CN110254434B - Control method for preventing hybrid vehicle from sliding down slope during idle charging - Google Patents
Control method for preventing hybrid vehicle from sliding down slope during idle charging Download PDFInfo
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- 238000000034 method Methods 0.000 title claims abstract description 22
- 230000001133 acceleration Effects 0.000 claims abstract description 24
- 230000005540 biological transmission Effects 0.000 claims abstract description 5
- 230000002265 prevention Effects 0.000 claims 2
- 230000003068 static effect Effects 0.000 abstract description 2
- 238000010586 diagram Methods 0.000 description 3
- 238000012360 testing method Methods 0.000 description 3
- 238000004891 communication Methods 0.000 description 2
- 238000001514 detection method Methods 0.000 description 2
- 238000012544 monitoring process Methods 0.000 description 2
- OHVLMTFVQDZYHP-UHFFFAOYSA-N 1-(2,4,6,7-tetrahydrotriazolo[4,5-c]pyridin-5-yl)-2-[4-[2-[[3-(trifluoromethoxy)phenyl]methylamino]pyrimidin-5-yl]piperazin-1-yl]ethanone Chemical compound N1N=NC=2CN(CCC=21)C(CN1CCN(CC1)C=1C=NC(=NC=1)NCC1=CC(=CC=C1)OC(F)(F)F)=O OHVLMTFVQDZYHP-UHFFFAOYSA-N 0.000 description 1
- VXZBYIWNGKSFOJ-UHFFFAOYSA-N 2-[4-[5-(2,3-dihydro-1H-inden-2-ylamino)pyrazin-2-yl]pyrazol-1-yl]-1-(2,4,6,7-tetrahydrotriazolo[4,5-c]pyridin-5-yl)ethanone Chemical compound C1C(CC2=CC=CC=C12)NC=1N=CC(=NC=1)C=1C=NN(C=1)CC(=O)N1CC2=C(CC1)NN=N2 VXZBYIWNGKSFOJ-UHFFFAOYSA-N 0.000 description 1
- 230000002159 abnormal effect Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000004146 energy storage Methods 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
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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
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
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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
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
- B60W40/06—Road conditions
- B60W40/076—Slope angle of the road
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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
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
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Abstract
The invention discloses a control method for preventing a hybrid vehicle from slipping off a slope during idle charging, which comprises the following steps that after a vehicle controller detects that a vehicle enters an idle state, whether idle charging entry conditions are met or not is detected firstly, and the method comprises the following steps: 1. the vehicle is stationary; 2. the SOC value of the power battery is lower than a set maximum value; 3. the gearbox is in a P/N gear or a brake pedal is treaded down; 4. the engine running state allows; 5. opening a transmission chain; when the condition is fully met, judging the ramp angle condition: step 1: when the ESP signal is effective and the vehicle is static, the ESP sends a vehicle longitudinal acceleration coefficient signal to a vehicle controller, the vehicle controller calculates a slope angle theta which is approximately equal to 57.3 star a, and a is a vehicle longitudinal acceleration coefficient; step 2: and if the ramp angle is not greater than the calibrated value, allowing the charging at the idle speed if the ramp angle is not greater than the calibrated value, and not allowing the charging if the ramp angle is not greater than the calibrated value. The method and the device judge whether the vehicle is allowed to enter the idle speed charging mode according to the angle of the slope where the vehicle is located, and solve the problem of slope slipping in the process of switching the hybrid vehicle from the idle speed charging mode to the hybrid mode.
Description
Technical Field
The invention relates to a driving control method of a hybrid electric vehicle, in particular to a control method for preventing a hybrid electric vehicle from slipping off a slope during idle charging.
Background
In the prior art, the hybrid electric vehicle can adjust the working point of the engine by charging the generator in an idling mode through the engine so as to improve the efficiency of the engine and reduce the oil consumption. The control method in the prior art comprises the following steps: the system detects the SOC of the battery, the stepping depth of the pedal, the running state of the engine and the state of the transmission chain to judge the working condition of the vehicle at the moment, and then sends out a command of entering or exiting the idle charging. Referring to fig. 1, the logic for determining whether to allow idle charging is specifically: judging whether the vehicle is in a static state or not; whether the opening degree of a brake pedal is larger than a limit value for entering idle charging or not; whether the drive train state is open; whether the state of charge (SOC) of the battery is satisfied; whether the engine operating state is allowed. And when the conditions are met, allowing the vehicle to enter the idle charging, and on the contrary, when the vehicle cannot meet any one of the conditions, forbidding the vehicle to enter the idle charging.
The idle charge control method has certain limitations, for example, when the vehicle is on a road with a slope angle and the above conditions are met, the controller controls the vehicle to enter an idle charge mode, after the charge is completed, the power mode of the vehicle is switched from the idle charge mode to a hybrid mode, at this time, the engine transmission is required to open the clutch, the C gear is withdrawn, the motor is required to be in a low gear (L gear), during the period that the motor is not successfully in the low gear, the phenomenon that the power system is disconnected exists, so that the vehicle loses power, and the process takes about 2 seconds, and a slope slip may occur in the period.
Because the prior art control logic lacks the limitations of the ramp angle calculation and determining whether the ramp angle allows the vehicle to enter the idle charging mode, when the ramp angle is too large, it can cause the vehicle to roll downhill. In order to solve the problem, some vehicles make up for the defects of vehicle control logic by installing a slope angle detection device, but the installation of the slope angle detection device not only increases the cost, but also has certain requirements on hardware and software configuration of related components on the vehicle.
Chinese patent No. ZL201110338079.5 discloses a method and a system for controlling an automatic idling start/stop of an engine, which detects signals indicating the voltage of an energy storage system, the speed of the vehicle, the speed of the engine, the state of the vehicle slipping, the air pressure of an air brake system, and the like, and selectively starts and stops the engine based on the signals. This patent prevents a risk of a slip caused by a lack of braking force by keeping the vacuum degree of the brake device by prohibiting the engine from stalling when the ramp is stationary, but cannot avoid the problem of a slip which may occur during the power switching.
Disclosure of Invention
The invention aims to provide a control method for preventing a hybrid vehicle from slipping down a slope during idle charging, which can judge whether the vehicle is allowed to enter an idle charging mode according to the slope angle of the slope on which the vehicle is positioned, thereby effectively solving the problem of slipping down the slope during the process of switching the hybrid vehicle from the idle charging mode to the hybrid mode in the prior art.
The invention is realized by the following steps:
a control method for preventing a hybrid vehicle from slipping off a slope during idle charging is characterized in that a vehicle controller firstly detects whether idle charging entry conditions are met or not after detecting that the vehicle enters an idle state, wherein the idle charging entry conditions comprise: 1. the vehicle is stationary; 2. the SOC value of the power battery is lower than a set maximum value; 3. the gearbox is in a P/N gear or a brake pedal is stepped on, and the opening degree of the pedal is larger than a set limit value; 4. the engine running state allows; 5. opening a transmission chain;
when all the conditions are met, judging the angle condition of the ramp;
the judgment of the ramp angle condition comprises the following steps:
step 1: when the ESP signal is active and the vehicle is stationary, the ESP sends a vehicle longitudinal acceleration coefficient signal to the vehicle controller, which calculates the ramp angle θ from the vehicle longitudinal acceleration coefficient signal, as follows:
θ≈57.3*a
wherein a is a vehicle longitudinal acceleration coefficient, and a is calculated by the ESP and is sent to a vehicle controller;
step 2: the ESP judges whether the slope angle theta is smaller than or equal to a calibrated value, if so, the vehicle is allowed to enter an idle charging mode, and if not, the vehicle is not allowed to enter the idle charging mode.
In step 1 described, when the ESP signal is inactive, the ramp angle θ defaults to 0 °.
The ESP signal invalidation includes: (1) the ESP judges that the longitudinal acceleration sensor has a fault; (2) the vehicle controller communicates abnormally with the ESP.
In step 2, the ramp angle is calibrated to 3 °.
The invention adds a ramp angle calculation function module on the basis of the existing idle charging function module, takes the ramp angle of a ramp on which a vehicle is positioned as a logic judgment condition for judging whether the vehicle is allowed to enter the idle charging or not, allows the vehicle to enter the idle charging on the ramp when the ramp angle is less than or equal to a limit value, and forbids the vehicle to enter the idle charging mode when the ramp angle is greater than the limit value, thereby solving the problem of slope slipping in the process of switching the hybrid vehicle from the idle charging mode to the hybrid mode.
Drawings
Fig. 1 is a logic diagram for determining idle charge of a hybrid vehicle according to the related art.
FIG. 2 is a flowchart of a control method of an idle charging anti-creep slope of a hybrid vehicle of the present invention;
FIG. 3 is a schematic diagram of a method for controlling an idle charging anti-creep hybrid vehicle in accordance with the present invention;
fig. 4 is a connection diagram of the hybrid vehicle during idle charging.
In the figure, 1 clutch, 2 engine end C gear, 3 charging gear, 4 motor gear, 5 engine, 6 motor and 7 gearbox.
Detailed Description
The invention is further described with reference to the following figures and specific examples.
Referring to fig. 2, in a control method for preventing a hybrid vehicle from slipping down a slope during idle charging, after detecting an idle charging intention of a driver, that is, after the vehicle enters an idle state, a vehicle controller needs to first detect whether idle charging entry conditions are met, where the idle charging entry conditions include: 1. the vehicle is stationary; 2. the SOC (State of Charge, which means the State of Charge of the battery and is also called the residual capacity) value of the power battery is lower than the set maximum value; 3. the gearbox is in a P/N gear or a brake pedal is stepped on, and the opening degree of the pedal is larger than a set limit value; 4. the engine running state allows; 5. the drive chain is opened.
When all the above conditions are satisfied, the slope angle condition is determined. The judgment of the ramp angle condition comprises the following steps:
step 1: when an Electronic Stability Program (ESP) signal is valid and the vehicle is stationary, the ESP sends a vehicle longitudinal acceleration coefficient signal to the vehicle controller, which calculates the ramp angle θ from the vehicle longitudinal acceleration coefficient signal, as follows:
θ≈57.3*a
wherein a is the longitudinal acceleration coefficient of the vehicle, and the value of a is calculated by the ESP and then is sent to the vehicle controller through the CAN communication of the vehicle.
When the ESP signal is invalid, i.e. the ESP determines that there is a fault in the longitudinal acceleration sensor or that the communication between the ESP and the CAN of the vehicle controller is abnormal, the ramp angle θ defaults to 0 °.
Referring to FIG. 3, when the ramp angle θ is small, sin θ ≈ arc length c, which is the arc length
The acceleration of the vehicle is a g,
therefore, the temperature of the molten metal is controlled,
the calculation yields θ ≈ 57.3 ≈ a.
Wherein a is a longitudinal acceleration coefficient of the vehicle, and g is a gravity acceleration.
Step 2: the ESP judges whether the slope angle theta is smaller than or equal to a calibrated value, if so, the vehicle is allowed to enter an idle charging mode, and if not, the vehicle is not allowed to enter the idle charging mode.
Preferably, when the calibration value of the ramp angle is 3 degrees, namely the ramp angle theta is less than 3 degrees, the vehicle enters an idle charging mode; when the ramp angle theta is larger than or equal to 3 degrees, the vehicle does not enter the idle charging mode, and the switching of the power mode is avoided. The calibration value of 3 degrees is an empirical value, and when the ramp angle theta is less than 3 degrees, the response time of the vehicle sliding down the slope is far shorter than that of the power switching mode, so that the sliding down can be effectively avoided. The calibration value can be properly adjusted according to different vehicle types.
Referring to fig. 4, when the vehicle is charged at idle speed, the engine-side C-gear 2 and the charging gear 3 are engaged with the motor gear 4 through the closed clutch 1 to complete the connection between the engine 5 and the motor 6, so as to realize the idle charging function; and after charging is finished, the gearbox 7 is shifted out of the C gear, the motor 6 is shifted into the L/H gear, and the switching of the power mode is finished.
Example (b): actual test values of the vehicle longitudinal acceleration coefficient a at different ramp angles theta are obtained through tests, and are shown in table 1.
Table 1: the value of the longitudinal acceleration coefficient a of the vehicle under different ramp angles theta
| Ramp angle theta (actual measurement) (°) | Coefficient of longitudinal acceleration a (actual test) | |
| Example 1 | 0.5 | 0.0087 |
| Example 2 | 1 | 0.0175 |
| Example 3 | 1.5 | 0.0262 |
| Example 4 | 2 | 0.0349 |
| Example 5 | 2.5 | 0.0436 |
| Example 6 | 3 | 0.0523 |
| Example 7 | 3.5 | 0.061 |
| Example 8 | 4 | 0.0698 |
According to sin theta ≈ arc length,
the calculation yields θ ≈ 57.3 ≈ a.
Thus, the ramp calculation angles for the 8 examples in table 1 were calculated according to the formula θ ≈ 57.3 × a, resulting in table 2:
table 2: slope angle calculation and error (calibration 3 degree)
As can be seen from table 2, when the longitudinal acceleration coefficient a is 0.0087 through monitoring, the ramp calculation angle is 0.4985 ° and is less than the calibrated value 3 ° by θ ≈ 57.3 ═ 0.4985, and the vehicle ramp is allowed to enter the idle charge mode; the actual ramp angle corresponding to the longitudinal acceleration coefficient a is 0.5 degrees, the relative error is-0.00298, the error range is small, and the control is accurate.
When the longitudinal acceleration coefficient a is 0.061 through monitoring, the slope calculation angle is 3.495 degrees and is larger than the calibration value 3 degrees by theta-57.3-3.495, and the vehicle is not allowed to enter the idle charging mode on the slope; the actual ramp angle corresponding to the longitudinal acceleration coefficient a is 3.5 degrees, the relative error is-0.00134, the error range is small, and the control is accurate.
The present invention is not limited to the above embodiments, and any modifications, equivalent replacements, improvements, etc. within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (3)
1. A control method for preventing a hybrid vehicle from slipping off a slope during idle charging is characterized by comprising the following steps: after detecting that the vehicle enters an idle state, the vehicle controller firstly detects whether an idle charge entry condition is met, wherein the idle charge entry condition comprises: 1. the vehicle is stationary; 2. the SOC value of the power battery is lower than a set maximum value; 3. the gearbox is in a P/N gear or a brake pedal is stepped on, and the opening degree of the pedal is larger than a set limit value; 4. the engine running state allows; 5. opening a transmission chain;
when all the conditions are met, judging the angle condition of the ramp; the judgment of the ramp angle condition comprises the following steps:
step 1: when the ESP signal is active and the vehicle is stationary, the ESP sends a vehicle longitudinal acceleration coefficient signal to the vehicle controller, which calculates the ramp angle θ from the vehicle longitudinal acceleration coefficient signal, as follows:
θ≈57.3*a
wherein a is a vehicle longitudinal acceleration coefficient, and a is calculated by the ESP and is sent to a vehicle controller;
step 2: the ESP judges whether the ramp angle theta is smaller than or equal to a calibration value, if so, the vehicle is allowed to enter an idle charging mode, and if not, the vehicle is not allowed to enter the idle charging mode;
in step 1 described, when the ESP signal is inactive, the ramp angle θ defaults to 0 °.
2. The idle charging hill drop prevention control method of a hybrid vehicle as set forth in claim 1, characterized in that: the ESP signal invalidation includes: (1) the ESP judges that the longitudinal acceleration sensor has a fault; (2) the vehicle controller communicates abnormally with the ESP.
3. The idle charging hill drop prevention control method of a hybrid vehicle as set forth in claim 1, characterized in that: in step 2, the ramp angle is calibrated to 3 °.
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