WO2022083208A1 - 一种车辆动力动态控制系统与方法 - Google Patents

一种车辆动力动态控制系统与方法 Download PDF

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Publication number
WO2022083208A1
WO2022083208A1 PCT/CN2021/109236 CN2021109236W WO2022083208A1 WO 2022083208 A1 WO2022083208 A1 WO 2022083208A1 CN 2021109236 W CN2021109236 W CN 2021109236W WO 2022083208 A1 WO2022083208 A1 WO 2022083208A1
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Prior art keywords
key point
accelerator pedal
vehicle
curve
output
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PCT/CN2021/109236
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English (en)
French (fr)
Inventor
涂岩恺
赖俊芳
池炜宾
叶旭辉
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Xiamen Yaxon Networks Co Ltd
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Xiamen Yaxon Networks Co Ltd
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Priority to US18/250,285 priority Critical patent/US12441293B2/en
Priority to EP21881628.8A priority patent/EP4242083A4/en
Publication of WO2022083208A1 publication Critical patent/WO2022083208A1/zh
Anticipated expiration legal-status Critical
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/12—Controlling the power contribution of each of the prime movers to meet required power demand using control strategies taking into account route information
    • 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
    • B60L15/2045—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 for optimising the use of energy
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/14—Acceleration
    • B60L2240/16—Acceleration longitudinal
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/14—Acceleration
    • B60L2240/18—Acceleration lateral
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/26—Vehicle weight
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/64—Road conditions
    • B60L2240/642—Slope of road
    • 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
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • 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
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • B60L2250/28—Accelerator pedal thresholds
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the invention relates to the technical field of vehicle control, in particular to a vehicle dynamic control system and method.
  • the power output characteristics of the vehicle are generally determined by the power output curve.
  • the vehicle power output curve is a function curve with the accelerator pedal depression depth as the variable and the output torque of the engine or motor as the output.
  • the power output curve of a vehicle is fixed, and some high-end models may have multiple power output curves.
  • a control system is proposed, which pre-stores various power output curves and corresponds to the most suitable terrain, and adopts artificial intelligence method to identify ordinary ground, muddy ground, snow, and sand in front of the vehicle. Wait for different situations, and switch the vehicle to corresponding different power output curves to achieve the adaptability of the vehicle on different road surfaces and achieve better economy or comfort.
  • This kind of method is generally characterized by pre-existing multiple fixed curves, and roughly classifying and corresponding to the external environment. Because the number of pre-existing fixed curves is generally limited, and the actual external environment varies widely, it is only possible to roughly classify the external environment and carry out large-scale analysis. The type of match cannot be finely matched with the external environment, and the adaptability is also limited.
  • the present invention provides a vehicle power dynamic control system and method, which can generate the power output curve of the next road section in real time according to the electronic horizon system and the accelerator pedal depth information of the vehicle, so as to ensure the driver's safety. smooth driving while making the vehicle more adaptable to different terrains.
  • a vehicle dynamic control system comprising:
  • the electronic horizon system is used to obtain the geographic gradient information of the road ahead of the vehicle based on the ADAS map and send it to the power controller;
  • Accelerator pedal used to output accelerator pedal depth information to the power controller
  • the power controller is configured to receive the geographic gradient information sent by the electronic horizon system and receive the accelerator pedal depth information sent by the accelerator pedal, and fit the information on the road ahead according to the geographic gradient information and the accelerator pedal depth information. Enter the power output curve with the accelerator pedal depth as the abscissa and the output torque as the ordinate of the next gradient and switch, and control the engine/motor of the vehicle to output torque according to the power output curve.
  • the power controller includes a power output curve generation module; the power output curve generation module includes:
  • a first key point acquiring unit which acquires a first key point for fitting the power output curve;
  • the first key point is a point where the vehicle travels on a slope, and when the vehicle travels on the first key point,
  • the same depth of throttle change as on flat roads can get the same acceleration as when driving on flat roads;
  • a second key point acquiring unit for acquiring a second key point for fitting the power output curve; the second key point is the point where the accelerator pedal depth reaches the maximum, or the second key point is the point where the output The point at which the torque reaches the maximum;
  • a third key point obtaining unit for obtaining a third key point for fitting the power output curve;
  • the third key point is a point obtained from a linear curve driving on a flat road before the vehicle enters a slope;
  • a fourth key point obtaining unit for obtaining a fourth key point for fitting the power output curve;
  • the fourth key point is zero point (0, 0), that is, the accelerator pedal depth is 0, and the output torque is 0;
  • a fitting unit for fitting the power output curve based on the first key point, the second key point, the third key point and the fourth key point.
  • the coordinates of the first key point are represented as (A1+D, T1+ ⁇ T+mgsin(i)); wherein, T1 represents the accelerator pedal depth A1 on the linear curve of driving on a flat road Corresponding torque; ⁇ T represents the corresponding torque increment of the accelerator pedal depth change intensity D on the linear curve of flat road driving; i represents the front slope value output by the electronic horizon system; m represents the mass of the vehicle; g represents the Gravitational acceleration.
  • the power controller further includes an accelerator change intensity generation module; the accelerator change intensity generation module is used to obtain the accelerator pedal depth change intensity D; specifically, it includes:
  • the monotonic interval acquisition unit is used to continuously collect the accelerator pedal depth signal when driving on a flat road, judge the monotonicity of the signal, and extract the continuously monotonically increasing or continuously decreasing interval;
  • a monotonic interval filtering unit used for filtering monotonic intervals whose interval is greater than the first preset value or whose interval is smaller than the second preset value;
  • the absolute value obtaining unit is used to obtain the absolute value of the difference between the first value and the last value of the monotonic interval, as the intensity of the depth change of the accelerator pedal;
  • An average accelerator change intensity acquisition unit configured to determine whether the number of accelerator pedal depth change intensity acquired by the absolute value acquisition unit is greater than a third preset value, and if it is greater, calculate an average value.
  • the coordinates of the second key point are expressed as (1-mgsin(i)/M, M); if the electronic horizon system If the output front slope value is less than 0, the coordinates of the second key point are represented as (1, M+mgsin(i)); where M represents the maximum torque that the engine or motor can output; i represents the output of the electronic horizon system
  • M represents the maximum torque that the engine or motor can output;
  • i represents the output of the electronic horizon system
  • the front slope value; m represents the mass of the vehicle; g represents the gravitational acceleration.
  • the power controller further includes a curve switching module; the curve switching module is used to switch the linear curve of flat road driving to the power output curve.
  • the power controller further includes a torque output module; the torque output module is configured to calculate the corresponding torque according to the current gradient value, the current accelerator pedal depth and the power output curve, And control the engine/motor of the vehicle to output the torque.
  • a vehicle dynamic control method comprising:
  • the accelerator pedal outputs the accelerator pedal depth information to the power controller
  • the power controller receives the geographic gradient information sent by the electronic horizon system and receives the accelerator pedal depth information sent by the accelerator pedal, and fits the power to enter the next gradient according to the geographic gradient information and the accelerator pedal depth information.
  • the output curve is switched and the engine/motor of the vehicle is controlled to output torque according to the power output curve; wherein, the abscissa of the power output curve is the accelerator pedal depth, and the ordinate of the power output curve is the output of the engine/motor. torque.
  • a power output curve for entering the next gradient is fitted, including:
  • the first key point is a point where the vehicle is driving on a slope, and when the vehicle is driving on the first key point, the same throttle change as on a flat road
  • the depth can obtain the same acceleration as when driving on flat roads;
  • the second key point is the point at which the accelerator pedal depth reaches the maximum, or the second key point is the point at which the output torque reaches the maximum;
  • the third key point is a point obtained from a linear curve driving on a flat road before the vehicle enters a slope;
  • the fourth key point is zero point (0, 0), that is, the accelerator pedal depth is 0, and the output torque is 0;
  • the power output curve is fitted based on the first key point, the second key point, the third key point and the fourth key point.
  • the coordinates of the first key point are represented as (A1+D, T1+ ⁇ T+mgsin(i)); wherein, T1 represents the accelerator pedal depth A1 on the linear curve of driving on a flat road Corresponding torque; ⁇ T represents the corresponding torque increment of the accelerator pedal depth change intensity D on the linear curve of flat road driving; i represents the front slope value output by the electronic horizon system; m represents the mass of the vehicle; g represents the gravitational acceleration;
  • the coordinates of the second key point are expressed as (1-mgsin(i)/M, M); if the front gradient value output by the electronic horizon system is less than 0, Then the coordinates of the second key point are expressed as (1, M+mgsin(i)); wherein, M represents the maximum torque that the engine or electric motor can output.
  • the present invention does not use the pre-stored fixed power curve method, but uses the terrain gradient ahead predicted by the electronic horizon system and the accelerator pedal depth (accelerator opening) of the vehicle before entering the gradient, as well as the driver's
  • the average accelerator pedal depth variation intensity dynamically calculated to obtain the most suitable power output curve before entering the next slope, to ensure that the driver can achieve the same phase of acceleration driving experience in different slope terrain, the same accelerator pedal depth, to ensure the driver's Steady driving is also conducive to the energy consumption and economy of the vehicle, so that the vehicle has a wider adaptability to different terrains.
  • Fig. 1 is the structural block diagram of the vehicle dynamic control system of the present invention
  • FIG. 2 is a flow chart of the vehicle dynamic control method of the present invention
  • FIG. 3 is a schematic diagram of a power output curve when the vehicle of the present invention is just started
  • FIG. 4 is a schematic diagram of a power output curve of the output of the power curve generation module of the vehicle dynamic control system of the present invention when the vehicle is uphill;
  • FIG. 5 is a schematic diagram of a power output curve of the output of the power curve generating module of the vehicle dynamic control system of the present invention when the vehicle is on a downhill road section.
  • a vehicle dynamic control system of the present invention includes:
  • the electronic horizon system 10 is used to obtain the geographic gradient information of the road ahead of the vehicle based on the ADAS map, and send it to the power controller 30;
  • the accelerator pedal 20 is used for outputting the accelerator pedal depth information to the power controller 30;
  • the power controller 30 is configured to receive the geographic gradient information sent by the electronic horizon system 10 and the accelerator pedal depth information sent by the accelerator pedal 20.
  • the power output curve with the accelerator pedal depth as the abscissa and the output torque of the engine/motor 40 as the ordinate in the square road entering the next gradient is switched and the engine/motor 40 of the vehicle is controlled to output torque according to the power output curve.
  • the power controller 30 includes a power output curve generation module 301; the power output curve generation module 301 includes:
  • a first key point acquiring unit which acquires a first key point for fitting the power output curve;
  • the first key point is a point where the vehicle travels on a slope, and when the vehicle travels on the first key point,
  • the same depth of throttle change as on flat roads can get the same acceleration as when driving on flat roads;
  • a second key point acquiring unit for acquiring a second key point for fitting the power output curve; the second key point is the point where the accelerator pedal depth reaches the maximum, or the second key point is the point where the output The point at which the torque reaches the maximum;
  • a third key point obtaining unit for obtaining a third key point for fitting the power output curve;
  • the third key point is a point obtained from a linear curve driving on a flat road before the vehicle enters a slope;
  • a fourth key point obtaining unit for obtaining a fourth key point for fitting the power output curve;
  • the fourth key point is zero point (0, 0), that is, the accelerator pedal depth is 0, and the output torque is 0;
  • a fitting unit for fitting the power output curve based on the first key point, the second key point, the third key point and the fourth key point.
  • the coordinates of the first key point are represented as (A1+D, T1+ ⁇ T+mgsin(i)); wherein, T1 represents the torque corresponding to the accelerator pedal depth A1 on the linear curve of driving on a flat road ; ⁇ T represents the corresponding torque increment of the accelerator pedal depth change intensity D on the linear curve of flat road driving; i represents the front gradient value output by the electronic horizon system 10; m represents the mass of the vehicle; g represents the acceleration of gravity .
  • the power controller 30 further includes an accelerator change intensity generation module 302; the accelerator change intensity generation module 302 is configured to obtain the accelerator pedal depth change intensity D; specifically, it includes:
  • the monotonic interval acquisition unit is used to continuously collect the accelerator pedal depth signal when driving on a flat road, judge the monotonicity of the signal, and extract the continuously monotonically increasing or continuously decreasing interval;
  • a monotonic interval filtering unit used for filtering monotonic intervals whose interval is greater than the first preset value or whose interval is smaller than the second preset value;
  • the absolute value obtaining unit is used to obtain the absolute value of the difference between the first value and the last value of the monotonic interval, as the intensity of the depth change of the accelerator pedal;
  • An average accelerator change intensity acquisition unit configured to determine whether the number of accelerator pedal depth change intensity acquired by the absolute value acquisition unit is greater than a third preset value, and if it is greater, calculate an average value.
  • the coordinates of the second key point are expressed as (1-mgsin(i)/M, M); if the electronic horizon system 10 outputs The front gradient value of , is less than 0, the coordinates of the second key point are expressed as (1, M+mgsin(i)); wherein, M represents the maximum torque that the engine or motor can output; i represents the output of the electronic horizon system 10 The front slope value; m represents the mass of the vehicle; g represents the gravitational acceleration.
  • the power controller 30 further includes a curve switching module 303; the curve switching module 303 is used to switch the linear curve of flat road driving to the power output curve.
  • the power controller 30 further includes a torque output module 304; the torque output module 304 is used to calculate the corresponding torque according to the current gradient value, the current accelerator pedal depth and the power output curve, and control the engine of the vehicle / Motor 40 outputs the torque.
  • a vehicle dynamic control method of the present invention includes:
  • the electronic horizon system is used to obtain the geographic gradient information of the road ahead of the vehicle based on the ADAS map, and send it to the power controller;
  • the accelerator pedal outputs accelerator pedal depth information to the power controller
  • the power controller receives the geographic gradient information sent by the electronic horizon system and the accelerator pedal depth information sent by the accelerator pedal, and fits out the next gradient according to the geographic gradient information and the accelerator pedal depth information
  • the power output curve is switched and the engine/motor of the vehicle is controlled to output torque according to the power output curve; wherein, the abscissa of the power output curve is the accelerator pedal depth, and the ordinate of the power output curve is the engine/motor. output torque.
  • the power output curve of the vehicle is set to the default linear mode suitable for flat road driving, as shown in Figure 3, that is, assuming that the output torque is T, the accelerator pedal depth is A, and the engine or The maximum torque that the motor can output is M, then the power output curve function (that is, the linear curve driving on a flat road) is:
  • the value of A ranges from 0 to 1. 0 means that the accelerator is not pressed at all, and 1 means that the accelerator is fully pressed.
  • the step S203 specifically includes:
  • S2031 obtain the front slope value i from the electronic horizon system; obtain the accelerator pedal depth before entering the slope, and set it as A1;
  • the significance of the first key point is that it is necessary to maintain the same driving performance as the flat road on the slope i, that is, the acceleration that the vehicle can obtain by the change of the accelerator pedal depth on the slope is the same as the acceleration obtained by the change of the accelerator pedal depth on the flat road. equal. This ensures the driving experience and driving stability.
  • the torque change should be ⁇ T+mgsin(i), so as to ensure that the driver can obtain the same driving experience as the flat road when driving on the slope i. That is, the force of mgsin(i) needs to be superimposed on the basis of the increase value ⁇ T corresponding to the throttle change D in the obtained motive power curve (ie, the linear curve of driving on flat roads, the linear curve is the curve set by default).
  • T1 represents the torque corresponding to the accelerator pedal depth A1 on the motive force curve
  • ⁇ T is the torque increment corresponding to the vehicle accelerator change D on the motive force curve.
  • a second key point such as point 2 in FIG. 4 .
  • the throttle continues to increase, and it should maintain a linear change similar to the slope of the flat road mode in order to continue to maintain the same driving experience as the flat road mode.
  • the slope of the flat road mode is M.
  • the third key point is the accelerator pedal depth and torque value (A1, T1) on the motive power curve before entering the slope.
  • the fourth key point is (0, 0), that is, when the accelerator pedal depth is 0, the torque output is 0.
  • FIG. 4 it is an example of the real-time power output curve of the uphill (slope value i>0). It can be seen that when the power output curve is switched, the driving state is at the third key point, the power situation will not be changed suddenly, and the driving smoothness will not be affected.
  • the driver increases the accelerator in order to obtain acceleration, and reaches the habitual accelerator change point D with a high probability, the acceleration obtained on the uphill road is the same as that on the flat road, so it is beneficial for the driver to maintain a consistent driving feeling and avoid driving on a flat road. Insufficient deep acceleration of the accelerator on the road may cause the problem of fuel consumption when the gearbox is downshifted, which is also objectively economical to a certain extent.
  • Fig. 5 it is an example of the real-time power output curve of the downhill (slope i ⁇ 0). It can be seen that when the power output curve is switched, the driving state is at the third key point, the power situation will not be changed suddenly, and the driving smoothness will not be affected.
  • the driver increases the accelerator in order to obtain acceleration
  • the habitual accelerator change point D is reached with high probability
  • the acceleration obtained on the downhill is the same as that of the flat road, but the output torque is reduced, so the driving feeling is kept consistent. , saving fuel consumption.
  • the accelerator is stepped to the maximum, the acceleration obtained is the same, but the torque will not be output at the maximum torque, which ensures the economy.
  • the method for obtaining the variation intensity D of the average accelerator pedal depth of the vehicle includes:
  • Step 1 From the electronic horizon system, continuously collect the accelerator pedal depth signal on flat roads, judge the monotonicity of the signal, and extract the continuous monotonically increasing or continuously decreasing interval.
  • Step 2 Filter the monotonic interval that is too short and too long (the two ends of the interval can be set to the first preset value and the second preset value) to exclude the fluctuation effect and slow trend effect of human operation.
  • Step 3 Take the absolute value of the difference between the first value and the last value of the monotonic interval as the intensity of a throttle change.
  • Step 4 When the extracted number of accelerator change intensity values reaches the lower limit value K (that is, the third preset value, K is not less than 100), calculate the average accelerator pedal depth change intensity D, where D represents the driver's Average acceleration or deceleration habit on flat roads.
  • K the third preset value, K is not less than 100
  • a vehicle dynamic control system and method of the present invention utilizes an electronic horizon system to obtain geographic gradient information of the road ahead, and generates the power output of the next road section in real time according to the geographic gradient information of the electronic horizon system and the accelerator pedal depth information of the vehicle. curve, and control the engine/motor of the vehicle to output torque according to the power output curve; this way of dynamically calculating the most suitable power output curve before entering the next gradient to realize the dynamic control of the vehicle power can ensure the driver's smooth driving It is also beneficial to the energy consumption economy of the vehicle, so that the vehicle has a wider adaptability to different terrains.
  • the electronic horizon system is a database system that can provide vehicles with accurate real-time information of the road ahead, and the electronic horizon system can accurately obtain the geographic gradient information of the road ahead; the invention is industrially easy to implement by means of the electronic horizon system and the vehicle-mounted device. , and various components such as power controller and accelerator pedal are also easy to process in industry.

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Abstract

一种车辆动力动态控制系统，包括电子地平线系统（10），用于基于ADAS地图获取车辆前方道路的地理坡度信息，并发送给动力控制器（30）；油门踏板（20），用于向动力控制器（30）输出油门踏板（20）深度信息；动力控制器（30），用于接收所述电子地平线系统（10）发送的地理坡度信息和接收所述油门踏板（20）发送的油门踏板（20）深度信息，根据所述地理坡度信息和所述油门踏板（20）深度信息，拟合出进入下一个坡度的动力输出曲线并进行切换，控制车辆的发动机/电动机（40）按照所述动力输出曲线输出扭矩。还公开了一种用于该控制系统的控制方法。本方案能够根据电子地平线系统（10）和车辆的油门踏板（20）深度信息实时生成下一路段的动力输出曲线，保证驾驶员的平稳驾驶，同时使车辆对于不同的地形有更广泛的适应性。

Description

一种车辆动力动态控制系统与方法 技术领域
本发明涉及车辆控制技术领域，特别是一种车辆动力动态控制系统与方法。
背景技术
车辆动力输出特性一般由动力输出曲线决定，车辆动力输出曲线是以油门踏板踩下深度为变量，发动机或电动机输出扭矩为输出的函数曲线。一般车辆动力输出曲线是固定的，部分高端车型可能存在多种动力输出曲线。例如在中国专利CN201710288538.0中，提出一种控制系统，预存多种动力输出曲线，并与最适合的地形对应，采用人工智能方法，识别车辆前方为普通地面、泥水地面、雪地、沙地等不同情况，并将车辆切换成对应的不同动力输出曲线，以达到车辆在不同路面的适应性，实现更好的经济性或舒适感。这类方法特性一般为预存在多个固定曲线，并对外部环境进行大致分类和对应，因为预存固定曲线个数一般有限，实际外部环境变化多样，因此只能对外部环境进行大概分类，进行大类型上的匹配，无法与外部环境精细匹配，适应性也受到限制。
发明内容
为解决现有技术中存在的技术问题，本发明提供了一种车辆动力动态控制系统与方法，能够根据电子地平线系统和车辆的油门踏板深度信息实时生成下一路段的动力输出曲线，保证驾驶员的平稳驾驶，同时使车辆对于不同的地形有更广泛的适应性。
本发明解决其技术问题所采用的技术方案是：一种车辆动力动态控制系统，包括：
电子地平线系统，用于基于ADAS地图获取车辆前方道路的地理坡度信息，并发送给动力控制器；
油门踏板，用于向动力控制器输出油门踏板深度信息；
动力控制器，用于接收所述电子地平线系统发送的地理坡度信息和接收所述油门踏板发送的油门踏板深度信息，根据所述地理坡度信息和所述油门踏板深度信息，拟合出前方道路中进入下一个坡度的以油门踏板深度为横坐标、输出扭矩为纵坐标的动力输出曲线并进行切换，控制车辆的发动机/电动机按照所述动力输出曲线输出扭矩。
作为本发明的一优选方案，所述动力控制器包括动力输出曲线生成模块；所述动力输出曲线生成模块包括：
第一关键点获取单元，获取用于拟合所述动力输出曲线的第一关键点；所述第一关键点为车辆行驶在坡度上的点，车辆在所述第一关键点上行驶时，与平路上相同的油门变化深度能获得与在平路上行驶时相同的加速度；
第二关键点获取单元，获取用于拟合所述动力输出曲线的第二关键点；所述第二关键点为使油门踏板深度达到最大的点，或者，所述第二关键点为使输出的扭矩达到最大的点；
第三关键点获取单元，获取用于拟合所述动力输出曲线的第三关键点；所述第三关键点为车辆入坡前，根据在平路行驶的线性曲线所获得的点；
第四关键点获取单元，获取用于拟合所述动力输出曲线的第四关键点；所述第四关键点为零点(0，0)，即油门踏板深度为0，输出的扭矩为0；
拟合单元，基于所述第一关键点、所述第二关键点、所述第三关键点和所述第四关键点拟合出所述动力输出曲线。
作为本发明的一优选方案，所述第一关键点的坐标表示为(A1+D，T1+ΔT+mgsin(i))；其中，T1表示在平路行驶的线性曲线上，油门踏板深度A1对应的扭矩；ΔT表示在平路行驶的线性曲线上，油门踏板深度变化强度D所述对应的扭矩增量；i表示所述电子地平线系统输出的前方坡度值；m表示车辆的质量；g表示重力加速度。
作为本发明的一优选方案，所述动力控制器还包括油门变化强度生成模块；所述油门变化强度生成模块用于获取所述油门踏板深度变化强度D；具体包括：
单调区间获取单元，用于连续采集平路行驶时的油门踏板深度信号，判断信号的单调性，提取出连续单调递增或连续单调递减的区间；
单调区间过滤单元，用于过滤区间大于第一预设值或区间小于第二预设值的单调区间；
绝对值获取单元，用于获取单调区间的第一个值和最后一个值的差的绝对值，作为一次油门踏板深度变化强度；
平均油门变化强度获取单元，用于判断所述绝对值获取单元获取的油门踏板深度变化强度的个数是否大于第三预设值，如果大于，计算出平均值。
作为本发明的一优选方案，如果所述电子地平线系统输出的前方坡度值大于0，则第二关键点的坐标表示为(1-mgsin(i)/M，M)；如果所述电子地平线系统输出的前方坡度值小于0，则第二关键点的坐标表示为(1，M+mgsin(i))；其中，M表示发动机或电动机能够输出的最大扭矩；i表示所述电子地平线系统输出的前方坡度值；m表示车辆的质量；g表示重力加速度。
作为本发明的一优选方案，所述动力控制器还包括曲线切换模块；所述曲线切换模块用于将平路行驶的线性曲线切换到所述动力输出曲线。
作为本发明的一优选方案，所述动力控制器还包括扭矩输出模块；所述扭矩输出模块用于根据当前的坡度值、当前的油门踏板深度和所述动力输出曲线，计算出对应的扭矩，并控制车辆的发动机/电动机输出所述扭矩。
一种车辆动力动态控制方法，包括：
通过基于ADAS地图的电子地平线系统获取车辆前方道路的地理坡度信息，并发送给动力控制器；
油门踏板向动力控制器输出油门踏板深度信息；
动力控制器接收所述电子地平线系统发送的地理坡度信息和接收所述油门踏板发送的油门踏板深度信息，根据所述地理坡度信息和所述油门踏板深度信息，拟合出进入下一个坡度的动力输出曲线并进行切换，控制车辆的发动机/电动机按照所述动力输出曲线输出扭矩；其中，所述动力输出曲线的横坐标为油门踏板深度，所述动力输出曲线的纵坐标为发动机/电动机输出的扭矩。
作为本发明的一优选方案，根据所述地理坡度信息和所述油门踏板深度信息，拟合出进入下一个坡度的动力输出曲线，包括：
获取用于拟合所述动力输出曲线的第一关键点；所述第一关键点为车辆行驶在坡度上的点，车辆在所述第一关键点上行驶时，与平路上相同的油门变化深度能获得 与在平路上行驶时相同的加速度；
获取用于拟合所述动力输出曲线的第二关键点；所述第二关键点为使油门踏板深度达到最大的点，或者，所述第二关键点为使输出的扭矩达到最大的点；
获取用于拟合所述动力输出曲线的第三关键点；所述第三关键点为车辆入坡前，根据在平路行驶的线性曲线所获得的点；
获取用于拟合所述动力输出曲线的第四关键点；所述第四关键点为零点(0，0)，即油门踏板深度为0，输出的扭矩为0；
基于所述第一关键点、所述第二关键点、所述第三关键点和所述第四关键点拟合出所述动力输出曲线。
作为本发明的一优选方案，所述第一关键点的坐标表示为(A1+D，T1+ΔT+mgsin(i))；其中，T1表示在平路行驶的线性曲线上，油门踏板深度A1对应的扭矩；ΔT表示在平路行驶的线性曲线上，油门踏板深度变化强度D所述对应的扭矩增量；i表示所述电子地平线系统输出的前方坡度值；m表示车辆的质量；g表示重力加速度；
如果所述电子地平线系统输出的前方坡度值大于0，则第二关键点的坐标表示为(1-mgsin(i)/M，M)；如果所述电子地平线系统输出的前方坡度值小于0，则第二关键点的坐标表示为(1，M+mgsin(i))；其中，M表示发动机或电动机能够输出的最大扭矩。
采用上述技术方案，相对于现有技术，本发明取得的有益效果是：
本发明针对不同的地理坡度，不采用预存固定动力曲线方法，而是根据电子地平线系统预测的前方地形坡度和车辆在入坡前的油门踏板深度(油门开度)，以及历史行程中驾驶员的平均油门踏板深度变化强度，动态计算得到在进入下一个坡度前最适合的动力输出曲线，保证驾驶员在不同的坡度地形中，相同的油门踏板深度能取得同相的加速驾驶感受，保证驾驶员的平稳驾驶，也有利于车辆的能耗经济性，使车辆对于不同的地形有更广泛的适应性。
附图说明
图1为本发明的车辆动力动态控制系统的结构框图；
图2为本发明的车辆动力动态控制方法的流程图；
图3为本发明的车辆刚启动时的动力输出曲线示意图；
图4为本发明的车辆动态控制系统的动力曲线生成模块在车辆上坡路段时的输出的动力输出曲线示意图；
图5为本发明的车辆动态控制系统的动力曲线生成模块在车辆下坡路段时的输出的动力输出曲线示意图。
具体实施方式
下面结合附图及实施例详细说明本发明所述的技术方案。
实施例
参见图1所示，一方面，本发明一种车辆动力动态控制系统，包括：
电子地平线系统10，用于基于ADAS地图获取车辆前方道路的地理坡度信息，并发送给动力控制器30；
油门踏板20，用于向动力控制器30输出油门踏板深度信息；
动力控制器30，用于接收所述电子地平线系统10发送的地理坡度信息和接收所 述油门踏板20发送的油门踏板深度信息，根据所述地理坡度信息和所述油门踏板深度信息，拟合出前方道路中进入下一个坡度的以油门踏板深度为横坐标、发动机/电动机40的输出扭矩为纵坐标的动力输出曲线并进行切换，控制车辆的发动机/电动机40按照所述动力输出曲线输出扭矩。
进一步的，所述动力控制器30包括动力输出曲线生成模块301；所述动力输出曲线生成模块301包括：
第一关键点获取单元，获取用于拟合所述动力输出曲线的第一关键点；所述第一关键点为车辆行驶在坡度上的点，车辆在所述第一关键点上行驶时，与平路上相同的油门变化深度能获得与在平路上行驶时相同的加速度；
第二关键点获取单元，获取用于拟合所述动力输出曲线的第二关键点；所述第二关键点为使油门踏板深度达到最大的点，或者，所述第二关键点为使输出的扭矩达到最大的点；
第三关键点获取单元，获取用于拟合所述动力输出曲线的第三关键点；所述第三关键点为车辆入坡前，根据在平路行驶的线性曲线所获得的点；
第四关键点获取单元，获取用于拟合所述动力输出曲线的第四关键点；所述第四关键点为零点(0，0)，即油门踏板深度为0，输出的扭矩为0；
拟合单元，基于所述第一关键点、所述第二关键点、所述第三关键点和所述第四关键点拟合出所述动力输出曲线。
本实施例中，所述第一关键点的坐标表示为(A1+D，T1+ΔT+mgsin(i))；其中，T1表示在平路行驶的线性曲线上，油门踏板深度A1对应的扭矩；ΔT表示在平路行驶的线性曲线上，油门踏板深度变化强度D所述对应的扭矩增量；i表示所述电子地平线系统10输出的前方坡度值；m表示车辆的质量；g表示重力加速度。
所述动力控制器30还包括油门变化强度生成模块302；所述油门变化强度生成模块302用于获取所述油门踏板深度变化强度D；具体包括：
单调区间获取单元，用于连续采集平路行驶时的油门踏板深度信号，判断信号的单调性，提取出连续单调递增或连续单调递减的区间；
单调区间过滤单元，用于过滤区间大于第一预设值或区间小于第二预设值的单调区间；
绝对值获取单元，用于获取单调区间的第一个值和最后一个值的差的绝对值，作为一次油门踏板深度变化强度；
平均油门变化强度获取单元，用于判断所述绝对值获取单元获取的油门踏板深度变化强度的个数是否大于第三预设值，如果大于，计算出平均值。
本实施例中，如果所述电子地平线系统10输出的前方坡度值大于0，则第二关键点的坐标表示为(1-mgsin(i)/M，M)；如果所述电子地平线系统10输出的前方坡度值小于0，则第二关键点的坐标表示为(1，M+mgsin(i))；其中，M表示发动机或电动机能够输出的最大扭矩；i表示所述电子地平线系统10输出的前方坡度值；m表示车辆的质量；g表示重力加速度。
进一步的，所述动力控制器30还包括曲线切换模块303；所述曲线切换模块303用于将平路行驶的线性曲线切换到所述动力输出曲线。
所述动力控制器30还包括扭矩输出模块304；所述扭矩输出模块304用于根据当前的坡度值、当前的油门踏板深度和所述动力输出曲线，计算出对应的扭矩，并控制车辆的发动机/电动机40输出所述扭矩。
另一方面，参见图2所示，本发明一种车辆动力动态控制方法，包括：
S201，电子地平线系统用于基于ADAS地图获取车辆前方道路的地理坡度信息，并发送给动力控制器；
S202，油门踏板向动力控制器输出油门踏板深度信息；
S203，动力控制器接收所述电子地平线系统发送的地理坡度信息和接收所述油门踏板发送的油门踏板深度信息，根据所述地理坡度信息和所述油门踏板深度信息，拟合出进入下一个坡度的动力输出曲线并进行切换，控制车辆的发动机/电动机按照所述动力输出曲线输出扭矩；其中，所述动力输出曲线的横坐标为油门踏板深度，所述动力输出曲线的纵坐标为发动机/电动机输出的扭矩。
需要说明的是，车辆刚启动时，车辆的动力输出曲线被置为适合平路行驶的默认的线性模式，参见图3所示，即假设输出的扭矩为T，油门踏板深度为A，发动机或电动机可输出最大扭矩为M，则动力输出曲线函数(即在平路行驶的线性曲线)为：
T＝M*A
其中，A取值范围为0～1，0表示完全没踩油门，1表示油门完全踩下。
参见图4和图5所示，本实施例中，所述步骤S203具体包括：
S2031，从电子地平线系统中，获取前方坡度值i；获得进入坡道前的油门踏板深度，设为A1；
S2032，获取第一关键点，如附图4中的点①。所述第一关键点的意义为需要在坡度i上，保持与平路一样的驾驶性能，即坡度上由油门踏板深度变化使车辆能获得的加速度，与平路上相同油门踏板深度变化获得的加速度相等。这样能保证驾驶体验和驾驶稳定性。
在坡度i上，根据平路统计习惯，驾驶员加速一般会将车辆油门变化为D(油门踏板深度变化强度)，对应扭矩变化为ΔT’，因此获的加速度度为a’＝ΔT’/m-gsin(i)；其中，m为车的质量，g为重力加速度。可以看出，当i>0，即上坡时，同相油门下加速度会变小，而当i<0即下坡时，同油门加速度变大。
而在平路上，车辆油门变化为D对应扭矩变化为ΔT，车辆获得的加速度为a’＝ΔT/m。
要使a＝a’，即ΔT’/m-gsin(i)＝ΔT/m，可得ΔT’＝ΔT+mgsin(i)。
由上可以看出，当油门相对当前增大D时，扭矩变化量应为ΔT+mgsin(i)，才能保证驾驶员在坡度i上行驶时，获得与平路相同的驾驶体验。即在获得原动力曲线(即在平路行驶的线性曲线，该线性曲线为默认设置的曲线)中油门变化D对应的增大值ΔT的基础上，需要再叠加mgsin(i)的力。
因此，得到动力输出曲线第一关键点的坐标(A1+D，T1+ΔT+mgsin(i))。其中，T1表示在原动力曲线上油门踏板深度A1对应扭矩，ΔT是在原动力曲线上，车辆油门变化D对应的扭矩增量。
S2033，获取第二关键键点，如附图4中的点②。在第一关键点之后的油门继续增大，应保持与平路模式斜率差不多的线性变化，才能继续保持与平路模式一样的驾驶体验。平路模式斜率为M斜率等于纵轴除横轴，(M-0)/(1-0)＝M，因此得到动力输出曲线后半段为：
T＝M*A+mgsin(i)    (1)
当mgsin(i)<＝0时，将A＝1代入公式(1)计算对应纵轴T值，得到第二关键键 点的坐标(1，M+mgsin(i))；否则，将T＝M代入公式(1)计算对应横轴A值，得第二关键点的坐标(1-mgsin(i)/M，M)。
S2034，获取第三关键键点，如附图4中的点③。第三关键点为入坡前，在原动力曲线上的油门踏板深度和扭矩值(A1，T1)。
S2035，获取第四关键键点，如附图4中的点④。第四关键点为(0，0)，即保持油门踏板深度为0时，扭矩输出为0。
S2036，通过三阶曲线拟合或其它曲线拟合方式，根据第一关键点、第二关键点、第三关键点和第四关键点，拟合出动力输出曲线。
参见图4所示，为上坡道(坡度值i>0)的实时动力输出曲线例子。可以看出当动力输出曲线切换时，驾驶状态位于第三关键点，不会突然改变动力情况，不影响驾驶平顺性。当驾驶员为了获取加速度而加大油门时，到达大概率的习惯油门变化点D时，在上坡道获取的加速度与平路相同，因此有利于驾驶员保持驾驶感觉的一致，避免了在平路习惯的油门深度加速不足，可能引起变速箱降档费油的问题，客观上也有一定经济性。
参见图5所示，为下坡道(坡度i<0)的实时动力输出曲线例子。可以看出当动力输出曲线切换时，驾驶状态位于第三关键点，不会突然改变动力情况，不影响驾驶平顺性。当驾驶员为了获取加速度而加大油门时，到达大概率的习惯油门变化点D时，在下坡道获取的加速度与平路相同，但输出扭矩减小了，因此在保持驾驶感觉一致的情况下，节省了油耗。同时，油门踩到最大，获得加速度也是相同的，但扭矩也不会以最大扭矩输出，保证了经济性。
本实施例中，车辆平均油门踏板深度变化强度D的获取方法包括：
步骤一：从电子地平线系统，连续采集平路时的油门踏板深度信号，判断信号的单调性，提取出连续单调递增，或连续单调递减的区间。
步骤二：过滤过短和过长的单调区间(区间的两端点可设置为第一预设值何第二预设值)，排除人为操作的波动性影响和缓慢趋势性影响。
步骤三：取单调区间的第一个值与最后一个值的差的绝对值，做为一次油门变化的强度。
步骤四：当油门变化强度值的提取个数，达到下限值K(即第三预设值，K不小于100)时，计算出平均油门踏板深度变化强度D，D表示的是驾驶员的平路平均加速或减速习惯。
上述只是本发明的较佳实施例，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。任何熟悉本领域的技术人员，在不脱离本发明技术方案范围的情况下，都可利用上述揭示的技术内容对本发明技术方案作出许多可能的变动和修饰，或修改为等同化的等效实施例。因此，凡是未脱离本发明技术方案的内容，依据本发明技术实质对以上实施例所做的任何简单修改、等同变化及修饰，均应落在本发明技术方案保护的范围内。
工业实用性
本发明的一种车辆动力动态控制系统与方法，是利用电子地平线系统来获取前方道路的地理坡度信息，根据电子地平线系统的地理坡度信息和车辆的油门踏板深度信息实时生成下一路段的动力输出曲线，并控制车辆的发动机/电动机按照所述动力输出曲线输出扭矩；这种通过动态计算得到在进入下一个坡度前最适合的动力输出曲线实现车辆动力动态控制的方式能够保证驾驶员的平稳驾驶，也有利于车辆的能耗经济 性，使车辆对于不同的地形有更广泛的适应性。电子地平线系统是一种可以为车辆提供前方道路准确的实时信息的数据库系统，利用电子地平线系统能够准确获取前方道路的地理坡度信息；本发明借助于电子地平线系统和车载装置，在工业上便于实现，而且动力控制器、油门踏板等各个部件在工业上也便于加工。

Claims (10)

  1. 一种车辆动力动态控制系统，其特征在于：包括：
    电子地平线系统，用于基于ADAS地图获取车辆前方道路的地理坡度信息，并发送给动力控制器；
    油门踏板，用于向动力控制器输出油门踏板深度信息；
    动力控制器，用于接收所述电子地平线系统发送的地理坡度信息和接收所述油门踏板发送的油门踏板深度信息，根据所述地理坡度信息和所述油门踏板深度信息，拟合出前方道路中进入下一个坡度的以油门踏板深度为横坐标、输出扭矩为纵坐标的动力输出曲线并进行切换，控制车辆的发动机/电动机按照所述动力输出曲线输出扭矩。
  2. 根据权利要求1所述的车辆动力动态控制系统，其特征在于：所述动力控制器包括动力输出曲线生成模块；所述动力输出曲线生成模块包括：
    第一关键点获取单元，获取用于拟合所述动力输出曲线的第一关键点；所述第一关键点为车辆行驶在坡度上的点，车辆在所述第一关键点上行驶时，与平路上相同的油门变化深度能获得与在平路上行驶时相同的加速度；
    第二关键点获取单元，获取用于拟合所述动力输出曲线的第二关键点；所述第二关键点为使油门踏板深度达到最大的点，或者，所述第二关键点为使输出的扭矩达到最大的点；
    第三关键点获取单元，获取用于拟合所述动力输出曲线的第三关键点；所述第三关键点为车辆入坡前，根据在平路行驶的线性曲线所获得的点；
    第四关键点获取单元，获取用于拟合所述动力输出曲线的第四关键点；所述第四关键点为零点(0，0)，即油门踏板深度为0，输出的扭矩为0；
    拟合单元，基于所述第一关键点、所述第二关键点、所述第三关键点和所述第四关键点拟合出所述动力输出曲线。
  3. 根据权利要求2所述的车辆动力动态控制系统，其特征在于：所述第一关键点的坐标表示为(A1+D，T1+ΔT+mgsin(i))；其中，T1表示在平路行驶的线性曲线上，油门踏板深度A1对应的扭矩；ΔT表示在平路行驶的线性曲线上，油门踏板深度变化强度D所述对应的扭矩增量；i表示所述电子地平线系统输出的前方坡度值；m表示车辆的质量；g表示重力加速度。
  4. 根据权利要求3所述的车辆动力动态控制系统，其特征在于：所述动力控制器还包括油门变化强度生成模块；所述油门变化强度生成模块用于获取所述油门踏板深度变化强度D；具体包括：
    单调区间获取单元，用于连续采集平路行驶时的油门踏板深度信号，判断信号的单调性，提取出连续单调递增或连续单调递减的区间；
    单调区间过滤单元，用于过滤区间大于第一预设值或区间小于第二预设值的单调区间；
    绝对值获取单元，用于获取单调区间的第一个值和最后一个值的差的绝对值，作为一次油门踏板深度变化强度；
    平均油门变化强度获取单元，用于判断所述绝对值获取单元获取的油门踏板深度变化强度的个数是否大于第三预设值，如果大于，计算出平均值。
  5. 根据权利要求2所述的车辆动力动态控制系统，其特征在于：如果所述电子 地平线系统输出的前方坡度值大于0，则第二关键点的坐标表示为(1-mgsin(i)/M，M)；如果所述电子地平线系统输出的前方坡度值小于0，则第二关键点的坐标表示为(1，M+mgsin(i))；其中，M表示发动机或电动机能够输出的最大扭矩；i表示所述电子地平线系统输出的前方坡度值；m表示车辆的质量；g表示重力加速度。
  6. 根据权利要求1所述的车辆动力动态控制系统，其特征在于：所述动力控制器还包括曲线切换模块；所述曲线切换模块用于将平路行驶的线性曲线切换到所述动力输出曲线。
  7. 根据权利要求1所述的车辆动力动态控制系统，其特征在于：所述动力控制器还包括扭矩输出模块；所述扭矩输出模块用于根据当前的坡度值、当前的油门踏板深度和所述动力输出曲线，计算出对应的扭矩，并控制车辆的发动机/电动机输出所述扭矩。
  8. 一种车辆动力动态控制方法，其特征在于，包括：
    通过基于ADAS地图的电子地平线系统获取车辆前方道路的地理坡度信息，并发送给动力控制器；
    油门踏板向动力控制器输出油门踏板深度信息；
    动力控制器接收所述电子地平线系统发送的地理坡度信息和接收所述油门踏板发送的油门踏板深度信息，根据所述地理坡度信息和所述油门踏板深度信息，拟合出进入下一个坡度的动力输出曲线并进行切换，控制车辆的发动机/电动机按照所述动力输出曲线输出扭矩；其中，所述动力输出曲线的横坐标为油门踏板深度，所述动力输出曲线的纵坐标为发动机/电动机输出的扭矩。
  9. 根据权利要求8所述的车辆动力动态控制方法，其特征在于：根据所述地理坡度信息和所述油门踏板深度信息，拟合出进入下一个坡度的动力输出曲线，包括：
    获取用于拟合所述动力输出曲线的第一关键点；所述第一关键点为车辆行驶在坡度上的点，车辆在所述第一关键点上行驶时，与平路上相同的油门变化深度能获得与在平路上行驶时相同的加速度；
    获取用于拟合所述动力输出曲线的第二关键点；所述第二关键点为使油门踏板深度达到最大的点，或者，所述第二关键点为使输出的扭矩达到最大的点；
    获取用于拟合所述动力输出曲线的第三关键点；所述第三关键点为车辆入坡前，根据在平路行驶的线性曲线所获得的点；
    获取用于拟合所述动力输出曲线的第四关键点；所述第四关键点为零点(0，0)，即油门踏板深度为0，输出的扭矩为0；
    基于所述第一关键点、所述第二关键点、所述第三关键点和所述第四关键点拟合出所述动力输出曲线。
  10. 根据权利要求9所述的车辆动力动态控制方法，其特征在于：所述第一关键点的坐标表示为(A1+D，T1+ΔT+mgsin(i))；其中，T1表示在平路行驶的线性曲线上，油门踏板深度A1对应的扭矩；ΔT表示在平路行驶的线性曲线上，油门踏板深度变化强度D所述对应的扭矩增量；i表示所述电子地平线系统输出的前方坡度值；m表示车辆的质量；g表示重力加速度；
    如果所述电子地平线系统输出的前方坡度值大于0，则第二关键点的坐标表示为(1-mgsin(i)/M，M)；如果所述电子地平线系统输出的前方坡度值小于0，则第二关键点的坐标表示为(1，M+mgsin(i))；其中，M表示发动机或电动机能够输出的最 大扭矩。
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