds to the force that the driver steps on the throttle to apply to the brake system.
  • Figure 2 shows a significant difference in drive efficiency distribution in different drive modes. According to different off-line efficiency curves of front and rear axle drive motors, different efficiency and different gear ratios of gear reducers, the efficiency map will change accordingly.
  • the vehicle is pre-set with driving modes, namely an economy mode, an automatic mode, and a sport mode.
  • driving modes namely an economy mode, an automatic mode, and a sport mode.
  • the smart interconnect mode is also preset.
  • the economic model is based on the motor output efficiency.
  • the vehicle When the electric vehicle is operating in the economy mode, the vehicle is operated in a rear drive, a front drive or a four drive mode based on the vehicle speed and torque request, and in the four drive mode, the torque distribution is determined based on a preset torque distribution ratio.
  • the economy mode if the vehicle is driving at a low speed, the rear drive mode is adopted, the high speed is used in the front drive mode, and the high torque is required to adopt the four drive mode.
  • torque is distributed based on the relationship distribution illustrated in FIG. 2 to achieve optimum driving efficiency.
  • the rear drive mode is adopted; in the case of a vehicle speed of 80 km/h and a shaft load torque of 400 Nm, a front drive mode is employed; and the axle load torque is 2000 Nm.
  • the four-wheel drive mode or in the case where the vehicle speed and the axle load torque are relatively large, for example, in the case where the current vehicle speed is 60 km/h and the axle load torque is 1000 Nm, the four-wheel drive mode is employed.
  • the torque of the rear-drive motor and the front-drive motor are distributed according to different proportions, and the ratio of the torque distribution can be determined based on the efficiency of the motor.
  • the distribution ratios of the front and rear drive motors based on different vehicle speeds and different axle load torques are preset, so that the controller for the torque distribution (for example, the vehicle controller) can decide four according to this. Torque distribution in drive mode.
  • the drive motors of the front and rear axles are all asynchronous motors, if a motor does not participate in the work, that is, the torque it distributes is basically zero, the pre-excitation of the motor can be turned off, which is equivalent to The motor enters the sleep mode. When a motor is about to work, the motor needs to be woken up in advance to allow the motor to be pre-excited.
  • step 702 it is determined in step 702 whether the driver request torque is less than a predetermined threshold; if the driver request torque is greater than the preset threshold, then switching to the four-wheel drive mode, as shown in step 706.
  • step 703 it is determined in step 703 whether the vehicle speed is lower than a preset threshold; when the vehicle speed is lower than a preset threshold, such as less than 40 kph, The whole vehicle is in the rear drive mode.
  • the front motor can be turned off to enter the sleep mode, as shown in step 704; when the vehicle speed is higher than another preset threshold, if the vehicle is higher than 50kph, the whole vehicle should be in the predecessor.
  • the rear motor can be turned off to enter the sleep mode, as shown in step 705; when the vehicle speed is between 40kph and 50kph, neither motor can enter the sleep mode.
  • the IGBT Insulated Gate Bipolar Transistor
  • the IGBT is placed in the inverter of the motor. Usually, multiple of them cooperate to adjust the voltage performance of the motor.
  • their respective IGBT switches are also turned off to save energy. .
  • the sport mode is a mode in which the front and rear drive motors operate at the same time. At this time, the torque is distributed according to the front and rear axle load ratios. For example, if the axle-to-load ratio of the front axle and the rear axle is 4:6, the load ratio assigned to the front and rear axles is also 4:6. In the sport mode, since the front and rear drive motors work at the same time, the torque response of the whole vehicle is about 1 times faster than that of the economic mode single drive. At the same time, the ground acceleration of the front axle and the rear axle is utilized, and the normal acceleration performance is greatly improved.
  • the automatic mode is that the vehicle controller estimates the driving intention according to the driver's operation on the accelerator pedal, and accordingly switches to the sport mode or the economy mode.
  • the automatic mode can also be switched to other modes not mentioned herein.
  • Figure 3 shows a schematic diagram of the conversion of an electric vehicle between economy mode 301 and sport mode 302.
  • the vehicle controller estimates the driving intention according to the driver's operation on the accelerator pedal, that is, when the driver has an emergency acceleration request, switches to the sport mode 302; when the driver accelerates the request If it is not large, switch to economy mode 301.
  • the driver's emergency acceleration request and the normal acceleration request may be judged in different ways.
  • the driving parameter and the preset reference value group may be compared according to the driver's depth and strength change of the accelerator pedal. It is also possible to record the driver's custom driving parameters and correct the preset reference value group based on the specific driver's custom driving parameters.
  • An electric vehicle can store a plurality of driver's custom driving parameters and corresponding preset reference value groups, and different preset reference value groups are called when different drivers are driving. It is also possible to centrally store a large number of driver habit driving parameters and corresponding preset reference value groups, and call them in real time through a network connection while driving.
  • the smart internet mode is based on the push of the cloud controller to determine whether to adopt the mode of the rear drive, the front drive or the four drive.
  • the vehicle controller accepts the smart interconnect mode from the cloud controller push.
  • the smart mode includes the front and rear torque distribution ratios, and the maximum drive torque limits for the front and rear axles and the minimum energy recovery torque limits for the front and rear axles.
  • the cloud controller pushes the mode 401 to the vehicle controller, the driver may choose to accept the recommendation or reject the recommendation, as shown in step 402. If the driver accepts the mode recommended by the cloud, the cloud recommendation mode (interconnect mode) is entered, as shown in step 404, otherwise the original mode is maintained, as shown in step 403.
  • the cloud controller determines the front and rear axle torque distribution ratios and the front and rear axle torque limits based on weather, road, location, and other information. For example, when the vehicle is driving on snow and ice, the cloud control will recommend the four-wheel drive mode, and the front and rear axle torques are limited to a certain range to ensure safe driving of the whole vehicle.
  • FIG. 5 is a schematic diagram of torque distribution processing of an electric vehicle drive control system according to an example of the present invention.
  • driver torque request detection and calculation block 501
  • filtering module 502
  • torque distribution block 503
  • torque secondary filtering block 504
  • torque limiting and transfer block 505
  • torque decision block 506
  • the functions can be realized by the detection device, the vehicle controller in Fig. 1 and the motor drive controller.
  • the detection device may include sensors such as pressure, speed, acceleration, and temperature.
  • Each function module can be integrated into the vehicle controller, or it can be distributed and operated in conjunction with a central processing unit.
  • the driver torque request module 501 detects the current driving operation and determines a torque request value based on the current driving operation.
  • the torque request value is filtered once to eliminate the abrupt request value from the current total torque to the requested total torque transition as an input parameter, from which the vehicle controller determines the torque distribution.
  • the driving mode and the output torque of the motor in the driving mode are determined based on the vehicle speed and the driving control parameters related to the driving motor in the current driving mode of the vehicle, and the motor is also considered.
  • the fault condition wherein the drive control parameters related to the drive motor include wheel slip ratio, vehicle instability state, drive motor temperature, front and rear drive motor temperature difference, and the like.
  • the vehicle speed can be obtained from the existing sensors and/or electronic systems of the vehicle.
  • Some parameters such as the wheel slip ratio and the vehicle instability state can be obtained from the chassis controller, but it is not excluded from other parts of the vehicle.
  • the parameters such as the drive motor temperature, the front and rear drive motor temperature differences, and the drive motor fault condition can be obtained from the existing sensors and/or electronic systems of the vehicle or by adding corresponding sensors.
  • the torque secondary filter module 504 of FIG. 5 can be configured to cause the vehicle controller to secondary filter the front and rear axle torques after the torque distribution scheme is determined. Due to different working conditions, the vehicle controller will switch the front and rear axle torque distribution. After the total torque is constant or the total torque is filtered once, the front and rear axle torques can be secondary filtered. The smooth transition of the respective torque of the shaft and the rear axle improves driving comfort.
  • Figure 6 illustrates the principle of secondary filtering of the front and rear axle torques during four-wheel drive.
  • the total torque of the front and rear axles determined by the vehicle controller in the initial state is TR1 + TF1, wherein the rear axle is assigned TR1 and the front axle is assigned TF1.
  • the torque of the rear axle needs to be adjusted to TR2, and the front axle torque is adjusted to TF2.
  • the rear axle torque will be changed from TR1 to TR2 at time point X1
  • the front axle torque will be changed from TF1 to TF2 at time point X1, which will cause the vehicle drive train to shake.
  • the front and rear axle torques are respectively subjected to secondary filtering, whereby the change of the front and rear axle torques is no longer abrupt, but is completed by a period extending to X1 to X2, for example, According to the curve between time points X1 to X2 shown in Fig. 6, the front and rear axle torques are gently increased or decreased, thereby ensuring a smooth transition of the torque on the front and rear axles.
  • the torque limit and transfer module 505 of FIG. 5 can be configured such that, regardless of the mode in which the current and rear drive motor capabilities are limited or a motor failure, the vehicle controller shifts the torque exceeding the capability portion to another Motor.
  • the driving condition of the vehicle is abnormal, such as when the vehicle is slipping (such as single-axis slip) and unstable, the TCS will intervene in the torque distribution adjustment, and issue a torque command to the vehicle controller to torque the axle that produces the slipping and instability conditions.
  • Limitations (this will be explained below in connection with the example of Figure 8).
  • the magnitude of the limit can be determined by characteristics of the drive motor, the power supply battery, and the slip ratio.
  • the degree of sub-limitation may be obtained from a limit magnitude table preset to a controller of the vehicle, such as a VCU, and the data in the table may be based on empirical values.
  • the reduced torque can be transferred to another axle and drive motor, thereby improving the vehicle's ability to get out of the way while reducing torque losses.
  • the torque limiting and transferring module 505 does not always limit and shift the torque, such as when the torque distribution is limited and/or the shift is only when the vehicle is traveling at a low speed.
  • the transfer module can perform the process of limiting and transferring. However, if the vehicle is in the high-speed driving condition, the torque transfer is not performed, but the torque command of the TCS is directly output to the front and rear drive motors via the vehicle controller.
  • the torque limit and transfer shown in Figure 5 is done by one module.
  • the two-step operation can also be performed separately.
  • the operation of torque transfer is advanced between torque distribution and secondary filtering, and the transferred torque is not limited to the portion of the TCS that limits the slipping wheel or the torque that causes the unstable wheel to correspond to the axle and the drive motor.
  • the torque decision module 506 of FIG. 5 can be configured to combine parameters from the chassis controller, such as drive control parameters associated with the drive motor, and generate corresponding control commands for transmission to the front and rear drive motor controllers.
  • the chassis controller detects that the vehicle is slipping (determined according to the slip ratio) and the vehicle speed is lower than a preset value, such as 40kph, the vehicle controller limits the front and rear axle torque according to the torque limit of the chassis controller. At the same time, the vehicle controller will enter the forced four-wheel drive mode, and the front and rear axle loads will distribute the torque. For example, when the vehicle slips, the driver requests a total torque of 1000 Nm and is in single rear drive mode, and the chassis controller limits the rear drive torque to 400 Nm. At this time, the vehicle controller will distribute the torque according to the axle load, that is, the front axle is 500 Nm and the rear axle is 500 Nm.
  • the front and rear axle torque distribution is limited by the chassis controller's torque to the front and rear axles, and finally distributed to the front axle 500 Nm.
  • the rear axle is 400Nm.
  • the chassis controller detects that the vehicle is slipping and the vehicle speed is higher than a certain value such as 40kph, the vehicle controller does not transfer the torque, but directly limits the front and rear axle torques directly according to the chassis controller requirements. For example, when the vehicle slips, the driver requests a total torque of 1000 Nm and is in single rear drive mode, and the chassis controller limits the rear drive torque to 400 Nm. At this time, the vehicle controller is limited by the chassis controller's torque to the front and rear axles, that is, the front axle is 0 Nm and the rear axle is 400 Nm.
  • the chassis controller detects that the vehicle is unstable, the vehicle controller does not transfer the torque, but directly limits the front and rear axle torques directly according to the chassis controller requirements.
  • the driver manually turns off the TCS function, it switches to the sport mode, that is, the front and rear axle torques are installed with the axle load distribution, but the total torque of the front and rear axles is kept consistent with that of the unslip.
  • a control system of an electric vehicle drive system and a corresponding control method are provided, which are applicable to an electric vehicle including a front drive motor and a rear drive motor.
  • the control system is configured to detect a drive control parameter related to the drive motor, and when the presence of the abnormal class parameter is detected in the drive control parameter, the process is performed based on the type of the abnormal class parameter.
  • the anomaly class parameter includes a slip rate anomaly parameter characterizing vehicle slip.
  • the slip ratio can be obtained based on wheel speed, wheel radius, and linear speed of the vehicle, while wheel speed, wheel radius, and linear speed of the vehicle can be obtained from sensors already in the vehicle.
  • the slip rate can be calculated by the vehicle controller based on these existing sensors.
  • the control elements of some of the electronic systems already in the vehicle can obtain slip ratio based on relevant parameters.
  • the chassis controller can calculate the slip ratio based on the relevant parameters.
  • the slip ratio parameter may be obtained by the vehicle controller (e.g., by the chassis controller) and whether the vehicle is slipping based on the slip ratio parameter.
  • the slip ratio parameter indicates that the vehicle is slipping
  • it is determined that there is a slip ratio abnormal parameter the current vehicle speed is compared with the first threshold, and if the vehicle speed is lower than the first threshold, the vehicle is controlled to enter the four-wheel drive mode.
  • the torque can be limited/transferred by the chassis controller when entering the four-wheel drive mode. If the vehicle speed is above the first threshold, the original torque distribution of the electric vehicle is maintained and the torque is limited by the chassis controller. In a further example, if the vehicle speed is below the first threshold, entering the four-wheel drive mode and limiting the torque output of the front or rear drive motor by the chassis controller transfers the torque limiting the output to the other drive motor.
  • the aforementioned anomaly-like parameters may include chassis control failure parameters that characterize whether the chassis control has failed.
  • the step of receiving drive control parameters associated with the drive motor includes receiving a parameter characterizing the chassis control state and determining whether the parameter indicates a chassis control failure; in the event of determining that the chassis control has failed, such as a chassis due to a fault In the case of control failure, it is determined that there is a chassis control failure parameter; the front and rear drive motors of the electric vehicle are simultaneously operated, and the front axle torque and the rear axle torque are PI-controlled according to the current slip ratio and the target slip ratio of the electric vehicle. To limit/transfer torque.
  • the aforementioned abnormal class parameter may also include a chassis switch abnormal parameter that characterizes whether the chassis control is turned off.
  • the steps of receiving the drive control parameters related to the drive motor include detecting the switch state of the chassis and determining whether the chassis is closed; determining that the chassis switch abnormal parameter exists when the chassis is closed, so that the front and rear drive motors of the electric vehicle work simultaneously .
  • the aforementioned drive control parameter may be a parameter from a chassis
  • the abnormal class parameter may include a instability parameter characterizing instability.
  • the step of detecting/receiving drive control parameters associated with the drive motor includes receiving a instability parameter indicative of an instability of the electric vehicle from the chassis; and the step of processing based on the type of the abnormal type parameter may further comprise maintaining a torque of the electric vehicle Assigned and the torque is limited by the chassis controller.
  • the foregoing driving control parameter may be a front drive motor temperature parameter and a rear drive motor temperature parameter
  • the abnormal type parameter includes a front drive motor temperature abnormal parameter and a rear drive motor temperature that characterize a motor temperature higher than a temperature threshold.
  • the precursor motor temperature parameter and the rear drive motor temperature parameter may be obtained by temperature sensors on the front drive motor and the rear drive motor.
  • the vehicle controller adjusts the drive mode based on whether the electric vehicle is currently in a four-wheel drive, a front drive, or a rear drive.
  • the control system may further calculate a temperature difference between the front drive motor and the rear drive motor based on the front drive motor temperature parameter and the rear drive motor temperature parameter, and determine whether the temperature difference exceeds a temperature difference threshold; determining that the temperature difference exceeds the In the case where the temperature difference threshold and the temperature of at least one of the drive motors exceeds the temperature threshold, the vehicle is controlled to adjust the drive mode based on whether the electric vehicle is currently in a four-wheel drive, a front drive, or a rear drive.
  • the drive control parameters described above are examples of parameters from the chassis, which may be implemented separately as separate examples, or may be implemented in combination of two or more.
  • 8 is a flow diagram of a method of controlling an electric vehicle drive system in accordance with an embodiment of the present invention, which is implemented by combining various examples of the drive control parameters described above as parameters from a chassis.
  • the electric vehicle drive system control method illustrated in Fig. 8 shows, by way of example and not limitation, the electric vehicle drive system control process of the present invention.
  • a parameter characterizing the chassis control state is received, and it is determined whether the parameter indicates that the chassis control has failed.
  • step 801a the electric vehicle enters the sport mode, and the current slip ratio of the four wheels is calculated based on the wheel speed sensor and the acceleration sensor, and the current slip ratio and the target slip are calculated.
  • the rate (calculated based on vehicle speed and acceleration) is PI controlled to torque intervene and shift the front and rear axles to ensure that the slip ratios of the front and rear axles are within the target slip ratio.
  • the safety level is reduced. This solution increases the torque protection mechanism when the TCS fails, which greatly increases the safety of the whole vehicle.
  • step 803 If the chassis control has not failed, proceed to step 803 to detect whether the chassis control function is turned off, and if so, proceed to step 804 to cause the electric vehicle to enter the sport mode; if it is detected that the chassis control function is not turned off, proceed to step 805.
  • step 806 To determine whether the vehicle is unstable, if it is determined that the vehicle is unstable, the torque distribution at the previous moment is maintained, and the torque is limited by the chassis controller, see step 806; if it is determined that the vehicle is not unstable, then proceeds to step 807 to detect whether the vehicle is slipping.
  • step 808 determining, in step 808, whether the vehicle speed is lower than a first threshold (threshold vehicle speed); when the detected wheel slip ratio indicates that the vehicle is slipping, and the vehicle speed is lower than the first threshold, controlling the vehicle drive system to switch to the four-wheel drive mode, and
  • the torque output of the front or rear drive motor is limited by the chassis controller, see step 809, the torque transfer of the limit output can be distributed to another drive motor; when the detected wheel slip ratio indicates that the vehicle is slipping, and the vehicle speed is higher than the first
  • the vehicle drive system is controlled to maintain the current drive mode and torque distribution, and is limited by the chassis controller before and after.
  • For the torque output of the motor see step 811; if the detected wheel slip rate indicates that the vehicle does not slip, control the vehicle drive system to maintain the current drive mode and torque distribution, and do not limit the torque output of the front and rear drive motors, see steps 810.
  • the drive control parameters related to the drive motor are a front drive motor temperature parameter and a rear drive motor temperature parameter
  • the abnormal type parameter includes a front drive motor temperature abnormal parameter that characterizes the motor temperature above a temperature threshold and Drive motor temperature abnormal parameters.
  • the precursor motor temperature parameter and the rear drive motor temperature parameter transmitted by the battery temperature sensing device are received, and it is determined whether the temperature characterized by each of the precursor motor temperature parameter and the rear drive motor temperature parameter exceeds the temperature threshold. Further, in a case where any one of the front drive motor temperature parameter and the rear drive motor temperature parameter exceeds the temperature threshold, the drive mode is adjusted based on whether the electric vehicle is currently in a four-wheel drive, a front drive, or a rear drive.
  • FIG. 9 shows the drive mode conversion based on the temperature of the different drive motors and the temperature difference between the front and rear drive motors.
  • a control process In step 902, the motor temperature is detected before and after the motor temperature is calculated; the temperature difference between the current and the rear drive motor is relatively large, for example, a temperature difference threshold is exceeded, and when the temperature of one motor is relatively high, the torque distribution of the front and rear axles needs to consider the temperature factor. Adjusted to a more secure and conservative direction, wherein the magnitude of the temperature difference threshold and the temperature threshold are determined based on the performance of the motor employed by the vehicle.
  • step 903 it is determined whether the vehicle is currently in the four-wheel drive mode.
  • the front and rear drive motor torque distributions are distributed according to the inverse ratio of the motor temperature, see step 904; if the vehicle is not currently in the four-wheel drive In the mode, it is determined in step 906 whether the vehicle is in the pre-drive mode; if the vehicle is in the pre-drive mode, it is determined in step 907 whether the front drive motor temperature is higher; when in the pre-drive mode, if the front drive motor temperature is higher, the rear drive is entered.
  • step 908 when in the pre-drive mode, and then the motor temperature is higher, continue the pre-drive mode, see step 909; if it is found in step 906 that the vehicle is not in the pre-drive mode, then in step 910 it is determined whether the vehicle is in the rear-drive mode If in the rear drive mode, it is determined in step 911 whether the rear drive motor is only higher; when in the rear drive mode, and the rear motor temperature is higher, the drive mode is entered, see step 912; when in the rear drive mode, If the front motor temperature is high, continue with the rear drive mode as shown in step 913.
  • the critical selection of temperature depends on the characteristics of the motor and the different motors will vary.
  • the present invention also includes a controller including a memory and a processor, the memory storing a computer program that, when executed by the processor, is capable of implementing all of the steps in the method, thereby implementing Dynamic control of the vehicle drive mode.
  • the present invention also includes a computer readable storage medium for storing computer instructions that, when executed by a computer or processor, implements all of the steps of the method to effect dynamic control of the vehicle drive mode.

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Abstract

一种电动车辆驱动控制系统控制方法，适用于包括前驱电机（105）与后驱电机（106）的电动车，该方法包括检测与驱动电机有关的驱动控制参数，例如滑移率参数、失稳参数、底盘控制状态参数等，当检测到驱动控制参数中存在异常类参数时，基于异常类参数的类型进行处理，例如进行扭矩输出限制，或者从一个驱动电机向另外一个驱动电机转移等。

Description

电动车驱动系统控制方法及系统 技术领域
本发明涉及电动车领域，特别是涉及电动车驱动系统控制。
背景技术
传统内燃机汽车的四驱系统主要分为全时四驱，分时四驱及适时四驱三种。无论哪种方式，其四驱的主要实现形式是通过前、后轴之间的机械扭矩分配装置进行耦合。这种机械式四驱实现形式系统复杂，四驱时燃油经济性降低，成本高，且前、后轴分配比例受限。
对于一般的电动车而言，其主要的驱动形式为单电机前驱，且电机后端只有单级主减，没有变速箱。该方案中，由于没有变速箱导致整车的高效区只有一个，整体效率偏低。在高车速时，由于电机的固有特性及没有配置变速箱，导致整车加速困难。同时，居于前驱的方案只能利用前轮的附着力，加速性能受到严重限制。
已知的四驱电动车中，采用了根据其当前的驱动模式，如强制单电机驱动模式、优先单电机驱动模式、或四驱模式，而制定驱动控制方法的技术。若四驱电动车当前的驱动模式为强制单电机驱动模式，则整车控制器控制一个电机参与驱动，另外一个电机处于不工作状态；若四驱电动车当前的驱动模式为优先单电机驱动模式，则在驱动请求力矩不超过后电机力矩时，整车控制器控制后电机参与驱动，前电机处于不工作状态；前电机仅在四驱电动车急加速时参与驱动；若四驱电动车当前的驱动模式为四驱模式，则整车控制器控制前、后电机同时参与驱动，并按前、后载荷分布将力矩相应分配给前、后电机。但现有四驱电动车领域内缺乏一种控制技术，使电动车驱动模式及扭矩分配可方便高效地进行动态转换及控制，从而提高电动车的行驶性能，改善驾驶体验，提高安全性。
发明内容
为了解决上述问题，本发明一方面提供了一种电动车辆驱动系统控制 方法，所述方法执行在包括前驱电机与后驱电机的电动车中，该方法包括如下步骤：(a)检测与驱动电机有关的驱动控制参数，及(b)在检测到驱动控制参数中存在异常类参数的情况下，基于异常类参数的类型进行处理。
本发明另一方面提供了一种电动车驱动系统的控制系统，用于控制包括前驱电机与后驱电机的电动车的驱动系统，所述控制系统包括用于检测与驱动电机有关的驱动控制参数的检测装置，及用于在检测到驱动控制参数中存在异常类参数的情况下，基于异常类参数的类型进行处理的处理装置。
较佳的，前述电动车驱动系统的控制系统中，所述检测装置包括滑移率检测单元，用于检测滑移率并判断所述滑移率是否表明车辆打滑；所述处理装置被配置为，在依据所述滑移率判断车辆打滑的情况下，确定存在滑移率异常参数，并将当前车速与第一阈值进行比较，如果车速低于第一阈值，则控制车辆进入四驱模式。
较佳的，前述电动车驱动系统的控制系统中，所述处理装置被配置为，当控制车辆进入四驱模式时，由底盘控制器限制扭矩；且如车速高于第一阈值，则保持电动车原有扭矩分配，且由底盘控制器限制扭矩。
较佳的，前述电动车驱动系统的控制系统中，所述处理装置被配置为，将当前车速与第一阈值进行比较，如果车速低于第一阈值，则进入四驱模式以及由底盘控制器限制前驱电机或后驱电机的扭矩输出，将限制输出的扭矩转移到另一驱动电机。
较佳的，前述电动车驱动系统的控制系统中，所述检测装置包括底盘控制检测单元，用于接收表征底盘控制状态的参数，并判断该参数是否表明底盘控制失效；所述处理装置被配置为，在判断底盘控制失效的情况下，确定存在底盘控制失效参数，使电动车的前、后驱电机同时工作且根据电动车当前滑移率与目标滑移率对前轴扭矩与后轴扭矩进行PI控制调节。
较佳的，前述电动车驱动系统的控制系统中，所述检测装置包括底盘控制检测单元，用于检测底盘控制开关状态，判断底盘是否被关闭；所述处理装置被配置为，在判断底盘被关闭的情况下，确定存在底盘开关异常参数，使电动车前、后驱电机同时工作。
较佳的，前述电动车驱动系统的控制系统中，所述检测装置包括电动 车稳定状态检测单元，用于接收来自底盘的表征电动车失稳的失稳参数，判断电动车是否处于失稳状态；所述处理装置被配置为，在判断电动车处于失稳状态的情况下，维持电动车的扭矩分配，且由底盘控制器限制扭矩。
较佳的，前述电动车驱动系统的控制系统中，所述检测装置包括驱动电机温度检测单元，用于接收由电机温度感测器件传送的前驱电机温度参数与后驱电机温度参数，并判断前驱电机温度参数与后驱电机温度参数各自表征的温度是否超出一预设温度阈值；所述处理装置被配置为，在前驱电机温度参数与后驱电机温度参数中任意一个超出该温度阈值的情况下，基于电动车当前是处于四驱、前驱、还是后驱来调整驱动方式。
所述驱动电机温度检测单元可以进一步基于前驱电机温度参数与后驱电机温度参数判断前驱电机与后驱电机的温度差是否超过一温度差阈值；所述处理装置可以被配置为，在确定所述温度差超过所述温度差阈值且至少其中一个驱动电机的温度超出所述温度阈值的情况下，基于电动车当前是处于四驱、前驱、还是后驱来调整驱动方式。
前述电动车驱动系统的控制系统，可以为所述电动车预设经济模式、运动模式与自动模式。
较佳的，所述电动车驱动系统的控制系统被配置为，在电动车运行在经济模式时，基于车速与扭矩请求来使车辆运行在后驱、前驱或四驱模式；在四驱模式下，基于预先设置的扭矩分配比来确定扭矩分配。
其中，在电动车运行在运动模式时，前驱电机与后驱电机同时工作，且根据该电动车的前、后轴荷比分配扭矩；在电动车运行在自动模式时，根据驾驶员对油门踏板的操作来预估驾驶意图，且据此切换到运动模式或经济模式。
较佳的，前述电动车驱动系统的控制系统，还可以为所述电动车预设智能互联模式，在该模式，基于来自远端的信息确定电动车的扭矩分配。
前述电动车驱动系统的控制系统，其中所述处理装置被配置为，在电动车的扭矩分配过程中，如发生前轴与后轴的扭矩切换，则在扭矩切换施加到前轴与后轴前，对扭矩进行滤波。
本发明另一方面提供了一种控制器，所述控制器包括存储器与处理器，所述存储器存储有计算机程序，所述处理器能与电动车的底盘控制器通信， 所述程序在被所述处理器执行时能够实现前述控制方法的各个步骤。
本发明另一方面提供了一种计算机可读存储介质，用于存储计算机指令，所述指令在由一计算机或处理器执行时能够实现前述控制方法的各个步骤。
上述说明仅是本发明技术方案的概述，为了能够更清楚了解本发明的技术手段，而可依照说明书的内容予以实施，并且为了让本发明的上述和其他目的、特征和优点能够更明显易懂，以下特举较佳实施例，并配合附图,详细说明如下。
附图的简要说明
图1为一电动车驱动系统方案示意图；
图2为电动车驱动系统经济模式扭矩分配方案；
图3为电动车驱动控制系统在经济模式及运动模式间转换的示意图；
图4为电动车驱动系统的云端互联模式进入操作的示意图；
图5为电动车驱动控制系统扭矩架构示意图；
图6为前、后轴扭矩二次滤波操作的示意图；
图7为电动车驱动控制系统的一种驱动方式转换的示意图；
图8为电动车驱动控制系统的另一种驱动方式转换的示意图；
图9为电动车驱动控制系统的又一种驱动方式转换的示意图。
实现发明的最佳方式
为更进一步阐述本发明为达成预定发明目的所采取的技术手段及功效,以下结合附图及较佳实施例，对依据本发明提出的一种电动车智能驱动控制系统及控制方法的具体实施方式及其功效，详细说明如后。
图1是按照本发明示例的电动车整车系统的示意图。该示意图为简化的示意性图示，意在更为清楚地传达与本发明有关的零、部件，而不是对本发明所适用的电动车整车控制系统进行限定。如图所示，该电动车整车系统包括前轴驱动电机(简称前驱动电机或前驱电机)105、后轴驱动电机(简称后驱动电机或后驱电机)106，前驱电机105与后驱电机106分别由对应的前轴驱动电机控制器(简称前驱控制器)103、后轴驱动电机控制器 (简称后驱控制器)104控制。电池102与前、后轴驱动电机控制器103及104连接，并为前、后轴驱动电机控制器103及104提供电力。整车控制器101与前、后轴驱动电机控制器103及104及电池102连接，根据当前车辆行驶状态参数、当前驾驶模式及扭矩请求值等参数确定驱动控制方案和/或前、后驱动电机输出扭矩分配方案，并生成相应控制指令，控制前、后轴驱动电机105及106运作及电池102电力输出分配。在一种实例中，前轴及后轴的电机效率及主减速器的齿比不同。低速的时候后轴驱动的效率高，高速的时候前轴驱动的效率高，大扭矩的时候前、后轴同时工作时效率最高。
按照本发明的示例，底盘控制器(未显示)与整车控制器101通信连接，以接收来自底盘的驱动控制类参数中的一种或多种，诸如车辆滑移率、车辆是否失稳等信息并在这些参数中出现异常类参数时，进行相应的处理。此外，尽管在图1中没有示出，但是根据本发明的一些示例，整车控制器还能够接收表征来自温度检测器件的信号，这些温度检测器件是用来检测前驱电机与后驱电机温度的，温度检测器件可以是车辆中已有的部件，也可以是根据需要设置的部件。下文会结合示例进一步阐述底盘控制器发送给整车控制器的信号，但是底盘控制器传送给整车控制器的信号并不以在此描述的为限。
图2示意了根据已有的数据所获得的驱动模式与车速、轴荷扭矩之间的关系分布。图2中，横轴表示车速；纵轴表示轴荷扭矩。轴荷扭矩在此对应驾驶人员踩踏油门施加给制动系统的力。图2中显示在不同的驱动模式下，驱动效率分布有明显的差异。根据不同的前、后轴驱动电机离线效率曲线，不同负载及不同减速器齿比等因素，效率图谱会有相应变化。在图2所示实例中，可以观察到，在后驱模式下，最高效率出现于车速为25km/h及轴荷扭矩为500Nm的最佳车速扭矩配比附件的区间，随车速及扭矩偏离最佳配比，驱动效率会逐渐降低。类似的，在前驱模式下，最佳效率出现于车速为60km/h及轴荷扭矩为150Nm的最佳车速扭矩配比附件的区间，随车速及扭矩偏离最佳配比，驱动效率会逐渐降低。而在特定车速下，较高轴荷扭矩需在四驱模式下才可取得。
按照本发明的一些示例，车辆预先设置了驾驶模式，分别是经济模式、 自动模式、运动模式。在一些情况下，还预设了智能互联模式。
经济模式是以电机输出效率为优先的模式。在电动车运行在经济模式时，基于车速与扭矩请求来使车辆运行在后驱、前驱或四驱模式，在四驱模式下，基于预先设置的扭矩分配比来确定扭矩分配。概括地说，在经济模式下，如果车辆以低速行驶则采用后驱模式，高速的时候采用前驱模式，而需要大扭矩的时候采用四驱模式。作为示例，在车辆被选择为经济模式的情况下，基于图2示意的关系分布分配扭矩，以达到最佳的驱动效率。例如，在车速为35km/h，轴荷扭矩为500Nm的情况下，采用后驱模式；在车速为80km/h，轴荷扭矩为400Nm的情况下，采用前驱模式；在轴荷扭矩为2000Nm的情况下采用四驱模式，或者在车速及轴荷扭矩都比较大的情况下，例如在当前车速为60km/h，轴荷扭矩为1000Nm的情况下，采用四驱模式。四驱模式下，按照不同的比例来分配后驱电机与前驱电机的扭矩，扭矩分配的比例可基于电机的效率来确定。在本发明的示例中，预先设置了基于不同车速、不同轴荷扭矩的前、后驱电机的分配比，使得用于负责扭矩分配的控制器(例如整车控制器)可据此决策四驱模式下的扭矩分配。
在经济模式下，如果前、后轴的驱动电机都采用的是异步电机，若某个电机不参与工作，即其所分配的扭矩基本为零时，则可以关闭该电机的预励磁，相当于该电机进入休眠模式，当某个电机即将工作时，需提前唤醒该电机，让该电机进行预励磁。
图7是根据本发明示例的经济模式下驱动模式切换的一种流程示例。如图7所示，在步骤702判断驾驶员请求扭矩是否小于一预设门限值；如果驾驶员请求扭矩大于该预设门限值，则切换到四驱模式，如步骤706所示。而当驾驶员请求扭矩小于一预设门限值时，在步骤703判断车速是否低于某一预设门限值；当车速为低于一预设门限值时，如低于40kph时，整车处于后驱模式，此时可以关闭前电机，使其进入休眠模式，如步骤704所示；当车速高于另一预设门限值时，如高于50kph时，整车应处于前驱模式，此时可以关闭后电机，使其进入休眠模式，如步骤705所示；当车速处于40kph～50kph之间时，两个电机都不能进入休眠模式。在休眠模式下，电机内IGBT(绝缘栅双极型晶体管)不工作，基本没有能耗。IGBT设置在电机的逆变器中，通常多个一起配合来调整电机的电压性能，在后驱 电机与前驱电机中任意一个进入休眠模式时，会同时使得它们各自的IGBT开关关闭，以节约能量。
运动模式则是前、后驱电机同时工作的模式，此时，根据前、后轴荷比分配扭矩。比如前轴及后轴的轴荷比为4:6，则分配到前、后轴的载荷比也为4:6。运动模式时，由于前、后驱动电机同时工作，整车的扭矩响应相比经济模式单驱时快1倍左右，同时利用前轴及后轴的地面附着，正常加速性能极大提高。
自动模式是整车控制器会根据驾驶员对油门踏板的操作预估驾驶意图，且据此切换到运动模式或经济模式。示例而非限制地，自动模式也可切换到在此未提到的其他模式。图3给出了电动车在经济模式301及运动模式302间转换的示意图。如图3所示，自动模式300时，整车控制器会根据驾驶员对油门踏板的操作预估驾驶意图，即当驾驶员有紧急加速请求时，切换到运动模式302；当驾驶员加速请求不大时，切换到经济模式301。驾驶员紧急加速请求及普通加速请求的判断可以采用不同方式，例如可以根据驾驶员对油门踩踏的深度及力度变化等驾驶参数与预设参考值组的比较进行判断。也可以记录驾驶员的习惯驾驶参数，并基于特定驾驶员的习惯驾驶参数对预设参考值组进行矫正。一辆电动车中可以存储多个驾驶员的习惯驾驶参数及对应的预设参考值组，在不同驾驶员驾驶时，调用不同的预设参考值组。也可将大量驾驶员习惯驾驶参数及对应预设参考值组集中远程存储，在驾驶时通过网络连接实时调用。
智能互联模式是根据云端控制器的推送来确定采用后驱、前驱还是四驱的模式。整车控制器接受来自云端控制器推送的智能互联模式，该智能模式包含前、后扭矩分配比例，及前、后轴最大驱动扭矩限制及前、后轴最小能量回收扭矩限制。如图4所示，在云端控制器推送该模式401至整车控制器时，驾驶员可以选择接受该推荐或者拒接该推荐，如步骤402所示。若驾驶员接受云端推荐的模式，则进入云端推荐模式(互联模式)，如步骤404所示，否则维持原模式，如步骤403所示。云端控制器根据天气，道路，位置等信息，确定前、后轴扭矩分配比例及前、后轴扭矩限制。例如在车辆行驶在冰雪路面时，云端控制会推荐四驱模式，前、后轴扭矩被限制在一定的范围内，保证整车安全驾驶。
图5是根据本发明示例的一种电动车驱动控制系统的扭矩分配处理示意图。其中驾驶员扭矩请求检测及计算(模块501)、滤波(模块502)、扭矩分配(模块503)、扭矩2次滤波(模块504)、扭矩限制及转移(模块505)、扭矩决策(模块506)等功能可以由检测装置、图1中的整车控制器及电机驱动控制器等配合实现。其中检测装置可能包含压力、速度、加速度、温度等传感器。各个功能模块可以集成于整车控制器中，也可以分散设置，并与一中央处理器配合操作。
驾驶员扭矩请求模块501检测当前驾驶操作，并基于当前驾驶操作确定扭矩请求值。扭矩请求值经一次滤波，以消除从当前总扭矩到请求总扭矩过渡时的突变后的请求值作为输入参数，由整车控制器据其来确定扭矩分配。按照本发明，确定扭矩分配时，是在车辆当前的驾驶模式下，基于车辆的车速以及与驱动电机有关的驱动控制参数来确定驱动模式以及该驱动模式下电机的输出扭矩，还会考虑到电机故障状况，其中，与驱动电机有关的驱动控制参数包括车轮滑移率、车辆失稳状态、驱动电机温度、前、后驱动电机温度差等。需要说明的是，车速可以从车辆已有的传感器和/或电子系统获得，车轮滑移率、车辆失稳状态等一些参数可以从底盘控制器获得，但也不排除从车辆的其它部件获得，驱动电机温度、前、后驱动电机温度差、驱动电机故障状况等这些参数是可以从车辆已有的传感器和/或电子系统获得的也可通过增加相应的传感器获得。
图5中的扭矩2次滤波模块504可以配置为，扭矩分配方案确定之后，使整车控制器对前、后轴扭矩进行二次滤波。由于不同工况时，整车控制器会切换前、后轴扭矩分配，在总扭矩不变或者对总扭矩进行一次滤波之后，还可对前、后轴扭矩进行二次滤波，这样可以保证前轴及后轴各自扭矩的平稳过渡，提高驾驶的舒适性。
图6示意了四驱时对前、后轴扭矩进行二次滤波的原理。如图6的该示例中，初始状态下由整车控制器确定的前、后轴总扭矩为TR1+TF1，其中，后轴分配TR1，前轴分配TF1。在扭矩分配方案调整之后，需要将后轴的扭矩大小调整为TR2，而将前轴扭矩调整为TF2。如果不进行二次滤波，则后轴扭矩将在时间点X1由TR1陡变为TR2，而前轴扭矩将在时间点X1由TF1陡变为TF2，这将导致整车传动系的抖动。但根据本发明的实施方案，对前、 后轴扭矩分别进行了二次滤波，由此使得前、后轴扭矩的变化不再是陡变，而是由扩展到X1至X2的时段内完成，例如按照图6所示的时间点X1至X2间的曲线控制前、后轴扭矩平缓增长或减小，从而保证前、后轴上扭矩的平稳过渡。
如图5中的扭矩限制及转移模块505可以配置为，无论处于哪种模式，当前、后驱动电机能力受限或者一个电机故障时，整车控制器会将超出能力部分的扭矩转移到另外一个电机。例如，当车辆行驶状况异常时，如车辆打滑(如单轴打滑)、失稳时，TCS会介入扭矩分配调整，向整车控制器发出扭矩指令，对产生打滑、失稳状况的车轴进行扭矩限制(下文将结合图8的示例，对此进行阐述)。限制的幅度可由驱动电机、供电电池、滑移率等的特性决定。作为示例，限制的副度可由预设到车辆诸如VCU的控制器中的限制幅度表获得，而该表中的数据可根据经验值制定。在某些情况下，降下来的扭矩可以转移至另一车轴和驱动电机，从而提高车辆的脱困能力，同时减小扭矩损耗。
经过了扭矩限制及转移模块505，扭矩由整车控制器分配至前驱和/或后驱电机控制器，以控制驱动电机输出。需要说明的是，按照本发明的示例，扭矩限制及转移模块505并不总是要对扭矩进行限制与转移，例如在所述扭矩分配的限制和/或转移仅在车辆低速行驶时该限制及转移模块可进行限制与转移的处理，但如果车辆处于高速行驶工况，则不进行扭矩转移，而是直接将TCS的扭矩指令经由整车控制器输出至前、后驱动电机。
图5中显示扭矩限制及转移由一个模块完成。实际操作中，两步操作也可以分开来进行。例如，将扭矩转移的操作前移到扭矩分配和二次滤波之间，所转移的扭矩也不仅限于TCS对打滑车轮或导致失稳的车轮对应车轴和驱动电机的扭矩所进行限制的部分。
图5中的扭矩决策模块506可配置为结合来自底盘控制器的参数，比如与驱动电机有关的驱动控制参数，并生成执行相应的控制指令，发送至前、后驱动电机控制器。
例如，当底盘控制器检测到车辆打滑(依据滑移率确定)且车速低于某预设值，如40kph，整车控制器会按照底盘控制器的扭矩限制对前、后轴扭矩进行限制，同时整车控制器会进入强制四驱模式，以前、后轴荷分配 扭矩。比如，车辆发生打滑时，驾驶员请求总扭矩为1000Nm，且处于单后驱模式，底盘控制器对后驱扭矩限制为400Nm。此时整车控制器会按照轴荷分配扭矩，即前轴500Nm，后轴500Nm，同时前、后轴扭矩分配之后需受到底盘控制器对前、后轴扭矩的限制，最后分配到前轴500Nm，后轴400Nm。相比于传统汽车的TCS系统的单纯的减扭功能，该方案在此工况下进入四驱模式极大的增强了电动车脱困能力。
当底盘控制器检测到车辆打滑且车速高于某个值如40kph时，整车控制器不会转移扭矩，而是直接根据底盘控制器要求直接限制前、后轴扭矩。比如，车辆发生打滑时，驾驶员请求总扭矩为1000Nm，且处于单后驱模式，底盘控制器对后驱扭矩限制为400Nm。此时整车控制器受到底盘控制器对前、后轴扭矩的限制，即前轴0Nm，后轴400Nm。
当底盘控制器检测到车辆失稳时，整车控制器整车控制器不会转移扭矩，而是直接根据底盘控制器要求直接限制前、后轴扭矩。
当驾驶员人为关掉TCS功能时，则切换到运动模式，即前、后轴扭矩安装轴荷分配，但会保持前、后轴总扭矩与未打滑时一致。
根据本发明的示例，提供电动车驱动系统的控制系统及相应的控制方法，该控制系统及控制方法适用于包括前驱电机与后驱电机的电动车中。该控制系统配置为检测与驱动电机有关的驱动控制参数，在检测到驱动控制参数中存在异常类参数的情况下，基于异常类参数的类型进行处理。
根据本发明的一个示例，所述异常类参数包括表征车辆打滑的滑移率异常参数。滑移率可基于车轮速度、车轮半径、车辆的线性速度获得，而车轮速度、车轮半径、车辆的线性速度可由车辆中已有的传感器获得。在一些情况下，可由整车控制器基于这些已有的传感器来计算滑移率。在一些情况下，可能车辆中已有的一些电子系统的控制元件可以基于相关参数获得滑移率。在一些情况下，底盘控制器可基于相关参数计算出滑移率。根据本发明的示例，可以由整车控制器(例如由底盘控制器)获得滑移率参数，并根据所述滑移率参数判断车辆是否打滑。在确定所述滑移率参数表明车辆打滑的情况下，确定存在滑移率异常参数，则将当前车速与第一阈值进行比较，如果车速低于第一阈值，则控制车辆进入四驱模式。
可选地，在进入四驱模式时，可以由底盘控制器限制/转移扭矩。如果 车速高于第一阈值，则保持电动车原有扭矩分配，且由底盘控制器限制扭矩。更进一步的示例中，如果车速低于第一阈值，则进入四驱模式以及由底盘控制器限制前驱电机或后驱电机的扭矩输出，将限制输出的扭矩转移到另一驱动电机。
根据本发明的又一个示例，前述异常类参数可以包括表征底盘控制是否失效的底盘控制失效参数。在该示例中，接收与驱动电机有关的驱动控制参数的步骤包括接收表征底盘控制状态的参数，并判断该参数是否表明底盘控制失效；在判断底盘控制失效的情况下，例如因故障导致的底盘控制失效的情况下，确定存在底盘控制失效参数；使电动车的前、后驱电机同时工作，且根据电动车当前滑移率与目标滑移率对前轴扭矩与后轴扭矩进行PI控制调节，以进行扭矩的限制/转移。
根据本发明的再一示例，前述异常类参数也可以包括表征底盘控制是否被关闭的底盘开关异常参数。接收与驱动电机有关的驱动控制参数的步骤包括检测底盘的开关状态，判断底盘是否被关闭；在判断底盘被关闭的情况下，确定存在底盘开关异常参数，使电动车前、后驱电机同时工作。
根据本发明的另一示例，前述驱动控制参数可以是来自底盘的参数，所述异常类参数可以包括表征失稳的失稳参数。其中检测/接收与驱动电机有关的驱动控制参数的步骤包括接收来自底盘的表征电动车失稳的失稳参数；而所述基于异常类参数的类型进行处理的步骤还可以包括维持电动车的扭矩分配，且由底盘控制器限制扭矩。
根据本发明的另一示例，前述驱动控制参数可以是前驱电机温度参数和后驱电机温度参数，所述异常类参数包括表征电机温度高于一温度阈值的前驱电机温度异常参数与后驱电机温度异常参数。所述前驱电机温度参数和后驱电机温度参数可由至于前驱电机及后驱电机上的温度传感器获得。在前驱电机温度参数与后驱电机温度参数中任意一个超出该温度阈值的情况下，由整车控制器基于电动车当前是处于四驱、前驱、还是后驱来调整驱动方式。
所述控制系统还可以进一步基于前驱电机温度参数与后驱电机温度参数计算前驱电机与后驱电机的温度差，并判断该温度差是否超过一温度差阈值；在确定所述温度差超过所述温度差阈值并且至少其中一个驱动电机 的温度超出所述温度阈值的情况下，由整车控制其基于电动车当前是处于四驱、前驱、还是后驱来调整驱动方式。
以上描述的驱动控制参数为来自底盘的参数的各示例，即可被分开实现为单独的示例，也可两个或更多个一起结合实现。图8是根据本发明的一种实施例的电动车驱动系统控制方法的流程示意，其是将上文描述的驱动控制参数为来自底盘的参数的各示例结合在一起实现的。图8示例的电动车驱动系统控制方法，示例而非限制地显示了本发明的电动车驱动系统控制过程。在步骤801接收表征底盘控制状态的参数，判断该参数是否表明底盘控制失效。在确定存在底盘控制实现参数的情况下，进入到步骤801a，使电动车进入运动模式，且基于轮速传感器及加速度传感器计算四个轮子的当前滑移率，对当前滑移率及目标滑移率(可根据车速和加速度算得)进行PI控制，从而对前、后轴进行扭矩干预及转移，确保前、后轴的滑移率都在目标滑移率范围之内。相比于传统汽车的TCS失效时安全等级降低的情况，该方案增加了一种TCS失效时的扭矩保护机制，大大增加了整车驾驶的安全性。如果底盘控制未失效，则进入到步骤803，检测底盘控制功能是否被关闭，如果是，则进入到步骤804，使电动车进入运动模式；如果检测到底盘控制功能未被关闭，则进入步骤805，判断车辆是否失稳，如果判定车辆失稳，则维持前一时刻的扭矩分配，且扭矩受到底盘控制器限制，见步骤806；如果判定车辆未失稳，则进入步骤807，检测车辆是否打滑，并在步骤808判断车速是否低于第一阈值(门限车速)；当检测到的车轮滑移率显示车辆打滑，且车速低于第一阈值时，控制车辆驱动系统切换到四驱模式，并且由底盘控制器限制前或后驱动电机的扭矩输出，见步骤809，可将限制输出的扭矩转移分配到另一驱动电机；当检测到的车轮滑移率显示车辆打滑，且车速高于该第一阈值时，控制车辆驱动系统维持当前驱动方式及扭矩分配，并且由底盘控制器限制前、后驱动电机的扭矩输出，见步骤811；如果检测到的车轮滑移率显示车辆不打滑，则控制车辆驱动系统维持当前驱动方式及扭矩分配，不对前、后驱动电机的扭矩输出进行限制，见步骤810。
根据本发明的又一示例，与驱动电机有关的驱动控制参数为前驱电机温度参数与后驱电机温度参数，所述异常类参数包括表征电机温度高于一 温度阈值的前驱电机温度异常参数与后驱电机温度异常参数。在该示例下，接收由电池温度感测器件传送的前驱电机温度参数与后驱电机温度参数，判断前驱电机温度参数与后驱电机温度参数各自表征的温度是否超出该温度阈值。进一步，在前驱电机温度参数与后驱电机温度参数中任意一个超出该温度阈值的情况下，基于电动车当前是处于四驱、前驱、还是后驱来调整驱动方式。
作为与驱动电机有关的驱动控制参数为前驱电机温度参数与后驱电机温度参数的一个具体而非限制的示例，图9显示了基于不同驱动电机温度及前、后驱动电机温差而进行驱动方式转换的一种控制流程。在步骤902检测前、后驱动电机温度并计算温差；当前、后驱动电机温差比较大，例如超过一温度差阈值，且一个电机的温度比较高时，前、后轴扭矩分配需考虑温度因素，向更加安全保守的方向调整，其中，该温度差阈值的大小以及该温度阈值基于车辆采用的电机的性能来确定。比如，在步骤903判断车辆当前是否处于四驱模式，当此时处于四驱模式时，则前、后驱动电机扭矩分配按照电机温度的反比来分配，见步骤904；如果车辆当前并非处于四驱模式，则在步骤906判断车辆是否处于前驱模式；如果车辆处于前驱模式时，在步骤907判断是否前驱动电机温度较高；当处于前驱模式时，如果前驱动电机温度较高，则进入后驱模式，见步骤908；当处于前驱模式时，且后电机温度较高，则继续前驱模式，见步骤909；如果在步骤906发现车辆未处于前驱模式，则在步骤910判断车辆是否处于后驱模式；如果处于后驱模式，在步骤911判断是否后驱动电机唯独较高；当处于后驱模式时，且后电机温度较高，则进入前驱模式，见步骤912；当处于后驱模式时，且前电机温度较高，则继续后驱模式见步骤913。温度的临界选择依据电机的特性，不同的电机会有所不同。
本发明还包括一种控制器，所述控制器包括存储器与处理器，所述存储器存储有计算机程序，所述程序在被所述处理器执行时能够实现所述方法中的所有步骤，从而实现车辆驱动方式的动态控制。
本发明还包括一种计算机可读存储介质，用于存储计算机指令，所述指令在由一计算机或处理器执行时实现所述方法中的所有步骤，从而实现车辆驱动方式的动态控制。
以上所述，仅是本发明的较佳实施例而已，并非对本发明作任何形式上的限制，虽然本发明已以较佳实施例揭露如上，然而并非用以限定本发明,任何熟悉本专业的技术人员，在不脱离本发明技术方案范围内,当可利用上述揭示的技术内容作出些许更动或修饰为等同变化的等效实施例,但凡是未脱离本发明技术方案的内容，依据本发明的技术实质对以上实施例所作的任何简单修改、等同变化与修饰，均仍属于本发明技术方案的范围内。

Claims (18)

  1. 一种电动车驱动系统控制方法，所述方法执行在包括前驱电机与后驱电机的电动车中，该方法包括：
    a.检测与驱动电机有关的驱动控制参数，
    b.在检测到驱动控制参数中存在异常类参数的情况下，基于异常类参数的类型进行处理。
  2. 如权利要求1所述的电动车驱动系统控制方法，其中，所述驱动控制参数为滑移率，所述异常类参数包括表征车辆打滑的滑移率异常参数，且
    步骤a包括：
    检测滑移率；
    判断所述滑移率是否表明车辆打滑；
    步骤b包括：
    在依据所述滑移率判断车辆打滑的情况下，确定存在滑移率异常参数；
    将当前车速与第一阈值进行比较，如果车速低于第一阈值，则进入四驱模式。
  3. 如权利要求2所述的电动车驱动系统控制方法，其中，步骤b进一步包括：
    在进入四驱模式时，由底盘控制器限制扭矩；以及
    如果车速高于第一阈值，则保持电动车原有扭矩分配，且由底盘控制器限制扭矩。
  4. 如权利要求3所述的电动车驱动控制方法，其中，步骤b还包括：
    将当前车速与第一阈值进行比较，如果车速低于第一阈值，则进入四驱模式以及由底盘控制器限制前驱电机或后驱电机的扭矩输出，将限制输出的扭矩转移到另一驱动电机。
  5. 如权利要求1所述的电动车驱动系统控制方法，其中，所述异常类参数包括表征底盘控制是否失效的底盘控制失效参数，且
    步骤a包括：
    接收表征底盘控制状态的参数，
    判断该参数是否表明底盘控制失效；
    步骤b包括：
    在判断底盘控制失效的情况下，确定存在底盘控制失效参数；
    使电动车的前、后驱电机同时工作且根据电动车当前滑移率与目标滑移率对前轴扭矩与后轴扭矩进行PI控制调节。
  6. 如权利要求1所述的电动车驱动系统控制方法，其中，所述异常类参数包括表征底盘控制是否被关闭的底盘开关异常参数，且步骤a包括检测底盘的开关状态，判断底盘是否被关闭，步骤b包括在判断底盘被关闭的情况下，确定存在底盘开关异常参数，使电动车前、后驱电机同时工作。
  7. 如权利要求1所述的电动车驱动系统控制方法，其中，所述驱动控制参数为表征电动车失稳的失稳参数，所述异常类参数包括表征失稳的失稳参数，且
    步骤a包括：
    接收来自底盘的表征电动车失稳的失稳参数；
    步骤b包括：
    维持电动车的扭矩分配，且由底盘控制器限制扭矩。
  8. 如权利要求1所述的电动车驱动系统控制方法，其中，与驱动电机有关的驱动控制参数为前驱电机温度参数与后驱电机温度参数，所述异常类参数包括表征电机温度高于一温度阈值的前驱电机温度异常参数与后驱电机温度异常参数，且
    步骤a包括：
    接收由电机温度感测器件传送的前驱电机温度参数与后驱电机温度参数；
    判断前驱电机温度参数与后驱电机温度参数各自表征的温度是否超出该温度阈值；
    步骤b包括：
    在前驱电机温度参数与后驱电机温度参数中任意一个超出该温度阈值的情况下，基于电动车当前是处于四驱、前驱、还是后驱来调整驱 动方式。
  9. 如权利要求8所述的电动车驱动系统控制方法，其中，判断前驱电机温度参数与后驱电机温度参数是否超出该温度阈值包括：
    基于前驱电机温度参数与后驱电机温度参数判断前驱电机与后驱电机的温度差是否超过一温度差阈值；以及
    步骤b进一步包括：
    在确定温度差超过该温度差阈值且至少其中一个电机的温度超出该温度阈值的情况下，基于电动车当前是处于四驱、前驱、还是后驱来调整驱动方式。
  10. 如权利要求1到9中任意一项所述的电动车驱动系统控制方法，还包括：
    为所述电动车预设经济模式、运动模式与自动模式。
  11. 如权利要求10所述的电动车驱动系统控制方法，其中，在电动车运行在经济模式时，基于车速与扭矩请求来使车辆运行在后驱、前驱或四驱模式，在四驱模式下，基于预先设置的扭矩分配比来确定扭矩分配。
  12. 如权利要求10所述的电动车驱动系统控制方法，其中，在电动车运行在运动模式时，前驱电机与后驱电机同时工作，且根据该电动车的前、后轴荷比分配扭矩。
  13. 如权利要求10所述的电动车驱动系统控制方法，其中，在电动车运行在自动模式时，根据驾驶员对油门踏板的操作来预估驾驶意图，且据此切换到运动模式或经济模式。
  14. 如权利要求10所述的电动车驱动系统控制方法，其中，为所述电动车预设的模式中还包括智能互联模式，在该模式，基于来自远端的信息确定电动车的扭矩分配。
  15. 如权利要求1到14中任意一项所述的电动车驱动系统控制方法，其中，在电动车的扭矩分配过程中，如发生前轴与后轴的扭矩切换，则在扭矩切换施加到前轴与后轴前，对扭矩进行滤波。
  16. 一种电动车驱动系统的控制系统，用于控制包括前驱电机与后驱电机的电动车的驱动系统，所述控制系统包括:
    检测装置，用于检测与驱动电机有关的驱动控制参数；及
    处理装置，用于在检测到驱动控制参数中存在异常类参数的情况下，基于异常类参数的类型进行处理。
  17. 一种控制器，其包括处理器与存储器，所述存储器用于存储程序，所述处理器在所述程序运行时执行如权利要求1到15所述的电动车驱动系统控制方法。
  18. 一种计算机可读存储介质，用于存储计算机指令，所述指令在被执行时能够实现如权利要求1到15中任意一项所述的电动车驱动系统控制方法。
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