阅读说明：本技术 一种工业车辆驾驶感改善方法 (Method for improving driving feeling of industrial vehicle ) 是由 张筑亚 姚欣 李飞 于 2021-10-14 设计创作，主要内容包括：一种工业车辆驾驶感改善方法,基于电动工业车辆控制系统中指令转速与测量车辆运动情况而获得的实际转速作差而获得的转速差ΔN,以工业车辆彼此不同的加速或减速动态调节模式为划分基准分别处理,在转速差ΔN超出给定的转速阈值ΔNref后基于转速差作为输入计算获取加减速比例因子K,并将加减速比例因子K分别用于控制加速或减速工况下的指令转速的调整,使得指令转速按照被调整为与实际转速不断接近的方式调控工业车辆的行进速度。(A method for improving the driving feeling of industrial vehicles includes such steps as dividing the speed difference between the instruction speed and actual speed obtained by measuring the movement of industrial vehicles by different dynamic regulation modes of acceleration and deceleration, calculating the acceleration-deceleration scaling factor K when the speed difference is greater than the threshold value of rotation speed, and regulating the running speed of industrial vehicle.)

1. A method for improving the driving feeling of industrial vehicles,

it is characterized in that the preparation method is characterized in that,

the method comprises the steps that a rotating speed difference delta N obtained by subtracting an instruction rotating speed and an actual rotating speed obtained by measuring the movement condition of a vehicle in an electric industrial vehicle control system is respectively processed by taking different acceleration or deceleration dynamic adjusting modes of the industrial vehicle as dividing references, an acceleration and deceleration scaling factor K is obtained by calculation based on the rotating speed difference as input after the rotating speed difference delta N exceeds a given rotating speed threshold value delta Nref, and the acceleration and deceleration scaling factor K is respectively used for controlling the adjustment of the instruction rotating speed under the acceleration or deceleration working condition, so that the instruction rotating speed regulates and controls the traveling speed of the industrial vehicle in a mode of being adjusted to be continuously close to the actual rotating speed.

2. Method according to one of the preceding claims, characterized in that the acceleration-deceleration calculation scaling factor K is set equal to a first scaling factor K1 when the rotational speed difference Δ N is within a given range of the rotational speed threshold Δ Nref, the first scaling factor K1 being fixed values and differing from each other depending on the acceleration and deceleration.

3. Method according to one of the preceding claims, characterized in that when the rotational speed difference Δ N is outside the given rotational speed threshold Δ Nref range and the electric industrial vehicle is performing a dynamic regulation of acceleration, the acceleration-deceleration calculation scaling factor K is set to a second scaling factor K2 and the second scaling factor K2 is reduced with an increase of the rotational speed difference.

4. Method according to one of the preceding claims, characterized in that when the rotational speed difference Δ N is outside the given rotational speed threshold Δ Nref range and the electric industrial vehicle is performing a dynamic adjustment of the deceleration, the acceleration-deceleration calculation scaling factor K is set to a second scaling factor K2 and the second scaling factor K2 is increased with an increase of the rotational speed difference.

5. Method according to one of the preceding claims, characterized in that in the case of a deceleration the second scaling factor K2 has at least one increasing maximum value K3, the maximum value K3 being a fixed value and no longer increasing with increasing rotational speed difference.

6. Method according to one of the preceding claims, characterized in that in case of acceleration and when the rotational speed difference exceeds the rotational speed threshold range, the acceleration-deceleration-calculation scaling factor is expressed in relation to the rotational speed difference as K-D1 Δ N, wherein D1 is a first relation coefficient and is set to a fixed negative value.

7. Method according to one of the preceding claims, characterized in that in case of deceleration and when the rotational speed difference exceeds the rotational speed threshold range, the acceleration-deceleration calculation scaling factor is expressed in relation to the rotational speed difference as K-D2 Δ N, where D2 is a second relation coefficient and is set to a fixed positive value.

8. The method of any one of the preceding claims, wherein determining acceleration or deceleration of the industrial vehicle is performed by a speed command input module configured as at least one or more of an accelerator pedal, a brake pedal, a speed knob, and a speed push rod, which is capable of determining the direction of acceleration or deceleration desired by the driver based on the triggering of a specific component and/or the operation in a specific direction.

9. The method according to any one of the preceding claims, characterized in that after obtaining an acceleration and deceleration condition, a motor control module receives a regulating signal of the speed command input module to regulate and control the main drive motor, wherein a command self-tuning module is further arranged in the motor control module, and the acceleration and deceleration calculation scale factor K is calculated by the command self-tuning module.

10. The method according to any one of the preceding claims, characterized in that the acceleration and deceleration calculation scale factor K obtained by the command self-tuning module is sent to a speed/current control module to adjust the magnitude of the command rotational speed value to be sent by the unit to the main drive motor so that the command rotational speed can be brought close to the actual rotational speed adjustment.

Technical Field

The invention relates to the field of new energy industrial vehicles, in particular to a method for improving driving feeling of an industrial vehicle.

Background

Industrial vehicles, especially heavy-duty industrial vehicles other than general civil vehicles, such as cranes, forklifts, excavators, forklifts, etc., are subjected to climbing or overload operation, and it is desirable that the driver should stop the vehicle as soon as possible after controlling the accelerator to be released, preventing the vehicle from feeling uncontrolled by continuing to move forward for a short time. However, for a certain reason, the vehicle cannot be stopped in time, which may cause the driver to generate an abnormal driving feeling of the vehicle which is not controlled, and this also has a certain influence on the stable control of the industrial vehicle, the control effect and the working effect of the conventional industrial vehicle are mostly from the experience of the driver, the trained driver can precisely stop the industrial vehicle at a specified position, and can precisely control the position where the vehicle is stopped by predicting the advancing distance when the vehicle is braked according to the characteristics of the vehicle and the additional characteristics when driving this time, however, the estimation deviation caused by the above abnormal driving feeling is very large in influence on the driver, and under this influence, the industrial vehicle may not be stably and precisely operated.

The reason for causing the vehicle to stop in time after the accelerator is released is at least two, taking an electric forklift with new energy as an example, firstly, when the vehicle is in heavy load or climbing, due to the limitation of output current, the situation that the actual rotating speed cannot follow the instruction rotating speed may occur, at the moment, the integral in the PI regulation of the speed ring commonly used by the vehicle is continuously increased, and when the accelerator is released for braking, a certain time is required for the PI regulation to be depopulated, so that the braking time and the braking distance are prolonged; secondly, when the vehicle runs for a period of time under the condition that the actual rotating speed is not followed by the instruction rotating speed, the instruction rotating speed may reach a very high level, but the actual rotating speed is still very low, at this time, if the accelerator is released to form braking, the vehicle needs to wait for the instruction rotating speed to be reduced to the actual rotating speed at the normal deceleration rate, and then decelerates to zero together, which also causes the braking time and distance to be lengthened.

In the prior art, a method for preventing excessive integration through a PI (proportional integral) anti-integration saturation algorithm has an effect after the integration reaches a saturation threshold. But does not work well when the integration accumulation is large but the desaturation threshold is not reached. Lowering the threshold in turn affects normal control.

Furthermore, on the one hand, due to the differences in understanding to the person skilled in the art; on the other hand, since the applicant has studied a great deal of literature and patents when making the present invention, but the disclosure is not limited thereto and the details and contents thereof are not listed in detail, it is by no means the present invention has these prior art features, but the present invention has all the features of the prior art, and the applicant reserves the right to increase the related prior art in the background.

Disclosure of Invention

Aiming at the defects of the prior art, the invention provides an industrial vehicle driving feeling improving method, which is characterized in that a rotating speed difference delta N obtained by taking the difference between an instruction rotating speed and an actual rotating speed obtained by measuring the vehicle motion condition in an electric industrial vehicle control system is respectively processed by taking different acceleration or deceleration dynamic adjusting modes of industrial vehicles as dividing references, an acceleration and deceleration scale factor K is obtained by calculation based on the rotating speed difference as input after the rotating speed difference delta N exceeds a given rotating speed threshold value delta Nref, and the acceleration and deceleration scale factor K is respectively used for controlling the adjustment of the instruction rotating speed under the acceleration or deceleration working condition, so that the instruction rotating speed regulates and controls the traveling speed of the industrial vehicle in a mode of being adjusted to be continuously close to the actual rotating speed.

The method takes the difference value between the given rotating speed and the actual rotating speed as input, and calculates the proportional coefficient of the acceleration rate and the deceleration rate by combining the given deviation threshold. When the rotating speed deviation continuously increases and exceeds a given threshold value, the acceleration rate is reasonably limited during the acceleration of the system through the calculated acceleration scale factor, and the excessive accumulation of integral caused by too large speed difference is prevented; and the deceleration rate is reasonably increased when the system decelerates, so that the instruction rotating speed is quickly close to the actual rotating speed, and effective braking control is performed.

By means of reasonable control of the rotating speed difference, invalid accumulation of the integral term in the speed loop control is prevented, invalid brake control time is shortened, and accordingly heavy-load climbing driving feeling is improved.

Compared with the prior art, the method does not need to additionally optimize the anti-integral saturation algorithm of the control loop and increase the rapid desaturation strategy, thereby reducing the possibility that the system control is limited or unstable due to the change of the characteristics of the control loop.

Preferably, the acceleration-deceleration-calculation scaling factor K is set equal to a first scaling factor K1 when the rotational speed difference Δ N is within a given rotational speed threshold Δ Nref, the first scaling factor K1 being fixed values and different from each other depending on the case of acceleration and deceleration.

Preferably, when the rotational speed difference Δ N is outside the given rotational speed threshold Δ Nref range and the electric industrial vehicle is performing dynamic adjustment of acceleration, the acceleration-deceleration-calculation scaling factor K is set to the second scaling factor K2, and the second scaling factor K2 is decreased as the rotational speed difference increases.

Preferably, when the rotational speed difference Δ N is outside the given rotational speed threshold Δ Nref range and the electric industrial vehicle is performing dynamic adjustment of deceleration, the acceleration-deceleration-calculation scaling factor K is set to the second scaling factor K2, and the second scaling factor K2 is increased as the rotational speed difference increases.

Preferably, in the case of deceleration, the second scaling factor K2 has at least one increasing maximum value K3, the maximum value K3 being a fixed value and no longer increasing with increasing rotational speed difference.

Preferably, in the case of acceleration, when the rotation speed difference exceeds the rotation speed threshold range, the relationship between the acceleration/deceleration calculation scale factor and the rotation speed difference is expressed as K-D1 Δ N, where D1 is a first relationship coefficient and is set to a fixed negative value.

Preferably, in the deceleration condition, when the rotation speed difference exceeds the rotation speed threshold range, the relationship between the acceleration/deceleration calculation scale factor and the rotation speed difference is expressed as K-D2- Δ N, wherein D2 is a second relationship coefficient and is set to be a fixed positive value.

Preferably, the judgment of the acceleration and deceleration conditions of the industrial vehicle is completed by a speed command input module, the speed command input module is formed into at least one or more of an accelerator pedal, a brake pedal, a speed regulation knob and a speed regulation push rod, and the acceleration and deceleration direction expected by a driver can be judged based on the triggering of a specific component and/or the operation in a specific direction.

Preferably, after the acceleration and deceleration condition is obtained, the motor control module receives an adjusting signal of the speed instruction input module to regulate and control the main drive motor, wherein the motor control module is further provided with an instruction self-tuning module, and the acceleration and deceleration calculation scale factor K is obtained by calculation of the instruction self-tuning module.

Preferably, the acceleration and deceleration calculation scale factor K obtained by the command self-tuning module is sent to the speed/current control module to adjust the magnitude of the command rotating speed value to be sent to the main drive motor by the unit so that the command rotating speed can be close to the actual rotating speed adjustment.

Drawings

FIG. 1 is a topological diagram of an industrial vehicle control system according to the present invention;

FIG. 2 is a schematic diagram of an acceleration/deceleration command setting algorithm provided by the present invention;

in the figure: K. accelerating and decelerating to calculate a scale factor; Δ N, difference in rotational speed; Δ Nref, rotational speed threshold; k1, first scale factor; d1, first relation coefficient; d2, second relation coefficient.

Detailed Description

The following detailed description is made with reference to the accompanying drawings.

As shown in fig. 1 and 2, the present invention provides a method for improving driving feeling of an industrial vehicle, which is used for solving the problem that driving feeling of a vehicle, especially a heavy-duty industrial vehicle, is not matched under some actual rotating speed and instruction rotating speed, so that difference from normal situation is generated. The industrial vehicle is different from a common civil vehicle, the load size, the load range, the road passing condition, the change of the gravity center of the vehicle body and other operation parameters of the industrial vehicle are different from those of the civil vehicle, and taking a heavy-load new-energy electric forklift as an example, when a driver releases an accelerator to seek vehicle braking in the process of driving on a slope, the accurate and ideal condition is that the vehicle stops advancing as soon as possible and the vehicle speed is reduced to zero rapidly in response to the instruction of the driver releasing the accelerator. However, for some non-ideal reasons, the industrial vehicle is not able to perform such braking command well, which causes a delay in the braking process of the vehicle, the vehicle cannot be stopped in the field, the driver's actual braking of the vehicle after generating the braking command is later than expected, which is likely to cause a problem of mismatching of the driver's driving feeling, thereby causing a certain trouble to the driver's driving feeling, in the industrial vehicle driving, a professional industrial vehicle driver having driving qualification is usually selected to operate the industrial vehicle, the drivers usually have many years of experience in the industrial vehicle driving, and in response to some driving situations, such as braking on a half slope, the drivers usually select the time to release the accelerator or send a braking signal to the vehicle according to the past driving experience and the required parking place by estimation, under the ideal condition, the vehicle can stably and accurately stop at a specified place after being decelerated according to certain mechanical logic, however, at the moment, because a certain difference is generated between the actual rotating speed of the vehicle and the expected rotating speed of the driver for judging the braking condition of the vehicle, namely, under the braking control of the vehicle, the actual speed condition of the vehicle cannot follow the change of a braking instruction, under the feedback of the uncontrolled driving feeling, the generated estimated deviation has a great influence on the driver, because the time point of accurate braking is difficult to judge through the existing driving experience based on a dislocated driving feeling, the driving effect is finally poor.

The reason for generating the driving sense dislocation generally has two aspects, and still takes the braking process of the new energy electric forklift as an example, the first reason is that when the vehicle is in heavy load or climbing, due to the limitation of output current, the actual rotating speed may not follow the command rotating speed, at this time, the adjustment integral can be continuously accumulated in the speed loop PI adjustment commonly used by the industrial vehicle, when the driver releases the accelerator and brakes, due to a large amount of adjustment integral accumulated forward, the control loop needs one end of time to perform the operation of integral withdrawal, and then the time and distance of braking can be increased. Another reason is that after the actual speed has followed the commanded speed for a period of time, the commanded speed may have reached a higher value, but the actual speed is still lower, which would also result in increased braking time and distance if the accelerator were released to brake, it would be necessary to wait for the commanded speed to drop to the actual speed at the normal rate of deceleration and then decelerate to zero again.

The PI regulation is suitable for a controlled object with large inertia and large lag, but a large amount of deviation integrals can be accumulated in the control process, although the PI regulation is provided with an integral saturation prevention algorithm to prevent accumulation of integral transition, the method only takes effect after the integral reaches a saturation threshold, but the integral saturation prevention algorithm cannot take effect under the condition that the integral accumulation is large but the integral does not reach the saturation threshold. However, if the saturation threshold is lowered to reduce the integrated maximum accumulation amount, normal loop control may be affected, because a certain threshold is needed to adapt to the situation that the difference between the given value and the actual output value is large.

The above problems arise in relation to the difference between the commanded and actual rotational speeds, which indirectly determines the extent to which the integral term of the speed loop is inefficiently accumulated, and the time for which braking is effective. Therefore, in order to solve the problem, the invention takes the difference value between the instruction rotating speed and the actual rotating speed as the input, combines the given deviation threshold value, calculates and obtains the proportional coefficient of the acceleration rate and the deceleration rate, when the rotating speed deviation continuously increases and exceeds the given threshold value, the acceleration rate is reasonably limited when the system accelerates through the calculated acceleration proportional factor, and the integral transition accumulation caused by too large rotating speed difference is prevented; when the system decelerates, the deceleration rate is reasonably increased, and the command rotating speed is quickly close to the actual rotating speed, so that effective action control is performed. By means of reasonable control of the rotation speed difference, invalid accumulation of integral terms in speed loop control is prevented, invalid brake control time is shortened, and driving feeling of heavy load climbing is improved.

Specifically, the engineering vehicle is provided with a detection assembly, the detection assembly is configured to at least detect the actual rotating speed of the engineering vehicle, the detection assembly can be selected from a rotating speed detector, a speed sensor and the like, and the rotating speed of the engineering vehicle in the actual measuring process of the detection assembly is called as the actual rotating speed which truly reflects the rotating speed of the engineering vehicle at the time. Another parameter that needs to be obtained from the original control system of the vehicle is an instruction rotation speed at which the control system controls the vehicle to change the rotation speed, where the instruction rotation speed is a target value at which the control system is used to control the power system to change to the target rotation speed, the control system is an existing functional carrier of the engineering vehicle, such as a traveling computer or a vehicle control module of the engineering vehicle, which has a function of controlling the entire vehicle or at least one vehicle operation parameter, and the power system is mainly responsible for power output to drive the vehicle to operate. Both the actual speed and the commanded speed are rotational speeds of the engine on a gasoline engine or the electric motor on an electric vehicle, which ideally is related to vehicle speed, and may in certain circumstances reflect the speed at which the industrial vehicle is operating, which may be generally described in units of revolutions per time. After the actual rotating speed and the instruction rotating speed are obtained, the difference value of the actual rotating speed and the instruction rotating speed is calculated to obtain a rotating speed difference, the rotating speed difference is in a certain direction, namely when the difference value calculation formula is set to be the actual rotating speed minus the instruction rotating speed, when the actual rotating speed is larger than the instruction rotating speed, the rotating speed difference is a positive value, and when the actual rotating speed is smaller than the instruction rotating speed, the rotating speed difference is a negative value. Preferably, the speed difference may be processed as a relative value, that is, a modulus describing the magnitude of the difference between the actual speed and the commanded speed.

After the rotation speed difference is obtained, the rotation speed difference and a rotation speed threshold value are used as input of an algorithm module. The rotating speed threshold value is a preset range for judging whether the magnitude of the rotating speed difference is acceptable or not. When the speed difference is included in the speed threshold, the acceleration and deceleration calculation scaling factor is set to a fixed value, which may be referred to as a first scaling factor, in which case the difference between the actual speed and the commanded speed may be considered to be within an acceptable range, and the same scaling factor may be used for regulation, in which case only the robustness of the vehicle control system itself is required to cope with the vehicle braking control in this case. When the speed difference exceeds the speed threshold, the acceleration and deceleration calculation scale factor is linearly increased or decreased according to the acceleration and deceleration conditions on the basis of a certain rule by taking the first scale factor as a change basis, and the obtained acceleration and deceleration calculation scale factor can be called a second scale factor which is different from the first scale factor and can be changed along with the change of the speed difference.

The above rules may be configured to be described using equations, and the acceleration and deceleration calculation scale factors may be configured to be the same or different as the difference in rotational speed changes. Specifically, as shown in fig. 2, the rotation speed difference between the actual rotation speed and the command rotation speed is represented by Δ N, the rotation speed threshold is represented by Δ Nref, the acceleration/deceleration calculation scale factor is represented by K, the first scale factor is represented by K1, and the second scale factor is represented by K2 (not shown in the figure).

Under the condition of vehicle acceleration (i.e., Acc), which is generally the condition of vehicle start or gear-shift acceleration during running, when the rotational speed difference Δ N is less than or equal to the rotational speed threshold value Δ Nref, the acceleration-deceleration calculation scaling factor K is equal to the first scaling factor K1 and does not change with the change of the rotational speed difference Δ N within the range of the rotational speed threshold value Δ Nref; when the rotational speed difference Δ N is greater than the rotational speed threshold Δ Nref, the acceleration/deceleration calculation scale factor K is K2, and K2 can change with the change of the rotational speed difference Δ N beyond the rotational speed threshold Δ Nref, and the specific change trend is that K2 gradually decreases with the increase of the rotational speed difference Δ N, the decreasing change trend is linear, in the two-dimensional coordinate system relationship diagram, the rotational speed difference Δ N can be regarded as an independent variable, the acceleration/deceleration calculation scale factor K is regarded as a dependent variable, and when the rotational speed difference Δ N changes within the rotational speed threshold Δ Nref, the acceleration/deceleration calculation scale factor K is K1 and does not change with the change of the rotational speed difference, so that the image is a straight line parallel to the axis of the independent variable; when the speed difference Δ N changes beyond the speed threshold Δ Nref, the acceleration/deceleration calculation scaling factor K is K2, and K2 is in a negative correlation with the speed difference Δ N, and the coefficient of change is negative, i.e., the derivative of the segment of the relationship, which can be expressed as the first relationship coefficient D1, the relationship in the segment can be expressed as K1 Δ N. The relation line segment is a straight line pointing from top to bottom to the independent variable axis, the data difference value between the second scale factor K2 and the first scale factor K1 is gradually increased in the process that the rotation speed difference delta N is triggered to be gradually increased from the rotation speed threshold value delta Nref, at the moment, the product calculation is carried out on the acceleration and deceleration calculation factor and the original acceleration and deceleration control command of the system to obtain the command rotation speed, and the command rotation speed is gradually reduced, so that the command rotation speed needs to be slightly reduced when the deviation between the actual rotation speed and the command rotation speed is large during acceleration control of the vehicle, and the fact that the actual rotation speed of the vehicle can be increased to a state close to or equal to the command rotation speed by enough capacity of a power system is guaranteed. When the speed difference Δ N is increased to a certain large value, the acceleration/deceleration calculation scaling factor K is equal to 0 or wireless and close to 0, which means that the product calculation of the acceleration/deceleration calculation scaling factor and the original acceleration/deceleration control command of the system at the time will obtain a value of 0 or wireless and close to 0, that is, the command speed given by the system at the time is wireless and close to or directly equal to the actual speed, which is a means for ensuring that the difference between the command speed and the actual speed is not expanded to an unacceptable condition.

When the vehicle is decelerating (i.e., Dec), which is typically the case of vehicle braking or gear shifting during driving, the acceleration-deceleration calculation factor K is equal to the first scaling factor K1, i.e., K is K1 and K1 is a constant value, when the rotational speed difference Δ N is less than or equal to the rotational speed threshold Δ Nref. When the speed difference Δ N is greater than the speed threshold Δ Nref, the acceleration/deceleration calculation factor K is equal to the second scaling factor K2, i.e., K is K2 and K2 changes with the change of the speed difference Δ N, specifically, the change trend is that K2 becomes larger as the speed difference Δ N becomes larger, that is, if the change coefficient of the second scaling factor K2 and the speed difference Δ N or the derivative of the relation segment thereof is referred to as the second relation coefficient D2, D2 is a positive value, and when the acceleration/deceleration calculation factor of this segment is used for the combined product operation with the original control command of the system to obtain the command speed, the command speed is increased as the speed difference becomes larger. However, unlike the case of acceleration described above, the command rotational speed does not increase infinitely as the rotational speed difference increases, but has a maximum value K3 (i.e., the value DecMax in fig. 2), and when the rotational speed difference increases to a certain extent, the acceleration/deceleration calculation factor K is K3, and K3 is a fixed value.

And under different conditions, obtaining a first scale factor or a second scale factor, and then multiplying the first scale factor or the second scale factor by combining with the original acceleration and deceleration control command of the system to be used as the final output of the step length of the rotating speed slope, acting on the rotating speed command, and finally forming a correction command rotating speed which is used for standardizing the control command of the control system so as to guide the actual rotating speed output of the control power system. The scheme controls the problem that the difference between the actual rotating speed and the instruction rotating speed is too large by changing the step length of the rotating speed instruction addition and subtraction, compared with the prior art, the integral saturation prevention algorithm of a control loop is not required to be additionally optimized, and a rapid desaturation strategy is not required to be added, so that the possibility that a system control limited scheme possibly caused by the change of the characteristics of the control loop is unstable is reduced, namely, the acceleration and deceleration calculation proportional factor is directly utilized for early adjustment before control, the burden of a control system caused by integral calculation for mismatching of the instruction rotating speed and the actual rotating speed by utilizing PI loop control is avoided, and in addition, the problem that the actual running performance of a vehicle cannot be controlled by the instruction in time due to integral accumulation and integral desaturation delay caused by PI loop control is also avoided.

In another embodiment, the method is implemented as a control function in an electric industrial vehicle control system implemented by the joint action of associated control modules. Specifically, as shown in fig. 1, the electric industrial vehicle control system can be broadly simplified into a speed command input module, a motor control module, a main drive motor, and a sensor module. According to the control link theory, the speed command input module is located at the top layer of the command signal chain, and may generally include common components such as a speed knob/an accelerator pedal (i.e. an accelerator pedal)/a deceleration or brake pedal (i.e. a brake pedal) which can be operated by a driver and can simulate the desire of the driver to accelerate or decelerate the control vehicle, and the driver directly operates the speed command input module to provide a speed command and a command degree for the industrial vehicle. Next, the speed command is transmitted to a motor control module and processed by the module to obtain a motor control command for controlling an output parameter of a main drive motor, the main drive motor controls the movement of the entire vehicle through a wheel transmission system, in the field of electric industrial vehicles, a power source of the vehicle is selected as a power source, in some simplified cases, a parameter related to acceleration and deceleration of the vehicle in the motor output parameter can be selected as a motor output current, according to a motor action theory, in a certain range, and under the condition that a road condition and a load are not changed, the larger the motor output current is, the faster the motor rotation speed is, and the faster the vehicle speed driven by the motor is. The sensor module can be at least selected to be a speed/position measurement/current measurement sensor which is at least capable of acquiring the speed of the vehicle or related parameters which are capable of reflecting the speed of the vehicle, such as acceleration, motor speed, tire speed, etc., which are returned to the motor control module, and thus these parameters can be referred to as feedback detection data. In this embodiment, the motor control module has at least two functions, one is a function of normally converting a signal input according to a speed command into a motor control command output to the main drive motor, and the function can be assumed by the speed/current control module in the module, and the other is a function of adjusting the degree of the motor control command output by the speed/current control module according to feedback detection data fed back by the sensor module, and the function can be realized by an additionally added command self-tuning module.

In the embodiment, the driving feeling of the industrial vehicle is improved, and specifically, the driving feeling of the electric industrial vehicle during acceleration and deceleration is improved, the motor control command sent by the speed/circuit control module to the main drive motor at least includes command rotation speed data, and the parameter detected by the sensor detection module at least includes actual rotation speed data. In this mode, the driver first transmits the intention of controlling the vehicle to the motor control module of the industrial vehicle by operating the accelerator pedal, the speed control knob, the speed control push rod, the deceleration or the brake pedal, the speed/current control module in the motor control module first judges the direction information of the command, the direction information is formed to indicate the direction of the acceleration or deceleration of the vehicle, namely the vehicle should be the subsequent action of acceleration or deceleration, the judgment can be judged by the object of the command, for example, the industrial vehicle combining the accelerator and the brake pedal, the accelerator pedal represents the acceleration, and the brake pedal represents the deceleration; the other industrial vehicle selecting the speed regulation knob and the push rod rotates or pushes in a certain direction to represent acceleration, and rotates or pushes in the direction opposite to the acceleration direction to generally design deceleration, and only the rotating or pushing direction needs to be judged. In addition, the judgment operation can be completed by a motor control module, and can also be determined by a speed instruction input module which is physically contacted by a driver at the beginning, namely a pedal, a knob and a push rod. The command self-tuning module receives the command rotating speed data and the actual rotating speed data transmitted by the sensor module after receiving the dynamic adjustment starting signal sent by the speed command input module, calculates the difference between the command rotating speed and the actual rotating speed according to an acceleration and deceleration mode, and divides the finally obtained rotating speed difference into relative values, but the calculation of the acceleration and deceleration calculation factor is different according to the acceleration and deceleration conditions, specifically, as mentioned above, in the case of judging acceleration, the acceleration and deceleration calculation factor is reduced along with the increase of the rotating speed difference when the rotating speed difference exceeds the preset rotating speed threshold, in the case of judging deceleration, the acceleration and deceleration calculation factor is increased along with the increase of the rotating speed difference when the rotating speed difference exceeds the preset rotating speed threshold, and has a maximum and fixed maximum value K3. The differential calculation for different acceleration and deceleration modes is determined or converted according to the previous judgment on acceleration and deceleration.

It should be noted that the above-mentioned embodiments are exemplary, and that those skilled in the art, having benefit of the present disclosure, may devise various arrangements that are within the scope of the present disclosure and that fall within the scope of the invention. It should be understood by those skilled in the art that the present specification and figures are illustrative only and are not limiting upon the claims. The scope of the invention is defined by the claims and their equivalents. The present description contains several inventive concepts, such as "preferably", "according to a preferred embodiment" or "optionally", each indicating that the respective paragraph discloses a separate concept, the applicant reserves the right to submit divisional applications according to each inventive concept.