CN109240125B - Method for calculating two-shaft required torque of gearbox of hybrid vehicle - Google Patents
Method for calculating two-shaft required torque of gearbox of hybrid vehicle Download PDFInfo
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- CN109240125B CN109240125B CN201811338219.7A CN201811338219A CN109240125B CN 109240125 B CN109240125 B CN 109240125B CN 201811338219 A CN201811338219 A CN 201811338219A CN 109240125 B CN109240125 B CN 109240125B
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Abstract
The invention relates to a method for calculating the required torque of a hybrid vehicle, in particular to a method for calculating the required torque of a gearbox of a more suitable hybrid vehicle, for the hybrid vehicle with a P0+ P3 structure, a Vehicle Control Unit (VCU) is adopted to calculate the torque request of the gearbox of a CVT, the method confirms the vehicle mode according to the power mode switch input and the SOC state, and then calculates the required torque of each working condition. The method for calculating the two-shaft required torque of the gearbox of the hybrid vehicle confirms the vehicle mode according to the input of the power mode switch, the SOC state and the like, calculates the required torque on each working condition respectively, and is more suitable for calculating the two-shaft required torque of the gearbox of the hybrid vehicle.
Description
Technical Field
The invention relates to a method for calculating a required torque of a hybrid vehicle, in particular to a method for calculating a two-shaft required torque of a gearbox of the hybrid vehicle.
Background
As a new energy vehicle, the new energy vehicle can solve the problem of tail gas emission caused by fuel oil combustion of the traditional automobile engine, has the advantages of low environmental pollution, low noise, high efficiency and the like, and is an important trend for the development of the transportation industry in the future.
Fig. 1 shows a schematic diagram of a hybrid vehicle transmission system, wherein 1 is the engine input, 2 is the motor torque input, and 3 is the wheel drive, and the system calculates the output of the second shaft of the gearbox as the torque requested by the driver. At present, methods for calculating the torque required by two shafts of a gearbox refer to a traditional fuel vehicle method, namely the torque of the two shafts is obtained by looking up a table through the opening degree of an accelerator and the current vehicle speed or the rotating speed of an engine. In the new energy automobile, the hybrid vehicle has both a traditional engine and a motor, so that two power modes of pure electric power and hybrid power exist, and an economy mode, a power mode and various running states exist, and the different states actually have different requirements on two-shaft torque. If the torque demand of the new energy vehicle is calculated according to the calculation mode of the traditional vehicle, the actual demand under the working condition cannot be truly reflected, and more importantly, the oil consumption is increased.
Disclosure of Invention
The invention provides a method for calculating the two-shaft required torque of a gearbox of a hybrid vehicle, aiming at the defects of the prior art.
The technical scheme adopted by the invention is as follows:
a method for calculating the torque demand of a two-shaft of a gearbox of a hybrid vehicle comprises the steps that for a hybrid vehicle with a P0+ P3 structure, a Vehicle Control Unit (VCU) is adopted to calculate the torque demand of the two-shaft of the CVT gearbox, the method confirms the vehicle mode according to the input of a power mode switch and the state of charge (SOC), and then the torque demand calculation is carried out on each working condition;
firstly, determining a vehicle running condition according to current accelerator pedal, brake signal, gear signal, vehicle speed and transmission ratio state information, wherein the vehicle running condition comprises: the method comprises the following steps of (1) all modes of a reverse mode, a braking mode, a running mode, a creeping mode, a limiting mode and a coasting mode or a part of modes;
secondly, after confirming the vehicle mode and the running condition mode, the state machine respectively calculates the required torque of the vehicle according to the vehicle mode, then outputs a vehicle running state signal, and confirms the required torque according to different vehicle running conditions:
1) driving mode
The travel mode includes a power mode in which a driver requests a larger torque than an economy mode; peak torque: the peak value of the torque in the economy mode is max. The torque peak value of the power mode is max.engine power + max.peak-motor power, the maximum torque can last for 30s, and the torque peak value can gradually decrease to the first peak value after 30 s;
the required torques in the power mode and the economy mode are calculated by referring to the following tables 2 and 3:
table 2: EV/HEV ECO MAP
Table 3: EV/HEV PWR MAP
In the table, the abscissa is an accelerator pedal opening signal, and the ordinate is a vehicle speed; the speed ratio relationship between the two-axis rotating speed and the vehicle speed is a certain speed ratio relationship; at vehicle speeds in excess of 50km/h, the torque limits are as follows table 1:
TABLE 1 Torque Limit for vehicle speeds greater than 50km/h
2) Braking mode
When the ESP enters a braking energy recovery process, the VCU calculates a maximum recoverable torque value; the maximum recoverable torque value is equal to the maximum braking torque minus the recovery torque during coasting;
according to the external characteristic curve chart of the P3 motor, obtaining the corresponding maximum braking torque under the current P3 motor rotating speed, wherein the maximum braking torque which can be provided by the motor currently is within the allowable charging capacity range of the battery pack, otherwise, the maximum braking torque value depends on the charging capacity of the battery pack;
after the VCU calculates the maximum recoverable torque value, the VCU sends a maximum recoverable torque signal and a maximum recoverable torque effective signal to the ESP through the bus, the ESP receives the signal sent by the HCU, calculates a target recovered torque value according to the current state, sends the target recovered torque signal to the VCU through the bus, the VCU receives the target recovered torque signal and controls the P3 motor to recover energy, the MCU sends an actual motor torque signal to the VCU, the VCU receives the signal and then calculates to obtain an actual recovered torque value, and sends the actual recovered torque signal to the ESP through the bus, the ESP receives the signal sent by the VCU at the maximum recoverable torque signal in real time, adjusts the target recovered torque and sends the signal to the VCU.
In the creeping mode or the reversing mode, position signals of an accelerator pedal and a brake pedal are both 0; when the SOC value is larger than 11% of SOC2, the vehicle creeps in an electric-only mode, and the electric machine provides the torque required by the vehicle; the torque is a set constant value, can be sent by an MCU module, can also be set in a VCU, the target speed of the creep is set to be 6Km/h, and the target speed is introduced to be used as closed-loop control when the vehicle is in creep torque control;
under the sliding mode, the HCU controls the sliding motor to feed back the deceleration of 0.1g at most to recover the sliding energy, the recovered torque in the sliding process is related to the vehicle speed, and the vehicle speed and the recovered torque have a map relation through calibration; the HCU reads the current vehicle speed, transmits a torque request signal required to be recovered by the current motor to the MCU through the bus, and after receiving the torque request signal, the MCU controls the P3 motor to recover sliding energy and transmits an actually recovered torque signal to the HCU through the bus;
this torque can be calculated by reference to the following theoretical formula:
Facceleration＝FDrive the-FRamp way-FScrolling-FWind power
FScrolling＝Wf
FRamp way＝mg sinθ
FAcceleration＝δma
Wherein, each letter means, F represents driving force and resistance, i is transmission ratio, T is output torque of an engine, r is rolling radius of a tire, Cd is wind resistance coefficient, A is windward area, v is vehicle speed, W is positive pressure of a vehicle body to the ground, F is rolling resistance coefficient, m is vehicle mass, g is gravity acceleration, theta is ramp angle, delta is vehicle rotating mass conversion coefficient, and a is vehicle acceleration;
in the limit mode, the torque demand is found by looking up table 1 or table 2 based on the limited vehicle operating speed and the various vehicle modes.
The invention has the beneficial effects that:
1. the method for calculating the two-shaft required torque of the gearbox of the hybrid vehicle confirms the vehicle mode according to the input of the power mode switch, the SOC state and the like, calculates the required torque on each working condition respectively, and is more suitable for calculating the two-shaft required torque of the gearbox of the hybrid vehicle.
2. The method for calculating the two-axis required torque of the hybrid vehicle gearbox is applicable to new energy vehicles with different power structures, and can meet the hybrid working mode switching of the new energy vehicles through certain simulation debugging and calibration testing.
3. According to the method for calculating the two-shaft required torque of the hybrid vehicle gearbox, an application layer model is compiled in Simulink according to the calculation strategy and the state machine, and the two-shaft required torque is output.
Drawings
FIG. 1 is a schematic view of a power transmission structure of a hybrid vehicle;
FIG. 2 is a schematic diagram illustrating a principle of calculating a biaxial torque of a gearbox of a hybrid vehicle;
FIG. 3 is a schematic diagram of SOC definition;
FIG. 4 is a four mode switching state machine for a vehicle;
FIG. 5 is a flow chart for vehicle driving condition validation;
FIG. 6 is a diagram of a state machine for confirming the required torque for different vehicle driving conditions
FIG. 7 is a schematic diagram of a two-axis torque demand calculation;
FIG. 8 is an engine external characteristic curve;
fig. 9 is an external characteristic curve of the motor.
Detailed Description
The technical solution of the present invention is further described in detail by the following embodiments. The following examples are merely illustrative of the present invention and should not be construed as limiting the scope of the invention. The skilled person is well within the scope of the prior art, and substitutions by conventional means and simple combinations with the prior art are possible without departing from the scope of the invention.
Example 1
Referring to fig. 2 to 9, the invention provides a method for calculating a two-axle torque request of a hybrid vehicle transmission with a P0+ P3 structure VCU (hybrid vehicle control unit) to the two-axle torque request of the CVT transmission, and as shown in fig. 2, the method confirms a vehicle mode according to power mode switch input, an SOC (state of charge) state and the like, and calculates the required torque for each working condition.
The specific process is as follows:
1. determining vehicle modes
1) The vehicle mode has two states of ECO and PWR besides EV and HEV, so the whole vehicle is divided into the following 4 working modes:
(1) EVECO mode: the vehicle defaults to the EVECO mode, and the driver can enter the EV pure electric mode by pressing the EV button. In the mode, the vehicle runs purely electrically, the required torque is realized by driving the motor through the battery, active charging cannot occur in the mode, and charging can be performed only through braking energy recovery during deceleration. Since the engine is not in use, the gearbox will now run at idle speed, with the clutch between the engine and the gearbox open, minimizing the lost torque of the gearbox. When the vehicle continuously runs in the mode, the battery power can be continuously reduced, and the HCU determines to exit the EV mode according to the condition that the battery SOC is too low; while requiring the battery SOC to be above a certain limit when entering EV mode.
(2) EVPWR mode: in EV ECO mode, switching to EV may be via PWR/ECO button.
(3) HEVECO mode: the HEVECO mode can be switched from the EVECO mode by the EV/HEV button. In this mode, the engine (internal combustion) and the electric machine (battery) can be used simultaneously as sources of torque demand, while the battery can also be charged while in motion, at which time the engine and electric machine act as generators.
(4) HEVPWR mode: in HEVECO mode, it can be switched to HEV PWR mode by PWR/ECO button, which is a sport mode in HEV state, and the torque response will be more aggressive than HEV ECO mode.
2) SOC value definition
The main factor influencing the EV/HEV mode switching is the battery SOC, as shown in fig. 3, the following definitions are made for 6 SOC states:
(1) SOC 1-Battery pack safety limit below which vehicle operation is not allowed, default SOC1 equals 2%.
(2) SOC 2-minimum SOC value allowed for normal vehicle operation, with only HEV starting allowed at critical conditions, default SOC2 equals 11%.
(3) SOC 3-minimum in SOC policy range, default SOC3 equals 20%.
(4) SOC 4-minimum SOC value in EV mode of operation, default SOC4 equals 20%.
(5) SOC 5-minimum SOC value activated into EV mode, default SOC5 equals 30%.
(6) SOC6 — maximum value of SOC policy range, default SOC6 equals 35%.
3) Description of vehicle mode switching: FIG. 4 is a diagram of a four mode switching state machine for a vehicle, illustrating the switching:
(1) the vehicle will normally enter EV/HEV mode only if the SOC value is greater than 11% SOC 2.
(2) An external engine start request causes the vehicle to exit EV mode and enter HEV mode, the external request signal comprising: AC _ ID _ UP _ RQ sent by GW _ AC; AC _ HTR _ ID _ UP _ RQ; failure of the electronic vacuum pump.
(3) The identification and judgment conditions for the Kick down are as follows: the depth and the change rate of the accelerator pedal are larger than certain values, the depth of the accelerator pedal is default to 90%, and the change rate of the accelerator is default to 50%.
(4) The Power Switch and the sports file only have one option on one vehicle type, and in the project, the two inputs are logically or-related.
(5) This logic defines EV mode as having only the electric machine as the sole source of torque output, and the vehicle enters HEV POWER mode when the driver requested torque exceeds the electric machine torque capacity in EV POWER mode.
(7) The error detection conditions for entry into NHEV include: to be confirmed.
2. Determining vehicle driving conditions
As shown in fig. 5, determining the vehicle driving condition according to the current states of the accelerator pedal, the brake signal, the gear signal, the vehicle speed, the gear ratio and the like includes: a reverse mode, a braking mode, a driving mode, a creeping mode, a limit mode, a coasting mode.
As shown in fig. 6, the vehicle running state signal is output according to the state machine, and the required torque is confirmed according to different vehicle running conditions.
3. Two-axis torque demand calculation
After the vehicle mode and the running condition mode are confirmed, the required torque of the vehicle is calculated according to the vehicle mode.
1) Driving mode
The required torque in the running mode is calculated by a table lookup, as shown in fig. 7, the abscissa of the table is an accelerator pedal opening signal, and the ordinate is a vehicle speed (the relationship between the two-axis rotation speed and the vehicle speed is a certain speed ratio).
The main differences for the power mode and the economy mode are as follows:
(1) the driver requested torque is greater in the power mode than in the economy mode.
(2) Peak torque: the peak value of the torque in the economy mode is max. And the torque peak value of the power mode is max. engine power + max. peak e-motor power, the maximum torque can last for 30s, and the torque peak value gradually decreases to the first peak value after 30 s.
As shown in fig. 8, the maximum output torque of the engine is about 135N, and the maximum torque output at the two shafts is, without considering the CVT speed ratio control at different vehicle speeds: 135 x 2.416 Nm 326Nm
As shown in fig. 9, when the motor is at the critical speed 2675rpm, the corresponding vehicle speed is: 50 km/h. When the vehicle speed is less than 50km/h, the two-shaft limited torque driven by the motor is as follows: 100(Peak:225) × 1.24 ═ 124(Peak: 279).
It can be estimated that: and when the vehicle speed is less than 50km/h, limiting the torque: 326+ 124-450 Nm; when the vehicle speed exceeds 50km/h, the torque is limited as shown in the following table.
TABLE 1 Torque Limit for vehicle speeds greater than 50km/h
(3) The EV ECO and HEV ECO have the same driver torque request, and the maximum vehicle speed can reach 110km/h in the EV ECO mode. In the driving mode, two MAP of EV/HEV ECO and EV/HEV PWR are respectively looked up for the requested torque of the driver, wherein after the lookup, the 2) above items are respectively subjected to torque limitation.
TABLE 2EV/HEV ECO MAP
TABLE 3 EV/HEV PWR MAP
2) Braking mode
When the ESP enters a braking energy recovery process, the VCU calculates a maximum recoverable torque value. The maximum recoverable torque value is equal to the maximum braking torque minus the recovery torque during coasting.
The maximum braking torque value is calculated according to the maximum braking torque which can be provided by the current P3 motor and the charging capacity of the current battery pack, the corresponding maximum braking torque at the current P3 motor rotating speed can be obtained according to the external characteristic curve chart of the P3 motor, the maximum braking torque which can be provided by the motor currently is within the allowable charging capacity range of the battery pack, otherwise, the maximum braking torque value is determined according to the charging capacity of the battery pack.
After the VCU calculates the maximum recoverable torque value, the VCU sends a maximum recoverable torque signal and a maximum recoverable torque effective signal to the ESP through the bus, the ESP receives the signal sent by the HCU, calculates a target recovered torque value according to the current state, sends the target recovered torque signal to the VCU through the bus, the VCU receives the target recovered torque signal and controls the P3 motor to recover energy, the MCU sends an actual motor torque signal to the VCU, the VCU receives the signal and then calculates to obtain an actual recovered torque value, and sends the actual recovered torque signal to the ESP through the bus, the ESP receives the signal sent by the VCU at the maximum recoverable torque signal in real time, adjusts the target recovered torque and sends the signal to the VCU.
3) Creeping form mode
In the creeping mode, the position signals of the accelerator pedal and the brake pedal are both 0. When the SOC value is greater than 11% of SOC2, the vehicle will creep in electric-only mode.
In the pure creep mode, the torque required by the vehicle is provided by the electric machine. The torque is a set constant value, can be sent by an MCU module (the signal is not sent by a PHEV project MCU), can also be set in a VCU, a target speed of the creep is set to be 6Km/h, and the target speed is introduced to be used as closed-loop control when the vehicle is in creep torque control.
4) Reverse mode
Reverse creep control is consistent with the forward creep control strategy mentioned in clause 3 above.
The required torque in the reverse mode is obtained by calculating through a table look-up, the table can refer to the torque MAP of the driving mode, and the table can be looked up for the reverse mode with the speed limit of 10 Km/h.
5) Coast mode
The HCU controls the maximum 0.1g of slide motor feedback deceleration to carry out slide energy recovery, the recovery torque in the slide process is related to the vehicle speed, and the vehicle speed and the recovery torque have a map relation through calibration. The HCU reads the current vehicle speed, sends a torque request signal required to be recovered by the current motor to the MCU through the bus, and after receiving the torque request signal, the MCU controls the P3 motor to recover sliding energy and sends an actually recovered torque signal to the HCU through the bus.
In the early stages of the experiment, the torque can be calculated by referring to the following theoretical formula, but the formula is not exactly the same, as follows:
Facceleration＝FDrive the-FRamp way-FScrolling-FWind power
FRolling power＝Wf
FRamp way＝mg sinθ
FAcceleration＝δma
Wherein F represents driving force and resistance, i is a transmission ratio, T is engine output torque, r is a tire rolling radius, Cd is a wind resistance coefficient, A is a windward area, v is a vehicle speed, W is a positive pressure of a vehicle body to the ground, F is a rolling resistance coefficient, m is a vehicle mass, g is a gravity acceleration, theta is a ramp angle, delta is a vehicle rotating mass conversion coefficient, and a is a vehicle acceleration (-0.1g, which can be calibrated).
6) Limit mode
In the limit mode, it is generally desirable to limit the vehicle operating speed and then look up table 1 or table 2 to obtain the torque demand based on the various vehicle modes.
Example 2
According to the method for calculating the torque demand of the two shafts of the gearbox of the hybrid vehicle, for the hybrid vehicle with the structure of P0+ P3, the vehicle control unit VCU is adopted to calculate the torque demand of the two shafts of the gearbox of the CVT, and the method is characterized in that: the method comprises the steps of confirming a vehicle mode according to power mode switch input and an SOC state, and calculating required torque of each working condition; as shown in fig. 2.
Firstly, determining a vehicle running condition according to current accelerator pedal, brake signal, gear signal, vehicle speed and transmission ratio state information, wherein the vehicle running condition comprises: the method comprises the following steps of (1) all modes of a reverse mode, a braking mode, a running mode, a creeping mode, a limiting mode and a coasting mode or a part of modes;
secondly, after confirming the vehicle mode and the running condition mode, the state machine respectively calculates the required torque of the vehicle according to the vehicle mode, then outputs a vehicle running state signal, and confirms the required torque according to different vehicle running conditions:
1) driving mode
The travel mode includes a power mode in which a driver requests a larger torque than an economy mode;
peak torque: the peak value of the torque in the economy mode is max. The torque peak value of the power mode is max.engine power + max.peak-motor power, the maximum torque can last for 30s, and the torque peak value can gradually decrease to the first peak value after 30 s;
the required torques in the power mode and the economic mode are calculated by looking up the table 2 and the table 3;
2) braking mode
When the ESP enters a braking energy recovery process, the VCU calculates a maximum recoverable torque value; the maximum recoverable torque value is equal to the maximum braking torque minus the recovery torque during coasting;
according to the external characteristic curve chart of the P3 motor, obtaining the corresponding maximum braking torque under the current P3 motor rotating speed, wherein the maximum braking torque which can be provided by the motor currently is within the allowable charging capacity range of the battery pack, otherwise, the maximum braking torque value depends on the charging capacity of the battery pack;
after the VCU calculates the maximum recoverable torque value, the VCU sends a maximum recoverable torque signal and a maximum recoverable torque effective signal to the ESP through the bus, the ESP receives the signal sent by the HCU, calculates a target recovered torque value according to the current state, sends the target recovered torque signal to the VCU through the bus, the VCU receives the target recovered torque signal and controls the P3 motor to recover energy, the MCU sends an actual motor torque signal to the VCU, the VCU receives the signal and then calculates to obtain an actual recovered torque value, and sends the actual recovered torque signal to the ESP through the bus, the ESP receives the signal sent by the VCU at the maximum recoverable torque signal in real time, adjusts the target recovered torque and sends the signal to the VCU.
According to the method for calculating the two-shaft required torque of the hybrid vehicle gearbox, an application layer model is compiled in Simulink according to the calculation strategy and the state machine, and the two-shaft required torque is output. The hybrid operation mode switching method is suitable for new energy vehicles with different power structures, and can meet hybrid operation mode switching of the new energy vehicles through certain simulation debugging and calibration testing.
Claims (5)
1. A method for calculating the torque demand of a secondary shaft of a gearbox of a hybrid vehicle adopts a Vehicle Control Unit (VCU) to calculate the torque demand of the secondary shaft of the CVT gearbox for the hybrid vehicle with a P0+ P3 structure, and is characterized in that: the method comprises the steps of confirming a vehicle mode according to power mode switch input and an SOC state, and calculating required torque of each working condition;
firstly, determining a vehicle running condition according to current accelerator pedal, brake signal, gear signal, vehicle speed and transmission ratio state information, wherein the vehicle running condition comprises: the method comprises the following steps of (1) all modes of a reverse mode, a braking mode, a running mode, a creeping mode, a limiting mode and a coasting mode or a part of modes;
secondly, after confirming the vehicle mode and the vehicle running condition mode, the state machine respectively calculates the required torque of the vehicle according to the vehicle mode, then outputs a vehicle running state signal, and confirms the required torque according to different vehicle running condition modes:
1) driving mode
The travel mode includes a power mode in which a driver requests a larger torque than an economy mode;
peak torque: the peak value of the torque in the economy mode is the sum of max. The torque peak value of the power mode is the sum of max.engine power and max.peak e-motor power, the maximum torque peak value can last for 30s, and the torque peak value gradually drops to the first peak value after 30 s;
the required torques in the power mode and the economy mode are calculated by referring to the following tables 2 and 3:
table 2: EV/HEV ECO MAP
Table 3: EV/HEV PWR MAP
In the table, the abscissa is an accelerator pedal opening signal, and the ordinate is a vehicle speed; the speed ratio relationship between the two-axis rotating speed and the vehicle speed is a certain speed ratio relationship; at vehicle speeds in excess of 50km/h, the torque limits are as follows table 1:
TABLE 1 Torque Limit for vehicle speeds greater than 50km/h
2) Braking mode
When the ESP enters a braking energy recovery process, the VCU calculates a maximum recoverable torque value; the maximum recoverable torque value is equal to the maximum braking torque minus the recovery torque during coasting;
according to the external characteristic curve chart of the P3 motor, obtaining the corresponding maximum braking torque under the current P3 motor rotating speed, wherein the maximum braking torque which can be provided by the motor currently is within the allowable charging capacity range of the battery pack, otherwise, the maximum braking torque value depends on the charging capacity of the battery pack;
after the VCU calculates the maximum recoverable torque value, the VCU sends a maximum recoverable torque signal and a maximum recoverable torque effective signal to the ESP through the bus, the ESP receives the signal sent by the HCU, calculates a target recovered torque value according to the current state, sends the target recovered torque signal to the VCU through the bus, the VCU receives the target recovered torque signal and controls the P3 motor to recover energy, the MCU sends an actual motor torque signal to the VCU, the VCU receives the signal and then calculates to obtain an actual recovered torque value, and sends the actual recovered torque signal to the ESP through the bus, the ESP receives the signal sent by the VCU at the maximum recoverable torque signal in real time, adjusts the target recovered torque and sends the signal to the VCU.
2. The method for calculating the torque demand of the two shafts of the hybrid vehicle gearbox according to claim 1, wherein:
in the creeping mode or the reversing mode, position signals of an accelerator pedal and a brake pedal are both 0; when the SOC value is larger than 11%, the vehicle creeps in an electric-only mode, and the motor provides torque required by the vehicle; the torque is a set constant value and is sent by an MCU module or set in a VCU, a target creep vehicle speed is set to be 6Km/h, and the target vehicle speed is introduced to be used as closed-loop control when the vehicle is in creep torque control;
under the sliding mode, the HCU controls the sliding motor to feed back the deceleration of 0.1g at most to recover the sliding energy, the recovered torque in the sliding process is related to the vehicle speed, and the vehicle speed and the recovered torque have a map relation through calibration; the HCU reads the current vehicle speed, transmits a torque request signal required to be recovered by the current motor to the MCU through the bus, and after receiving the torque request signal, the MCU controls the P3 motor to recover sliding energy and transmits an actually recovered torque signal to the HCU through the bus;
this torque can be calculated by reference to the following theoretical formula:
Facceleration＝FDrive the-FRamp way-FScrolling-FWind power
FScrolling＝Wf
FRamp way＝mgsinθ
FAcceleration＝δma
Wherein each letter means, F represents driving force and resistance, i is a gear ratio, T is an engine output torque, r is a tire rolling radius, CdThe method comprises the following steps of (1) determining a wind resistance coefficient, A is a windward area, v is a vehicle speed, W is a positive pressure of a vehicle body to the ground, f is a rolling resistance coefficient, m is a vehicle mass, g is a gravity acceleration, theta is a ramp angle, delta is a vehicle rotating mass conversion coefficient, and a is a vehicle acceleration; in the limit mode, the torque demand is found by looking up table 1 or table 2 based on the limited vehicle operating speed and the various vehicle modes.
3. The method for calculating the torque demand of the hybrid vehicle transmission two shafts according to claim 1 or 2, characterized in that: the vehicle mode is determined by the following 4 working modes:
1) EV ECO mode: the vehicle defaults to an EV ECO mode, and a driver can enter the EV pure electric mode by pressing an EV button; in this mode, the vehicle operates purely electrically, and the required torque is realized by driving the motor through the battery; when the vehicle continuously runs in the mode, the battery power can be continuously reduced, and the HCU determines to exit the EV mode according to the condition that the battery SOC is too low; meanwhile, when entering the EV mode, the SOC of the battery is required to be above a certain limit value;
2) EV PWR mode: in the EV ECO mode, switching to the EV through a PWR/ECO button;
3) HEV ECO mode: switching the HEV ECO mode from the EV ECO mode by an EV/HEV button; in this mode, the engine and the motor serve as torque demand sources simultaneously, and the battery can be charged during driving, at which time the engine and the motor serve as generators;
4) HEV PWR mode: in the HEV ECO mode, the torque response is more aggressive than the HEV ECO mode by switching to the HEV PWR mode, which is a sport mode in the HEV state, through the PWR/ECO button.
4. The method for calculating the torque demand of the two shafts of the hybrid vehicle gearbox according to claim 3, wherein: the main factor influencing the switching of the EV/HEV mode is the SOC value of the battery, and the corresponding 6 SOC value states are defined as follows:
1) SOC1 — battery pack safety limit below which vehicle operation is not allowed, default SOC1 equals 2%;
2) SOC 2-minimum SOC value allowed for normal vehicle operation, allowing HEV to start only in critical state, default SOC2 equals 11%;
3) SOC3 — minimum in SOC policy range, default SOC3 equals 20%;
4) SOC 4-minimum SOC value in EV mode of operation, default SOC4 equals 20%;
5) SOC 5-minimum SOC value activated into EV mode, default SOC5 equals 30%;
6) SOC6 — maximum value of SOC policy range, default SOC6 equals 35%.
5. The method for calculating the torque demand of the hybrid vehicle transmission two shafts according to claim 4, characterized in that: vehicle mode switching:
1) the vehicle will normally enter EV/HEV mode only if the SOC value is greater than SOC 2;
2) an external engine start request causes the vehicle to exit EV mode and enter HEV mode, the external request signal comprising: AC _ ID _ UP _ RQ sent by GW _ AC; AC _ HTR _ ID _ UP _ RQ; failure of the electronic vacuum pump;
3) the identification and judgment conditions for the Kick down are as follows: the depth and the change rate of the accelerator pedal are larger than certain values, the depth of the accelerator pedal is default to 90%, and the change rate of the accelerator is default to 50%;
4) the Power Switch and the sports file only have one option on one vehicle type, and in the project, the two inputs are in a logical OR relationship;
5) this logic defines EV mode as having only the electric machine as the sole source of torque output, and the vehicle enters HEV POWER mode when the driver requested torque exceeds the electric machine torque capacity in EV POWER mode.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201811338219.7A CN109240125B (en) | 2018-11-12 | 2018-11-12 | Method for calculating two-shaft required torque of gearbox of hybrid vehicle |
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| CN201811338219.7A CN109240125B (en) | 2018-11-12 | 2018-11-12 | Method for calculating two-shaft required torque of gearbox of hybrid vehicle |
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| CN109240125A CN109240125A (en) | 2019-01-18 |
| CN109240125B true CN109240125B (en) | 2021-06-18 |
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| CN109849890A (en) * | 2019-03-15 | 2019-06-07 | 中国汽车技术研究中心有限公司 | A kind of control method of finished using parallel axes planet row mixed power plant |
| CN112297870B (en) * | 2019-07-30 | 2023-03-14 | 比亚迪股份有限公司 | Vehicle and control method and device thereof |
| CN114643964B (en) * | 2021-04-08 | 2023-07-21 | 长城汽车股份有限公司 | Vehicle braking method and device, storage medium and vehicle |
| CN115465242B (en) * | 2022-11-01 | 2023-03-24 | 临工重机股份有限公司 | Brake control method and device and electric wide-body dumper |
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| US8195349B2 (en) * | 2007-11-07 | 2012-06-05 | GM Global Technology Operations LLC | Method for predicting a speed output of a hybrid powertrain system |
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