CN109664873B - Vehicle control system and control method thereof - Google Patents
Vehicle control system and control method thereof Download PDFInfo
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- CN109664873B CN109664873B CN201710967222.4A CN201710967222A CN109664873B CN 109664873 B CN109664873 B CN 109664873B CN 201710967222 A CN201710967222 A CN 201710967222A CN 109664873 B CN109664873 B CN 109664873B
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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
- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
- B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
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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
- 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
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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
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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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
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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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0614—Position of fuel or air injector
- B60W2510/0619—Air-fuel ratio
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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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0638—Engine speed
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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
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
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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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0666—Engine torque
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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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/08—Electric propulsion units
- B60W2710/083—Torque
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- 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
- Y02T10/62—Hybrid vehicles
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention provides a vehicle control system and a control method thereof.A first controller acquires a required torque according to the position of an accelerator gear; the first controller calculates the target output torque of the engine according to the required torque and sends the target output torque of the engine to a second controller; the second controller calculates the actual output torque of the engine according to the target output torque of the engine, and the engine outputs the torque according to the actual output torque of the engine; the third controller obtains an actual monitoring torque according to the running condition of the power output shaft and provides the actual monitoring torque to the second controller; the second controller calculates the self-learning torque of the engine according to the actual output torque of the engine and the actual monitoring torque; and when the second controller calculates the actual output torque of the engine, the actual output torque of the engine is obtained according to the self-learning torque of the engine.
Description
Technical Field
The invention relates to the technical field of intelligent automobiles, in particular to a vehicle control system and a control method thereof.
Background
Even if the acceleration obtained by the vehicle varies depending on the same vehicle operating condition (operating state of accelerator pedal depression amount, running condition of vehicle speed), the acceleration obtained by the vehicle greatly differs depending on the output torque characteristic of the running power source, and in reality, the driver cannot obtain the acceleration as expected by the variation of the vehicle operating condition (operating state of accelerator pedal depression amount, running condition of vehicle speed).
Therefore, it is desirable to design a vehicle control system and a control method thereof that accurately responds to the output torque.
Disclosure of Invention
The invention aims to provide a vehicle control system and a control method thereof, which aim to solve the problem that the torque of the traditional generator cannot accurately respond to the driving requirement.
In order to solve the above technical problem, the present invention provides a vehicle control system, which controls a vehicle, the vehicle including an engine, a driving motor, an accelerator shift position, and a power output shaft, the vehicle control system including a first controller, a second controller, and a third controller, wherein:
the first controller acquires a required torque according to the position of the accelerator gear;
the first controller calculates the target output torque of the engine according to the required torque and sends the target output torque of the engine to a second controller;
the second controller calculates the actual output torque of the engine according to the target output torque of the engine, and the engine outputs the torque to the power output shaft according to the actual output torque of the engine;
the third controller obtains an actual monitoring torque according to the running condition of the power output shaft and provides the actual monitoring torque to the second controller;
the second controller calculates the self-learning torque of the engine according to the actual output torque of the engine and the actual monitoring torque;
and when the second controller calculates the actual output torque of the engine, the actual output torque of the engine is obtained according to the self-learning torque of the engine.
Optionally, in the vehicle control system, the vehicle further includes a battery system, and the first controller provides the engine target output torque and the motor target output torque to the engine and the driving motor according to the required torque and an electric quantity of the battery system.
Optionally, in the vehicle control system, the power output shaft includes a planet row outer ring gear, a planet row carrier, and a planet row sun gear, wherein:
the planet row outer gear ring is connected with a crankshaft of the engine, the planet row sun gear is connected with a rotor of the driving motor, and the planet row support is connected with wheels of the vehicle.
Optionally, in the vehicle control system, the second controller enters a torque self-learning process from the first mode or enters a torque self-learning process from the second mode, and the engine self-learning torque is calculated according to the actual output torque of the engine and the actual monitored torque.
Optionally, in the vehicle control system, when the running speed, the engine coolant temperature, the engine air-fuel ratio, the engine start time, the battery system electric quantity and the engine stable running time of the vehicle meet requirements, the second controller enters a torque self-learning process from the first mode.
Optionally, in the vehicle control system, when the running speed of the vehicle, the difference between the actual output torque of the engine and the actual monitored torque, the air-fuel ratio of the engine, and the difference time from the last torque self-learning reach the requirement, the second controller enters the torque self-learning process from the second mode.
Optionally, in the vehicle control system, before the second controller enters the torque self-learning process, a torque self-learning request signal is sent to the first controller.
Optionally, in the vehicle control system, after the first controller allows the second controller to enter a torque self-learning process, the rotation speed of the engine, the target output torque of the engine, and the running time are set.
Optionally, in the vehicle control system, the second controller sets a unit period of the actual monitoring torque, selects a plurality of sampling points in each unit period, obtains a maximum sampling point and a minimum sampling point, and obtains an intermediate sampling point through the maximum sampling point and the minimum sampling point.
Optionally, in the vehicle control system, the intermediate sampling points are calculated as follows:
SensedEngTrqRef＝ary[min]+(ary[max]-ary[min])/2
wherein: SensedEngTrqRef is the middle sample point, ary [ min ] is the minimum sample point, and ary [ max ] is the maximum sample point.
Optionally, in the vehicle control system, the second controller obtains a filter input point according to an intermediate sampling point, where the filter input point is a difference between an actual output torque of the engine and the intermediate sampling point.
Optionally, in the vehicle control system, the second controller performs integral filtering on the filter input point and the previous engine self-learning torque to obtain a new engine self-learning torque.
The present invention also provides a control method of a vehicle control system, including:
the vehicle control system controls an engine and a driving motor of a vehicle according to an accelerator gear of the vehicle and outputs torque to a power output shaft of the vehicle;
the first controller acquires a required torque according to the position of the accelerator gear;
the first controller calculates the target output torque of the engine according to the required torque and sends the target output torque of the engine to a second controller;
the second controller calculates the actual output torque of the engine according to the target output torque of the engine, and the engine outputs the torque to the power output shaft according to the actual output torque of the engine;
the third controller obtains an actual monitoring torque according to the running condition of the power output shaft and provides the actual monitoring torque to the second controller;
the second controller calculates the self-learning torque of the engine according to the actual output torque of the engine and the actual monitoring torque;
and when the second controller calculates the actual output torque of the engine, the actual output torque of the engine is obtained according to the self-learning torque of the engine.
In the vehicle control system and the control method thereof provided by the invention, the third controller obtains an actual monitoring torque according to the running condition of the power output shaft and provides the actual monitoring torque to the second controller; the second controller calculates the self-learning torque of the engine according to the actual output torque of the engine and the actual monitoring torque; when the second controller calculates the actual output torque of the engine, the actual output torque of the engine is obtained according to the self-learning torque of the engine, the second controller can adjust the output torque of each time according to the self-learning result, and the difference between the actual output torque of the engine and the actual monitoring torque can be identified, so that the second controller can respond to the required torque more accurately.
In addition, the third controller is a motor controller, so that the measured actual monitoring torque can reflect the response degree of the required torque more accurately, and the torque information is shared among the third controller (controlling the driving motor), the second controller (controlling the engine) and the first controller (coordinating the power of the whole automobile), so that the topological structure of the hybrid electric vehicle power assembly is matched; the torque self-learning of the existing engine is carried out by entering a torque self-learning process from a first mode, the first mode belongs to a passive mode (triggering the self-learning after entering a working condition), the torque self-learning process is generally carried out under the common condition and environment of vehicle running, and no reference significance is provided for the special running condition and environment of the vehicle; in addition, the control method in the invention relates to a software design method, and does not relate to hardware cost. The torque self-learning of the hybrid idling-free working condition can be compensated by the advantage that the third controller, namely the motor controller, can accurately calculate the torque. The torque self-learning in the control method is not limited by the rotating speed and the torque of the engine, and theoretically, the torque self-learning can be carried out in most rotating speed ranges and load intervals. The learning process is short in time and can be completed within 15s-30s in general.
Drawings
FIGS. 1-2 are schematic diagrams of a vehicle control system and a control method thereof according to an embodiment of the invention;
shown in the figure: 11-throttle gear; 12-a power take-off shaft; 21-a first controller; 22-a second controller; 23-third controller.
Detailed Description
The following describes a vehicle control system and a control method thereof in further detail with reference to the accompanying drawings and specific embodiments. Advantages and features of the present invention will become apparent from the following description and from the claims. It is to be noted that the drawings are in a very simplified form and are not to precise scale, which is merely for the purpose of facilitating and distinctly claiming the embodiments of the present invention.
The invention provides a vehicle control system and a control method thereof, aiming at solving the problem that the torque of the traditional generator cannot accurately respond to the driving requirement.
To achieve the above-described idea, the present invention provides a vehicle control system and a control method thereof, the vehicle control system controlling a vehicle, the vehicle including an engine, a driving motor, a throttle position, and a power take-off shaft, the vehicle control system including a first controller, a second controller, and a third controller, wherein: the first controller acquires a required torque according to the position of the accelerator gear; the first controller calculates the target output torque of the engine according to the required torque and sends the target output torque of the engine to a second controller; the second controller calculates the actual output torque of the engine according to the target output torque of the engine, and the engine outputs the torque to the power output shaft according to the actual output torque of the engine; the third controller obtains an actual monitoring torque according to the running condition of the power output shaft and provides the actual monitoring torque to the second controller; the second controller calculates the self-learning torque of the engine according to the actual output torque of the engine and the actual monitoring torque; and when the second controller calculates the actual output torque of the engine, the actual output torque of the engine is obtained according to the self-learning torque of the engine.
< example one >
The present embodiment provides a vehicle control system that controls a vehicle including an engine, a drive motor, a throttle position, and a power take-off shaft, the vehicle control system including a first controller 21, a second controller 22, and a third controller 23, wherein: the first controller 21 acquires a required torque according to the position of the accelerator shift 11; the first controller 21 calculates the target engine output torque according to the required torque, and sends the target engine output torque to the second controller 22; the second controller 22 calculates the actual output torque of the engine according to the target output torque of the engine, and the engine outputs torque to the power output shaft according to the actual output torque of the engine; the third controller 23 obtains an actual monitoring torque according to the operation condition of the power output shaft 12 and provides the actual monitoring torque to the second controller 22; the second controller 22 calculates an engine self-learning torque according to the actual output torque of the engine and the actual monitoring torque; when calculating the actual output torque of the engine, the second controller 22 obtains the actual output torque of the engine according to the self-learning torque of the engine.
Specifically, in the vehicle control system, the vehicle further includes a battery system, and the first controller 21 supplies the engine target output torque and the motor target output torque of the drive motor to the engine and the drive motor according to the required torque and the electric quantity of the battery system. The power output shaft 12 comprises a planet row outer gear ring, a planet row support and a planet row sun gear, wherein: the planet row outer gear ring is connected with a crankshaft of the engine, the planet row sun gear is connected with a rotor of the driving motor, and the planet row support is connected with wheels of the vehicle.
Further, in the vehicle control system, the second controller 22 enters a torque self-learning process from the first mode or enters a torque self-learning process from the second mode, and the engine self-learning torque is calculated according to the actual output torque of the engine and the actual monitored torque. When the running speed, the engine coolant temperature, the engine air-fuel ratio, the engine starting time, the battery system electric quantity and the engine stable running time of the vehicle reach requirements, the second controller 22 enters a torque self-learning process from the first mode. When the running speed of the vehicle, the difference value between the actual output torque and the actual monitored torque of the engine, the air-fuel ratio of the engine and the difference time of the last torque self-learning reach the requirement, the second controller 22 enters a torque self-learning process from a second mode.
As shown in fig. 2, in the vehicle control system, the second controller 22 sends a torque self-learning request signal to the first controller 21 before entering a torque self-learning process. And the first controller allows the second controller to enter a torque self-learning process and then sets the rotating speed, the target output torque and the running time of the engine. And after the second controller enters a torque self-learning process, setting a unit period of the actual monitoring torque, selecting a plurality of sampling points in each unit period, obtaining a maximum sampling point and a minimum sampling point, and obtaining an intermediate sampling point through the maximum sampling point and the minimum sampling point. In the vehicle control system, the intermediate sampling points are calculated as follows:
SensedEngTrqRef＝ary[min]+(ary[max]-ary[min])/2
wherein: SensedEngTrqRef is the middle sample point, ary [ min ] is the minimum sample point, and ary [ max ] is the maximum sample point.
Further, in the vehicle control system, the second controller obtains a filtering input point according to an intermediate sampling point, where the filtering input point is a difference between an actual output torque of the engine and the intermediate sampling point. And the second controller performs integral filtering on the filtering input point and the last engine self-learning torque to obtain a new engine self-learning torque.
In the vehicle control system provided in the present embodiment, the third controller obtains an actual monitored torque according to an operating condition of the power output shaft, and supplies the actual monitored torque to the second controller; the second controller calculates the self-learning torque of the engine according to the actual output torque of the engine and the actual monitoring torque; when the second controller calculates the actual output torque of the engine, the actual output torque of the engine is obtained according to the self-learning torque of the engine, the second controller can adjust the output torque of each time according to the self-learning result, and the difference between the actual output torque of the engine and the actual monitoring torque can be identified, so that the second controller can respond to the required torque more accurately.
In summary, the above embodiments have described the vehicle control system in detail, but it goes without saying that the present invention includes but is not limited to the configurations listed in the above embodiments, and any modifications based on the configurations provided by the above embodiments are within the scope of the present invention. One skilled in the art can take the contents of the above embodiments to take a counter-measure.
< example two >
The present embodiment provides a control method of a vehicle control system, including: the vehicle control system controls an engine and a driving motor of a vehicle according to an accelerator position 11 of the vehicle and outputs torque to a power output shaft 12 of the vehicle; the first controller 21 acquires a required torque according to the position of the accelerator shift 11; the first controller 21 calculates the target engine output torque according to the required torque, and sends the target engine output torque to the second controller 22; the second controller 22 calculates the actual output torque of the engine according to the target output torque of the engine, and the engine outputs torque to the power output shaft according to the actual output torque of the engine; the third controller 23 obtains an actual monitoring torque according to the operation condition of the power output shaft 12 and provides the actual monitoring torque to the second controller 22; the second controller 22 calculates an engine self-learning torque according to the actual output torque of the engine and the actual monitoring torque; when calculating the actual output torque of the engine, the second controller 22 obtains the actual output torque of the engine according to the self-learning torque of the engine.
Specifically, the first controller 21 supplies the engine target output torque and the motor target output torque to the engine and the drive motor according to the required torque and the amount of power of a battery system in the vehicle. The planetary gear train is characterized in that an outer gear ring of a planetary gear on the power output shaft 12 is connected with a crankshaft of the engine, the engine provides torque for the outer gear ring of the planetary gear through the crankshaft, a sun gear of the planetary gear train is connected with a rotor of the driving motor, the rotor of the driving motor drives the sun gear of the planetary gear train to rotate and provide torque for the power output shaft, a carrier of the planetary gear train is connected with wheels of a vehicle, and the carrier of the planetary gear train rotates to drive the wheels to rotate.
Further, in the control method of the vehicle control system, the second controller 22 enters the torque self-learning process from the first mode or enters the torque self-learning process from the second mode, and the engine self-learning torque is calculated according to the actual output torque of the engine and the actual monitored torque. When the running speed, the engine coolant temperature, the engine air-fuel ratio, the engine starting time, the battery system electric quantity and the engine stable running time of the vehicle reach the requirements, the second controller 22 enters a torque self-learning process from the first mode, and the torque self-learning process specifically comprises the following steps: the vehicle speed is less than a calibrated value CAL1, the temperature of the engine coolant is less than a calibrated value CAL2, the air-fuel ratio is between LAMCAL1 and LAMCAL2, the engine starting time is greater than a calibrated value CAL3, the residual capacity of the high-voltage battery pack is less than a calibrated value CAL4, and the running time of the engine in a stable running state is greater than CAL 5. When the running speed of the vehicle, the difference between the actual output torque of the engine and the actual monitored torque, the air-fuel ratio of the engine, and the difference time between the last torque self-learning reach the requirement, the second controller 22 enters the torque self-learning process from the second mode, and specifically includes: during steady engine operation, such as 1200 rpm, at 50Nm torque output, the air/fuel ratio between LAMCAL1 and LAMCAL2, the engine duration is greater than CAL7 since the last successful self-learning, and the following conditions are included:
|EngTrqClh-SensedEngTrq|>CAL6
wherein: EngTrqClh is the actual engine output torque, and SenedengTrq is the actual monitored torque.
As shown in fig. 2, in the control method of the vehicle control system, before the second controller 22 enters the torque self-learning process, a torque self-learning request signal, i.e., a torque self-learning request flag, is sent to the first controller 21. If the first controller 21 allows the second controller 22 to enter the torque self-learning process, a flag bit TrqAdapSTFlag allowing the torque self-learning process to enter is sent to the second controller, the second controller 22 receives the flag bit TrqAdapSTFlag allowing the torque self-learning process to enter, self-learning is started, and a timer is started.
And the first controller allows the second controller to enter a torque self-learning process and then sets the rotating speed, the target output torque and the running time of the engine. And after the second controller enters a torque self-learning process, setting a unit period of the actual monitoring torque, selecting a plurality of sampling points in each unit period, obtaining a maximum sampling point and a minimum sampling point, and obtaining an intermediate sampling point through the maximum sampling point and the minimum sampling point. In the vehicle control system, the intermediate sampling points are calculated as follows:
SensedEngTrqRef＝ary[min]+(ary[max]-ary[min])/2
wherein: SensedEngTrqRef is the middle sample point, ary [ min ] is the minimum sample point, and ary [ max ] is the maximum sample point.
Further, in the control method of the vehicle control system, the second controller 22 obtains a filtering input point according to an intermediate sampling point, where the filtering input point is a difference value between the actual output torque of the engine and the intermediate sampling point, and the filtering input point is calculated as follows:
Dtrq＝EngTrqClh-SensedEngTrqRef
wherein: dtrq is the filter input point; EngTrqClh is the actual engine output torque, and SenedengTrqRef is the intermediate sample point. And the second controller performs integral filtering on the filtering input point and the last engine self-learning torque to obtain a new engine self-learning torque EngTrqAdp. Wherein the second controller 22 needs to input the filter time parameter Tpmt.
Considering safety and robustness, the maximum standard quantity value Trqmax and the minimum standard quantity value Trqmin are set for the value of the engine self-learning torque EngTrqAdp, if the value of the engine self-learning torque EngTrqAdp is larger than the maximum standard quantity value Trqmax, the maximum standard quantity value Trqmax is directly taken as the value of the engine self-learning torque EngTrqAdp, and if the value of the engine self-learning torque EngTrqAdp is smaller than the minimum standard quantity value Trqmin, the minimum standard quantity value Trqmin is directly taken as the value of the engine self-learning torque EngTrqAdp.
Before the self-learning process, the second controller 22 sets the self-learning setting times, selects a sampling point of one unit period of the actually monitored torque for each self-learning, after completing one self-learning, judging whether the set times is exceeded, if not, the second controller 22 returns to the sampling point selecting link, i.e. selecting a sampling point within another unit period of the actual monitored torque, in the step of integral filtering by said second controller 22 of said filtered input point and the last self-learned torque of the engine, the last self-learning torque of the engine is the self-learning torque EngTrqAdp of the engine corresponding to the last unit period of the actual monitoring torque, in the first unit period, the self-learning torque of the engine is subjected to an integral filtering step, the last time of selecting the self-learning torque of the engine can directly select a preset value or an initial value, and can also select the result in the last time of the self-learning process of the torque. When the self-learning frequency exceeds the self-learning set frequency, the self-learning of the current time is considered to be finished, the second controller 22 judges whether the torque self-learning is finished, if the torque self-learning is finished, data is stored, the second controller 22 updates and stores the engine self-learning torque EngTrqAdp into the second controller 22, namely a memory area in a chip is not lost when power failure occurs, and a timer is reset; feeding back a self-learning result, sending the engine self-learning torque EngTrqAdp to the first controller 21, and then quitting the torque self-learning process; if not, the torque self-learning process is directly exited.
The traditional vehicle controller can accurately respond to the torque demand of a driver according to the acceleration and deceleration intention of the driver, and the engine torque self-learning plays a vital role in the torque response accuracy among different engines and in different life cycles of the same engine.
However, the existing engine torque self-learning method can not realize the torque self-learning in a partial plug-in hybrid electric vehicle or a special powertrain topological framework or has poor effect, because the traditional single-engine driven vehicle, the self-learning of the engine is carried out based on the traditional proportional-integral-derivative (PID) idle speed control, and depends on the deviation of the target idle speed and the actual idle speed to a great extent, and because of the topological connection mode of the motor and the engine and the hybrid control strategy in the hybrid electric vehicle, the engine does not have the traditional idle speed working condition under most conditions (under the traditional idle speed working condition: neutral gear and accelerator pedal loosening condition, the torque output by the engine is used for overcoming the running resistance torque and the loss of each accessory and does not work outwards), and because the motor has a balance effect on the output torque of the engine, the fluctuation of the engine rotating speed is smaller than the target difference during the, and therefore cannot be self-learned by the conventional proportional-integral-derivative idle speed control. The method replaces proportional-integral-differential idle speed control with other calculation methods for self-learning through a median insertion and filtering method, and is suitable for the topological structure of the hybrid vehicle power assembly.
In the vehicle control system and the control method thereof provided by the invention, the third controller obtains an actual monitoring torque according to the running condition of the power output shaft and provides the actual monitoring torque to the second controller; the second controller calculates the self-learning torque of the engine according to the actual output torque of the engine and the actual monitoring torque; when the second controller calculates the actual output torque of the engine, the actual output torque of the engine is obtained according to the self-learning torque of the engine, the second controller can adjust the output torque of each time according to the self-learning result, and the difference between the actual output torque of the engine and the actual monitoring torque can be identified, so that the second controller can respond to the required torque more accurately.
In addition, the third controller is a motor controller, so that the measured actual monitoring torque can reflect the response degree of the required torque more accurately, and the torque information is shared among the third controller (controlling the driving motor), the second controller (controlling the engine) and the first controller (coordinating the power of the whole automobile), so that the topological structure of the hybrid electric vehicle power assembly is matched; the torque self-learning of the existing engine is carried out by entering a torque self-learning process from a first mode, the first mode belongs to a passive mode (triggering the self-learning after entering a working condition), the torque self-learning process is generally carried out under the common condition and environment of vehicle running, and no reference significance is provided for the special running condition and environment of the vehicle; in addition, the control method in the invention relates to a software design method, and does not relate to hardware cost. The torque self-learning of the hybrid idling-free working condition can be compensated by the advantage that the third controller, namely the motor controller, can accurately calculate the torque. The torque self-learning in the control method is not limited by the rotating speed and the torque of the engine, and theoretically, the torque self-learning can be carried out in most rotating speed ranges and load intervals. The learning process is short in time and can be completed within 15s-30s in general.
The invention is based on the following simplified power assembly topological structure of the hybrid electric vehicle: conventional loads such as an automobile air conditioner, an air blower, a steering resistance pump, a brake pump, a headlamp and the like do not need to be compensated and reserved by an engine. Some manufacturers integrate the first controller and the third controller into the same power control unit (power train control unit), and the engine torque self-learning strategy in the method is also applicable to this case.
The embodiments in the present description are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other. For the system disclosed by the embodiment, the description is relatively simple because the system corresponds to the method disclosed by the embodiment, and the relevant points can be referred to the method part for description.
The above description is only for the purpose of describing the preferred embodiments of the present invention, and is not intended to limit the scope of the present invention, and any variations and modifications made by those skilled in the art based on the above disclosure are within the scope of the appended claims.
Claims (12)
1. A vehicle control system that controls a vehicle including an engine, a drive motor, a throttle gear, and a power take-off shaft, characterized by comprising a first controller, a second controller, and a third controller, wherein:
the first controller acquires a required torque according to the position of the accelerator gear;
the first controller calculates the target output torque of the engine according to the required torque and sends the target output torque of the engine to a second controller;
the second controller calculates the actual output torque of the engine according to the target output torque of the engine, and the engine outputs the torque to the power output shaft according to the actual output torque of the engine;
the third controller obtains an actual monitoring torque according to the running condition of the power output shaft and provides the actual monitoring torque to the second controller;
the second controller calculates the self-learning torque of the engine according to the actual output torque of the engine and the actual monitoring torque;
when the second controller calculates the actual output torque of the engine, the actual output torque of the engine is obtained according to the self-learning torque of the engine;
the second controller enters a torque self-learning process from a first mode or enters a torque self-learning process from a second mode, and the engine self-learning torque is calculated according to the actual output torque of the engine and the actual monitoring torque, wherein the first mode is to automatically identify the working condition to enter the self-learning process, and the second mode is to actively request to enter the self-learning process.
2. The vehicle control system according to claim 1, wherein the vehicle further includes a battery system, and the first controller supplies the engine target output torque and the motor target output torque to the engine and the drive motor in accordance with the required torque and an amount of charge of the battery system.
3. The vehicle control system of claim 1, wherein the power take-off shaft comprises a planet row outer ring gear, a planet row carrier, and a planet row sun gear, wherein:
the planet row outer gear ring is connected with a crankshaft of the engine, the planet row sun gear is connected with a rotor of the driving motor, and the planet row support is connected with wheels of the vehicle.
4. The vehicle control system of claim 1, wherein the second controller enters a torque self-learning process from the first mode when the vehicle speed, engine coolant temperature, engine air-fuel ratio, engine start time, battery system charge, and engine steady state run time are desired.
5. The vehicle control system of claim 1, wherein the second controller enters the torque self-learning process from the second mode when the vehicle speed, the difference between the actual output torque of the engine and the actual monitored torque, the air-fuel ratio of the engine, and the time difference from the last torque self-learning are requested.
6. The vehicle control system of claim 1, wherein the second controller sends a torque self-learning request signal to the first controller before entering a torque self-learning process.
7. The vehicle control system of claim 6, wherein the first controller sets engine speed, engine target output torque, and run time after allowing the second controller to enter a torque self-learning process.
8. The vehicle control system according to claim 1, wherein the second controller sets a unit period of the actual monitored torque, selects a plurality of sampling points in each unit period, and obtains a maximum sampling point and a minimum sampling point, and obtains an intermediate sampling point by the maximum sampling point and the minimum sampling point.
9. The vehicle control system of claim 8, wherein the intermediate sample points are calculated as follows:
SensedEngTrqRef＝ary[min]+(ary[max]-ary[min])/2
wherein: SensedEngTrqRef is the middle sample point, ary [ min ] is the minimum sample point, and ary [ max ] is the maximum sample point.
10. The vehicle control system of claim 9, wherein the second controller derives a filtered input point from an intermediate sampling point, the filtered input point being a difference between the actual output torque of the engine and the intermediate sampling point.
11. The vehicle control system of claim 10, wherein said second controller integral filters said filtered input point and a previous engine self-learning torque to obtain a new engine self-learning torque.
12. A control method of a vehicle control system, characterized by comprising:
the vehicle control system controls an engine and a driving motor of a vehicle according to an accelerator gear of the vehicle and outputs torque to a power output shaft of the vehicle;
the first controller acquires a required torque according to the position of the accelerator gear;
the first controller calculates the target output torque of the engine according to the required torque and sends the target output torque of the engine to a second controller;
the second controller calculates the actual output torque of the engine according to the target output torque of the engine, and the engine outputs the torque to the power output shaft according to the actual output torque of the engine;
the third controller obtains an actual monitoring torque according to the running condition of the power output shaft and provides the actual monitoring torque to the second controller;
the second controller calculates the self-learning torque of the engine according to the actual output torque of the engine and the actual monitoring torque;
when the second controller calculates the actual output torque of the engine, the actual output torque of the engine is obtained according to the self-learning torque of the engine;
the second controller enters a torque self-learning process from a first mode or enters a torque self-learning process from a second mode, and the engine self-learning torque is calculated according to the actual output torque of the engine and the actual monitoring torque, wherein the first mode is to automatically identify the working condition to enter the self-learning process, and the second mode is to actively request to enter the self-learning process.
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