CN111169459B - Hybrid vehicle creep control method and device, vehicle and storage medium - Google Patents

Hybrid vehicle creep control method and device, vehicle and storage medium Download PDF

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Publication number
CN111169459B
CN111169459B CN201910962930.8A CN201910962930A CN111169459B CN 111169459 B CN111169459 B CN 111169459B CN 201910962930 A CN201910962930 A CN 201910962930A CN 111169459 B CN111169459 B CN 111169459B
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current
power
motor
target
crawling
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CN111169459A (en
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尹建坤
马艳红
李川
刘建康
梁赫奇
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FAW Group Corp
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FAW Group Corp
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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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • 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
    • B60W2710/0644—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/081—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Abstract

The embodiment of the invention discloses a hybrid vehicle crawling control method, a hybrid vehicle crawling control device, a vehicle and a storage medium. The method comprises the following steps: when the current situation that the vehicle is in the crawling working condition is determined based on the acquired current power assembly component information, determining the target charging power of a power battery and the current enabling state of the motor rotating speed control enabling condition based on the current power assembly component information; determining a creep control mode of the vehicle based on the current enablement state; and performing crawling control on the vehicle based on the target charging power and a crawling control mode. The embodiment of the invention can solve the problem of speed fluctuation of the input shaft of the transmission in the crawling process of the hybrid vehicle, ensure the electric power supply of the battery and the high-voltage accessory under the condition of ensuring the stability of the hybrid crawling speed and reduce the control frequency of the transmission on the clutch.

Description

Hybrid vehicle creep control method and device, vehicle and storage medium
Technical Field
The embodiment of the invention relates to the technical field of vehicles, in particular to a hybrid vehicle crawling control method, a hybrid vehicle crawling control device, a vehicle and a storage medium.
Background
The crawling in the vehicle of the traditional engine matched with the double-clutch transmission is controlled by the transmission, an energy conversion device (the engine) meets the crawling torque requirement according to the torque requirement reported by the transmission, the transmission adjusts the rotating speed difference of a clutch driving disc and a clutch driven disc to keep the crawling vehicle speed stable, and in the process, the rotating speed of the clutch driving disc fluctuates due to the torque fluctuation of the engine, so that the rotating speed fluctuation of an input shaft of the transmission is further caused.
The hybrid electric vehicle has two energy conversion devices (an engine and a motor), a hybrid power assembly is arranged between the engine and a transmission for the motor, when the hybrid power creeps, the engine provides main power (works in a torque mode), the motor works in the torque mode to generate power to supply power for a battery and a high-voltage accessory, and the problem of speed fluctuation of an input shaft of the transmission caused by engine torque fluctuation or motor torque fluctuation also exists.
Disclosure of Invention
The embodiment of the invention provides a creep control method and device for a hybrid vehicle, the vehicle and a storage medium, which are used for solving the problem of speed fluctuation of an input shaft of a transmission in the creep process of the hybrid vehicle, ensuring electric power supply of a battery and a high-voltage accessory under the condition of ensuring the stability of the creep speed of hybrid vehicle, and reducing the control frequency of the transmission on a clutch.
In a first aspect, an embodiment of the present invention provides a hybrid vehicle creep control method, including:
when the current situation that the vehicle is in the crawling working condition is determined based on the acquired current power assembly component information, determining the target charging power of a power battery and the current enabling state of the motor rotating speed control enabling condition based on the current power assembly component information;
determining a creep control mode of the vehicle based on the current enablement state, the creep control mode including: a first creep control mode in which the motor is subjected to rotation speed control and the engine is subjected to torque control, and a second creep control mode in which the engine is subjected to rotation speed control and the motor is subjected to torque control;
and performing crawling control on the vehicle based on the target charging power and a crawling control mode.
In a second aspect, an embodiment of the present invention also provides a hybrid vehicle creep control apparatus including:
the information determination module is used for determining the current enabling state of the motor rotating speed control enabling condition and determining the target charging power of the power battery based on the current powertrain component information when the fact that the vehicle is currently in the crawling working condition is determined based on the acquired current powertrain component information;
a mode determination module to determine a creep control mode of the vehicle based on the current enablement state, the creep control mode comprising: a first creep control mode in which the motor is subjected to rotation speed control and the engine is subjected to torque control, and a second creep control mode in which the engine is subjected to rotation speed control and the motor is subjected to torque control;
and the crawling control module is used for performing crawling control on the vehicle based on the target charging power and the crawling control mode.
In a third aspect, an embodiment of the present invention also provides a hybrid vehicle including: an engine, a motor, a transmission, a clutch, a power battery, an accelerator pedal, a brake pedal, a final drive, a DC step-down converter DCDC, at least one sensor, a storage device, and one or more processors,
the one or more processors establish communication connection with other parts in the vehicle and acquire current powertrain part information consisting of data generated by the parts;
the storage device to store one or more programs;
the one or more programs are executed by the one or more processors, so that the one or more processors implement the hybrid vehicle creep control method according to the first aspect of the embodiment of the invention.
In a fourth aspect, embodiments of the present invention also provide a computer-readable storage medium having a computer program stored thereon, the computer program, when executed by a processor, implementing the hybrid vehicle creep control method according to the first aspect of the embodiments of the present invention.
According to the embodiment of the invention, for the vehicle in the crawling working condition, the motor rotating speed control enabling condition is judged based on the power assembly component information of the vehicle, and the crawling control mode of the vehicle is determined to be the first crawling control mode for carrying out rotating speed control on the motor and carrying out torque control on the engine or the second crawling control mode for carrying out rotating speed control on the engine and carrying out torque control on the motor according to the judgment result, so that the problem that the rotating speed of the input shaft of the transmission fluctuates in the crawling process of the hybrid vehicle can be solved, the electric power supply of a battery and a high-voltage accessory is ensured under the condition that the hybrid crawling vehicle speed is stable, and the control frequency of the transmission on a clutch is reduced.
Drawings
FIG. 1 is a flow chart illustrating a method for controlling creep in a hybrid vehicle according to an embodiment of the present invention;
FIG. 2 is a flow chart illustrating a creep control method of a hybrid vehicle according to a second embodiment of the present invention;
FIG. 3 is a schematic structural diagram of a creep control apparatus for a hybrid vehicle according to a third embodiment of the present invention;
fig. 4 is a schematic structural diagram of a hybrid vehicle according to a fourth embodiment of the invention;
fig. 5 is a diagram illustrating a structure of a hybrid vehicle according to a fourth embodiment of the present invention.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. In addition, the embodiments and features of the embodiments in the present invention may be combined with each other without conflict. It should be further noted that, for the convenience of description, only some of the structures related to the present invention are shown in the drawings, not all of the structures.
Example one
Fig. 1 is a schematic flow chart of a hybrid vehicle creep control method according to an embodiment of the present invention, which is applicable to a situation where a problem of rotation speed fluctuation of a transmission input shaft during creep of a hybrid vehicle needs to be solved, and the method can be executed by a hybrid vehicle creep control apparatus, which can be implemented by software and/or hardware, and can be integrated in a hybrid vehicle.
As shown in fig. 1, the creep control method for a hybrid vehicle provided in the present embodiment specifically includes the following steps:
s101, when the vehicle is determined to be in the crawling working condition currently based on the acquired current powertrain component information, determining the target charging power of the power battery and the current enabling state of the motor rotating speed control enabling condition based on the current powertrain component information.
The current powertrain component information refers to information generated by each component of the vehicle powertrain at the current moment; the vehicle power assembly refers to a series of component assemblies which generate power on a vehicle and transmit the power to a road surface.
Optionally, the current powertrain component information comprises: the method comprises the steps of obtaining a current brake pedal signal, a current accelerator pedal opening, a current transmission gear, a power battery 10s maximum charging power, a power battery 10s maximum discharging power, a current power battery residual capacity, a current air conditioner power consumption, a current direct current voltage reducer DCDC power consumption, a current motor rotating speed, a current transmission torque consumption, a target crawling vehicle speed, a current engine target idling rotating speed, a current transmission speed ratio, a current main reducer speed ratio and a wheel radius.
The crawling working condition refers to a vehicle working condition that the vehicle can slowly run at an extremely low speed expected by a driver when the vehicle enters or exits the garage, runs at an idle speed or moves in a narrow section.
Optionally, acquiring a current brake pedal signal, a current accelerator pedal opening and a current transmission gear in the current powertrain component information; and if the current brake pedal signal is invalid, the current accelerator pedal opening is smaller than a preset opening threshold value, and the current transmission gear is a D gear, determining that the vehicle is currently in a crawling working condition.
The target charging power of the power battery can be understood as the current theoretical chargeable power of the power battery, and can be understood as the difference value between the theoretical power capacity of the power battery and the current residual power, and the current residual power can be obtained according to the current State of Charge (SOC) of the power battery.
Optionally, the current target charging power of the power battery is calculated based on a look-up table of the current remaining power of the power battery in the current powertrain component information.
The motor rotation speed control enabling condition may be understood as a condition for judging whether the current creep working condition of the vehicle satisfies the condition of performing rotation speed control on the motor according to the current powertrain component information of the vehicle. The current enabled state may be understood as state flag information indicating which creep control mode is specifically employed to creep control the vehicle.
It can be understood that, firstly, the hybrid vehicle creep control method according to the embodiment of the present invention is used for performing creep control on a vehicle, and all control measures should be executed when the vehicle is in a creep working condition, so that it is necessary to determine whether the vehicle is currently in the creep working condition, and then perform the next processing after determining that the vehicle is currently in the creep working condition. Secondly, in order to solve the problem of the fluctuation of the rotating speed of the input shaft of the transmission caused by the fluctuation of the torque of the engine or the fluctuation of the torque of the motor, the method provided by the embodiment of the invention has the key point that the rotating speed control of the motor is considered preferentially, and the implementation of the measure has certain precondition. Further, in the creep operating condition, torque control is required in addition to the rotation speed control of the motor or the engine to provide torque required to maintain the rotation speed, and the target charging power of the power battery is one of indispensable conditions according to the conversion relationship between the torque and the rotation speed.
Optionally, the available motoring power and the available generated power of the motor are determined based on the current powertrain component information, the available motoring power and the available generated power are compared with a preset motoring power threshold and a preset generated power threshold, respectively, and the comparison result is used as a motor rotation speed control enabling condition for judging whether to implement rotation speed control on the motor.
The available electric power of the motor mainly considers the battery power which can be used by the motor after the electric power of high-voltage accessories (such as an air conditioner, a DCDC (direct current) and the like) of the vehicle is removed, and is used for representing the size of the available electric capacity of the motor; the available generating power of the motor mainly considers the sum of the charging power allowed by the power battery and the power consumption power of vehicle high-voltage accessories (such as an air conditioner, a DCDC and the like) and is used for representing the size of the available generating capacity of the motor.
The method comprises the following steps that after the vehicle is determined to be in the crawling working condition at present, the current enabling state of the motor rotating speed control enabling condition is determined based on the current power assembly component information, and therefore whether the current crawling working condition of the vehicle meets the condition of carrying out rotating speed control on the motor or not is judged. And the target charging power of the power battery is determined in order to provide a necessary condition for the subsequent step of determining the corresponding target torque based on the target rotation speed.
S102, determining a crawling control mode of the vehicle based on the current enabling state, wherein the crawling control mode comprises the following steps: the control device includes a first creep control mode in which a rotation speed of the motor is controlled and a torque of the engine is controlled, and a second creep control mode in which a rotation speed of the engine is controlled and a torque of the motor is controlled.
The creep control mode may be understood as a control mode for performing creep control on the vehicle, which is specifically set to solve the problem of fluctuation in the rotation speed of the transmission input shaft due to fluctuation in the torque of the engine or fluctuation in the torque of the motor.
Optionally, the different creep control modes correspond to different creep control measures, and the control measure corresponding to the first creep control mode is to control the rotation speed of the motor and control the torque of the engine, and can be understood as a creep control mode when the condition of controlling the rotation speed of the motor is met; the control measure corresponding to the second creep control mode is to control the engine in rotation speed and to control the motor in torque, and may be understood as a creep control mode when the condition for controlling the motor in rotation speed is satisfied, or may be understood as a creep control mode when the condition for controlling the motor in rotation speed is not satisfied.
S103, performing crawling control on the vehicle based on the target charging power and the crawling control mode.
It will be appreciated that after a particular creep control mode is determined, creep control of the vehicle may be performed based on control measures corresponding to the determined creep control mode.
Optionally, when the crawling control mode is determined to be the first crawling control mode, determining a target rotating speed of the motor based on the current powertrain component information so as to control the rotating speed of the motor; and determining an engine target torque based on the current powertrain component information, the motor target speed and the target charging power of the power battery to implement torque control on the engine.
Optionally, when the creep control mode is determined to be the second creep control mode, determining a target engine speed based on the current powertrain component information to perform speed control on the engine; determining a target torque of the motor based on the current powertrain component information, the target rotating speed of the engine and the target charging power of the power battery so as to control the torque of the motor; and determining an engine feed-forward torque for feed-forward control of engine speed based on the motor target torque and the current transmission torque consumption in the current powertrain component information.
It can be understood that in the first crawling control mode, the rotation speed control is carried out on the motor, so that the characteristic that the rotation speed stability of the motor is better than that of an engine is fully utilized, and the stability of the crawling vehicle speed is better maintained; the torque control is performed on the engine, so that the torque required for maintaining the rotation speed of the motor is provided by the engine, and the stability of the engine torque can be maintained by using the electric power and the power generation capability of the motor (for example, when the torque provided by the engine is insufficient, the torque provided by the engine is compensated by using the electric power of the motor to generate the torque, and when the torque provided by the engine is excessive, the torque provided by the engine is removed by using the power generation capability of the motor to consume the torque), thereby achieving a dynamically balanced control state.
According to the embodiment of the invention, for the vehicle in the crawling working condition, the motor rotating speed control enabling condition is judged based on the power assembly component information of the vehicle, and the crawling control mode of the vehicle is determined to be the first crawling control mode for carrying out rotating speed control on the motor and carrying out torque control on the engine or the second crawling control mode for carrying out rotating speed control on the engine and carrying out torque control on the motor according to the judgment result, so that the problem that the rotating speed of the input shaft of the transmission fluctuates in the crawling process of the hybrid vehicle can be solved, the electric power supply of a battery and a high-voltage accessory is ensured under the condition that the hybrid crawling vehicle speed is stable, and the control frequency of the transmission on a clutch is reduced.
Example two
Fig. 2 is a schematic flow chart of a hybrid vehicle creep control method according to a second embodiment of the present invention, which is further optimized based on the first embodiment. In this embodiment, the determining the target charging power of the power battery and the current enabling state of the motor speed control enabling condition based on the current powertrain component information is embodied as: determining the current available electric power of the motor by combining a first operation formula based on the maximum discharge power of the power battery 10s, the current air conditioner power consumption and the current DCDC power consumption in the current power assembly component information; determining the current available generating power of the motor by combining a second operation formula based on the maximum charging power of the power battery 10s, the current air conditioner power consumption and the current DCDC power consumption in the current power assembly component information; if the current available electric power is larger than a preset electric power threshold value and the current available generated power is larger than a preset generated power threshold value, determining that the current enabling state of the motor rotating speed control enabling condition is a first enabling state; otherwise, determining that the current enabling state of the motor rotating speed control enabling condition is a second enabling state; and determining the current target charging power of the power battery based on the current power battery residual capacity look-up table in the current power assembly component information.
The present embodiment further embodies the determining of the creep control mode of the vehicle based on the current enabled state as follows: if the current enabling state is a first enabling state, determining that the crawling control mode of the vehicle is a first crawling control mode; and if the current enabling state is a second enabling state, determining that the crawling control mode of the vehicle is a second crawling control mode.
The embodiment further embodies the creep control of the vehicle based on the target charging power and the creep control mode as follows: if the crawling control mode is the first crawling control mode, determining a target rotating speed of the motor and sending the target rotating speed to the motor by combining a third operation formula based on the target crawling speed, the current speed ratio of the transmission, the current speed ratio of the main reducer and the radius of wheels; determining an engine target torque and sending the engine target torque to the engine by combining a fourth operation formula based on the current target charging power, the current air conditioner power consumption, the current DCDC power consumption, the motor target rotating speed and the current transmission torque consumption;
the embodiment further embodies the creep control of the vehicle based on the target charging power and the creep control mode as follows: if the crawling control mode is a second crawling control mode, determining an engine target rotating speed and sending the engine target rotating speed to the engine by combining a fifth operation formula based on the target crawling speed, the current transmission speed ratio, the current main reducer speed ratio, the wheel radius and the current engine target idle rotating speed; determining a motor target torque and sending the motor target torque to the motor by combining a sixth operation formula based on the current target charging power, the current air conditioner power consumption, the current DCDC power consumption and the engine target rotating speed; and determining engine feed-forward torque based on the motor target torque and the current transmission torque consumption and combining a seventh operation formula, and sending the engine feed-forward torque to the engine.
As shown in fig. 2, the creep control method for a hybrid vehicle provided in the present embodiment specifically includes the following steps:
s201, determining that the vehicle is currently in a crawling working condition based on the acquired current powertrain component information.
The current powertrain component information, comprising: the method comprises the steps of obtaining a current brake pedal signal, a current accelerator pedal opening, a current transmission gear, a power battery 10s maximum charging power, a power battery 10s maximum discharging power, a current power battery residual capacity, a current air conditioner power consumption, a current direct current voltage reducer DCDC power consumption, a current motor rotating speed, a current transmission torque consumption, a target crawling vehicle speed, a current engine target idling rotating speed, a current transmission speed ratio, a current main reducer speed ratio and a wheel radius.
S202, determining the current target charging power of the power battery based on the current power battery residual capacity look-up table in the current powertrain component information.
And S203, determining the current available electric power of the motor by combining a first operation formula based on the maximum discharge power of the power battery 10S, the current air conditioner power consumption and the current DCDC power consumption in the current power assembly component information.
The first operation formula is as follows:
PTM_M＝P10_Dischrg-P_Ac-P_DcDc (1)
in the formula, PTM _ M is the current available electric power of the motor, P10_ Dischrg is the maximum discharge power of the power battery 10s, P _ Ac is the current air conditioner power consumption, and P _ dc is the current DcDc power consumption.
The maximum discharge power of the power battery 10s can be understood as the maximum discharge power actually provided by the power battery in the current state, and the current air conditioner power consumption and the current DCDC power consumption are the power consumption of an air conditioner and a DCDC as high-voltage accessories of the vehicle, respectively.
Optionally, the current air conditioner power consumption may be obtained by reporting the air conditioner to the vehicle control unit in real time, and the current DCDC power consumption may be obtained by reporting the DCDC to the vehicle control unit in real time.
And S204, determining the current available generating power of the motor by combining a second operation formula based on the maximum charging power of the power battery 10S, the current air conditioner power consumption and the current DCDC power consumption in the current power assembly component information.
The second operational formula is as follows:
PTM_G＝P10_Chrg+P_Ac+P_DcDc (2)
in the formula, PTM _ G is the current available generated power of the motor, P10_ Chrg is the maximum charging power of the power battery 10s, P _ Ac is the current air conditioner power consumption, and P _ dc is the current DcDc power consumption.
The maximum charging power of the power battery 10s can be understood as the maximum charging power actually provided by the power battery in the current state.
S205, judging whether the current available electric power is larger than a preset electric power threshold value or not, and the current available generated power is larger than a preset generated power threshold value; if yes, go to S206; otherwise, S210 is performed.
The preset electric power threshold may be understood as a lower limit value of the available electric power of the motor required for implementing the rotation speed control on the motor. The preset generated power threshold may be understood as a lower limit value of the available generated power of the motor required for enabling the rotation speed control of the motor.
It is understood that when the currently available motoring power is greater than the preset motoring power threshold and the currently available generated power is greater than the preset generated power threshold, the condition for implementing the rotation speed control on the motor is satisfied, and meanwhile, in consideration of a certain torque required for maintaining the rotation speed of the motor, the torque control on the engine can be implemented so that the engine provides the torque required for maintaining the rotation speed of the motor. In addition, the problem of torque fluctuation of the engine is considered, the current available electric power of the motor is larger than the preset electric power threshold value at the moment, and the current available generated power is larger than the preset generated power threshold value, which indicates that the motor has enough available electric power capacity and available generated power capacity at the moment, so that the stability of the engine torque can be kept by using the electric power capacity and the generated power capacity of the motor, and the problem of the torque fluctuation of the engine is well solved.
And S206, determining the current enabling state of the motor speed control enabling condition to be a first enabling state.
Wherein the first enabling state can be understood as state flag information for indicating that the current creep condition of the vehicle has satisfied the condition for implementing the rotation speed control on the motor.
And S207, determining that the crawling control mode of the vehicle is a first crawling control mode.
And S208, determining the target rotating speed of the motor and sending the target rotating speed to the motor by combining a third operation formula based on the target crawling speed, the current speed ratio of the transmission, the current speed ratio of the main reducer and the radius of wheels.
The third operational formula is as follows:
TMSpdCmd＝VCreep*ig*io/0.377/R (3)
in the formula, TMSpdCmd is the target rotating speed of the motor, VCreep is the target crawling speed, ig is the current speed ratio of the transmission, io is the current speed ratio of the main speed reducer, R is the radius of a wheel, and 0.377 is a first conversion constant.
Wherein the target creep vehicle speed may be understood as a creep vehicle speed desired by the driver, and the first conversion constant 0.377 is a constant for conversion between the vehicle speed and the rotation speed.
And S209, determining an engine target torque and sending the engine target torque to the engine by combining a fourth operation formula based on the current target charging power, the current air conditioner power consumption, the current DCDC power consumption, the motor target rotating speed and the current transmission torque consumption.
The fourth operation formula is as follows:
EngCmdTrq＝(P_batChrg+P_DcDc+P_Ac)*9550/TMSpdCmd+TCU_TrqCnspm(4)
in the formula, EngCmdTrq is the engine target torque, P _ batChrg is the current target charging power of the power battery, P _ Ac is the current air conditioner power consumption, P _ dc is the current DcDc power consumption, tmsdcmd is the motor target rotation speed, TCU _ trqcncspm is the current transmission torque consumption, and 9550 is a second conversion constant.
The second conversion constant 9550 is a constant for converting between the rotation speed and the torque. The current transmission torque consumption may be understood as the torque required by the transmission to maintain a target creep vehicle speed for the vehicle.
It can be understood that when the torque control is performed on the engine, the torque requirement (namely the current transmission consumed torque) for maintaining the target rotating speed of the motor is considered, and the torque calculated by the current target charging power of the power battery and the power consumption power of the high-voltage accessories is considered, so that the stability of the crawling vehicle speed of the vehicle can be maintained on the premise that the vehicle is ensured to maintain the power supply (power battery charging, air conditioning power consumption and DCDC power consumption) to the high-voltage accessories.
And S210, determining that the current enabling state of the motor rotating speed control enabling condition is a second enabling state.
Wherein the second enabling state can be understood as state flag information for indicating that the current creep working condition of the vehicle does not satisfy the condition for implementing the rotating speed control on the motor.
And S211, determining that the crawling control mode of the vehicle is a second crawling control mode.
And S212, determining the target rotating speed of the engine and sending the target rotating speed to the engine by combining a fifth operation formula based on the target crawling vehicle speed, the current speed ratio of the transmission, the current speed ratio of the final drive, the wheel radius and the current target idle rotating speed of the engine.
The fifth operational formula is as follows:
EngCmdSpd＝max(VCreep*ig*i0/0.377/R,EngIdleTrgtSpd) (5)
in the formula, EngCmdSpd is the target engine speed, VCreep is the target creep vehicle speed, ig is the current transmission speed ratio, io is the current main reducer speed ratio, R is the wheel radius, 0.377 is the first conversion constant, and engldletrgpstd is the current target engine idle speed.
The current target idle speed of the engine can be understood as the preset speed of the engine under the idle working condition in the current state, and can be used as the minimum target engine speed for ensuring that the vehicle is not extinguished under the crawling working condition.
And S213, determining a motor target torque and sending the motor target torque to the motor by combining a sixth operation formula based on the current target charging power, the current air conditioner power consumption, the current DCDC power consumption and the engine target rotating speed.
The sixth operational formula is:
TMTrqCmd＝-(P_batChrg+P_DcDc+P_Ac)*9550/EngCmdSpd (6)
where TMTrqCmd is a motor target torque, P _ batChrg is a current target charging power of the power battery, P _ Ac is a current air conditioner power consumption, P _ dc is a current DcDc power consumption, EngCmdSpd is an engine target rotation speed, and 9550 is a second conversion constant.
It can be understood that, in the second creep control mode, the condition for performing the rotation speed control on the motor is not satisfied, and therefore the problem of the rotation speed fluctuation of the transmission cannot be solved by virtue of the advantage of the rotation speed stability of the motor; at this time, the torque control is performed on the motor by utilizing the characteristic that the dynamic response of the motor torque is faster than that of the engine, and only the torque calculated by the current target charging power of the power battery and the power consumption power of the high-voltage accessories is considered, so that the vehicle is ensured to maintain the power supply to the high-voltage accessories (power battery charging, air conditioning power consumption, DCDC power consumption).
It should be noted that, in the second creep mode, the motor target torque is actually understood as a required torque generated by the vehicle maintaining power supply to the high-voltage accessories (power battery charging, air conditioning power, DCDC power), which is required to be generated by the motor. In general, the generated power of the motor is negative, and the electromotive power of the motor is positive.
And S214, determining engine feed-forward torque based on the motor target torque and the current transmission torque consumption and combining a seventh operation formula, and sending the engine feed-forward torque to the engine.
The seventh operational formula is:
FFb_EngCmdTrq＝TMTrqCmd+TCU_TrqCnspm (7)
FFb _ EngCmdTrq is the engine feed-forward torque, TMTrqCmd is the motor target torque, and TCU _ trqcnpsm is the current transmission torque consumption.
It is understood that in the second creep control mode, feed-forward control of the target engine speed can be achieved by sending an engine feed-forward torque composed of the motor target torque and the current transmission torque consumption to the engine while the engine is speed-controlled. Because the engine continuously adjusts the torque to track the target rotating speed through the proportional-integral controller when the torque required by the target rotating speed is not clearly maintained, the adjustment process is slow, and torque fluctuation can occur, feed-forward control can be assumed on the basis of the existing proportional-integral control, so that the engine can quickly find the torque required by maintaining the target rotating speed, the target rotating speed can be quickly tracked, and the stability of the target rotating speed of the engine is improved.
According to the embodiment of the invention, for the vehicle in the crawling working condition, the motor rotating speed control enabling condition is judged based on the power assembly component information of the vehicle, and the crawling control mode of the vehicle is determined to be the first crawling control mode for carrying out rotating speed control on the motor and carrying out torque control on the engine or the second crawling control mode for carrying out rotating speed control on the engine and carrying out torque control on the motor according to the judgment result, so that the problem that the rotating speed of the input shaft of the transmission fluctuates in the crawling process of the hybrid vehicle can be solved, the electric power supply of a battery and a high-voltage accessory is ensured under the condition that the hybrid crawling vehicle speed is stable, and the control frequency of the transmission on a clutch is reduced.
EXAMPLE III
Fig. 3 is a schematic flow chart of a creep control device for a hybrid vehicle according to a third embodiment of the present invention, where the third embodiment of the present invention is applicable to a situation where a problem of rotation speed fluctuation of an input shaft of a transmission during a creep process of the hybrid vehicle needs to be solved, and the device may be implemented by software and/or hardware, and specifically includes: an information determination module 301, a mode determination module 302, and a crawling control module 303, wherein,
the information determining module 301 is configured to determine a current enabling state of a motor rotation speed control enabling condition and a target charging power of a power battery based on the current powertrain component information when it is determined that the vehicle is currently in a creep working condition based on the acquired current powertrain component information;
a mode determination module 302 to determine a creep control mode of the vehicle based on the current enablement state, the creep control mode comprising: a first creep control mode in which the motor is subjected to rotation speed control and the engine is subjected to torque control, and a second creep control mode in which the engine is subjected to rotation speed control and the motor is subjected to torque control;
and the crawling control module 303 is used for performing crawling control on the vehicle based on the target charging power and the crawling control mode.
On the basis of the above embodiment, the current powertrain component information includes:
the method comprises the steps of obtaining a current brake pedal signal, a current accelerator pedal opening, a current transmission gear, a power battery 10s maximum charging power, a power battery 10s maximum discharging power, a current power battery residual capacity, a current air conditioner power consumption, a current direct current voltage reducer DCDC power consumption, a current motor rotating speed, a current transmission torque consumption, a target crawling vehicle speed, a current engine target idling rotating speed, a current transmission speed ratio, a current main reducer speed ratio and a wheel radius.
On the basis of the above embodiment, the information determining module 301 includes:
the information acquisition unit is used for acquiring a current brake pedal signal, a current accelerator pedal opening and a current transmission gear in the current powertrain component information;
and the working condition determining unit is used for determining that the vehicle is in a crawling working condition currently if the current brake pedal signal is invalid, the current accelerator pedal opening is smaller than a preset opening threshold value and the current transmission gear is a D gear.
On the basis of the above embodiment, the information determining module 301 includes:
the charging power determining unit is used for determining the current target charging power of the power battery based on the current power battery residual capacity look-up table in the current power assembly component information;
an electric power determination unit, configured to determine, based on the maximum discharge power of the power battery 10s, the current air conditioner power consumption, and the current DCDC power consumption in the current powertrain component information, a current available electric power of the motor by combining a first operation formula, where the first operation formula is:
PTM_M＝P10_Dischrg-P_Ac-P_DcDc (8)
wherein, PTM _ M is the current available electric power of the motor, P10_ Dischrg is the maximum discharge power of the power battery 10s, P _ Ac is the current air conditioner power consumption, and P _ Dc is the current DCDC power consumption;
a generating power determining unit, configured to determine, based on the maximum charging power of the power battery 10s, the current air conditioner power consumption, and the current DCDC power consumption in the current powertrain component information, a current available generating power of the motor by combining a second operation formula, where the second operation formula is:
PTM_G＝P10_Chrg+P_Ac+P_DcDc (9)
wherein, PTM _ G is the current available generating power of the motor, P10_ Chrg is the maximum charging power of the power battery 10s, P _ Ac is the current air conditioner power consumption, and P _ Dc is the current DCDC power consumption;
the enabling state determining unit is used for determining that the current enabling state of the motor rotating speed control enabling condition is a first enabling state if the current available electric power is larger than a preset electric power threshold value and the current available generating power is larger than a preset generating power threshold value; otherwise, determining the current enabling state of the motor rotating speed control enabling condition as a second enabling state.
On the basis of the above embodiment, the mode determining module 302 includes:
a first mode determination unit, configured to determine that the creep control mode of the vehicle is a first creep control mode if the current enable state is a first enable state;
and a second mode determination unit configured to determine that the creep control mode of the vehicle is a second creep control mode if the current enable state is a second enable state.
On the basis of the above embodiment, the crawling control module 303 includes:
the first rotating speed determining unit is used for determining a target rotating speed of the motor and sending the target rotating speed to the motor by combining a third operation formula based on the target crawling speed, the current speed ratio of the transmission, the current speed ratio of the main reducer and the radius of wheels if the crawling control mode is the first crawling control mode, wherein the third operation formula is as follows:
TMSpdCmd＝VCreep*ig*io/0.377/R (10)
wherein TMSpdCmd is the target rotating speed of the motor, VCreep is the target crawling speed, ig is the current speed ratio of the transmission, io is the current speed ratio of the main reducer, R is the radius of a wheel, and 0.377 is a first conversion constant;
a first torque determination unit, configured to determine an engine target torque and send the engine target torque to the engine according to a fourth operation formula based on the current target charging power, the current air conditioner power consumption, the current DCDC power consumption, the motor target rotational speed, and the current transmission torque consumption, where the fourth operation formula is:
EngCmdTrq＝(P_batChrg+P_DcDc+P_Ac)*9550/TMSpdCmd+TCU_TrqCnspm (11)
wherein EngCmdTrq is the engine target torque, P _ batChrg is the current target charging power of the power battery, P _ Ac is the current air conditioner power consumption, P _ dc is the current DcDc power consumption, tmsspdcmd is the motor target rotational speed, TCU _ TrqCnspm is the current transmission torque consumption, 9550 is a second conversion constant.
A second rotation speed determination unit, configured to determine, if the creep control mode is the second creep control mode, a target rotation speed of the engine based on the target creep vehicle speed, the current transmission speed ratio, the current final drive speed ratio, the wheel radius, and the current target idle rotation speed of the engine, in combination with a fifth operation formula, where the fifth operation formula is:
EngCmdSpd＝max(VCreep*ig*i0/0.377/R,EngIdleTrgtSpd) (12)
wherein EngCmdSpd is the target rotating speed of the engine, VCreep is the target crawling speed, ig is the speed ratio of the current transmission, io is the speed ratio of the current main reducer, R is the wheel radius, 0.377 is a first conversion constant, and EngIdleTrgtSpd is the target idle rotating speed of the engine;
the second torque determination unit is used for determining a motor target torque and sending the motor target torque to the motor by combining a sixth operation formula based on the current target charging power, the current air conditioner power consumption, the current DCDC power consumption and the engine target rotating speed, wherein the sixth operation formula is as follows:
TMTrqCmd＝- (P_batChrg+P_DcDc+P_Ac)*9550/EngCmdSpd (13)
wherein TMTrqCmd is a motor target torque, P _ batChrg is the current target charging power of the power battery, P _ Ac is the current air conditioner power consumption, P _ Dc is the current DCDC power consumption, EngCmdSpd is the target engine speed, and 9550 is a second conversion constant;
a feed-forward torque determination unit, configured to determine an engine feed-forward torque based on the motor target torque and the current transmission torque consumption, in combination with a seventh operational formula, and send the engine feed-forward torque to the engine, where the seventh operational formula is:
FFb_EngCmdTrq＝ TMTrqCmd+TCU_TrqCnspm (14)
FFb _ EngCmdTrq is the engine feed-forward torque, TMTrqCmd is the motor target torque, and TCU _ trqcnpsm is the current transmission torque consumption.
The hybrid vehicle crawling control device provided by the embodiment of the invention can execute the hybrid vehicle crawling control method provided by any embodiment of the invention, and has corresponding functional modules and beneficial effects of the execution method.
Example four
Fig. 4 is a schematic structural diagram of a hybrid vehicle according to a fourth embodiment of the present invention, and as shown in fig. 4, the hybrid vehicle includes a processor 40, an engine 41, a clutch 42, a motor 43, a transmission 44, an accelerator pedal 45, a brake pedal 46, a final drive 47, a power battery 48, a high-voltage accessory 49, and a memory 50; the number of processors 40 in the hybrid vehicle may be one or more, and one processor 40 is taken as an example in fig. 4; the processor 40, the engine 41, the transmission 44, the accelerator pedal 45, the brake pedal 46, the power battery 48, and the memory 50 in the hybrid vehicle may be connected by a bus or other means, and the bus connection is exemplified in fig. 4; the engine 41, the clutch 42, the motor 43, the transmission 44, the accelerator pedal 45, the brake pedal 46 and the final drive 47 can be mechanically connected, and the power battery 48, the high-voltage accessories 49 and the motor 43 can be electrically connected. Among other things, the high voltage accessory 49 may be a combination of one or more components of an air conditioner, DCDC, or the like.
The memory 50, which is a computer-readable storage medium, may be used to store software programs, computer-executable programs, and modules, such as program instructions/modules corresponding to the hybrid vehicle creep control method in the embodiments of the present invention (e.g., the information determination module 301, the mode determination module 302, and the creep control module 303 in the hybrid vehicle creep control apparatus). The processor 40 executes various functional applications and data processing of the hybrid vehicle, i.e., implements the above-described hybrid vehicle creep control method, by executing software programs, instructions, and modules stored in the memory 50.
The memory 50 may mainly include a storage program area and a storage data area, wherein the storage program area may store an operating system, an application program required for at least one function; the storage data area may store data created according to the use of the terminal, and the like. Further, the memory 50 may include high speed random access memory, and may also include non-volatile memory, such as at least one magnetic disk storage device, flash memory device, or other non-volatile solid state storage device. In some examples, the memory 50 may further include memory located remotely from the processor 50, which may be connected to the hybrid vehicle via a network. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.
Fig. 5 is a diagram illustrating an exemplary structure of a hybrid vehicle according to a fourth embodiment of the present invention. As shown in fig. 5, there are two power sources in the entire vehicle system, i.e., an engine and a motor, respectively, and the power battery supplies power to the air conditioner, the motor through the inverter, and the low-voltage network through the DCDC. The microcontroller controls the torque and the rotating speed of the motor by controlling the inverter. The hybrid power vehicle Controller is characterized in that an engine control unit controls an engine, the engine is connected with a motor through a clutch to form a hybrid power system, the hybrid power system transmits torque to a wheel end through a dual-clutch transmission, the transmission control unit reports torque consumption and gear information of the dual-clutch transmission to a hybrid power vehicle Controller through a Controller Area Network (CAN) bus, an air conditioner and a DCDC report power consumption of the hybrid power vehicle Controller through the CAN bus, and the hybrid power vehicle Controller collects residual electric quantity of a power battery, charging power of the power battery 10s and maximum discharging power of the power battery 10s in a battery management system through the CAN bus.
EXAMPLE five
Fifth, an embodiment of the present invention also provides a storage medium containing computer-executable instructions which, when executed by a computer processor, perform a hybrid vehicle creep control method, the method comprising:
when the current situation that the vehicle is in the crawling working condition is determined based on the acquired current power assembly component information, determining the target charging power of a power battery and the current enabling state of the motor rotating speed control enabling condition based on the current power assembly component information;
determining a creep control mode of the vehicle based on the current enablement state, the creep control mode including: a first creep control mode in which the motor is subjected to rotation speed control and the engine is subjected to torque control, and a second creep control mode in which the engine is subjected to rotation speed control and the motor is subjected to torque control;
and performing crawling control on the vehicle based on the target charging power and a crawling control mode.
Of course, the storage medium containing the computer-executable instructions provided by the embodiments of the present invention is not limited to the method operations described above, and may also perform related operations in the hybrid vehicle creep control method provided by any of the embodiments of the present invention.
From the above description of the embodiments, it is obvious for those skilled in the art that the present invention can be implemented by software and necessary general hardware, and certainly, can also be implemented by hardware, but the former is a better embodiment in many cases. Based on such understanding, the technical solutions of the present invention may be embodied in the form of a software product, which can be stored in a computer-readable storage medium, such as a floppy disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a FLASH Memory (FLASH), a hard disk or an optical disk of a computer, and includes several instructions for enabling a computer device (which may be a personal computer, a server, or a network device) to execute the methods according to the embodiments of the present invention.
It is to be noted that, in the embodiment of the above-described hybrid vehicle creep control apparatus, the included units and modules are merely divided according to the functional logic, but are not limited to the above-described division as long as the corresponding functions can be realized; in addition, specific names of the functional units are only for convenience of distinguishing from each other, and are not used for limiting the protection scope of the present invention.
It is to be noted that the foregoing is only illustrative of the preferred embodiments of the present invention and the technical principles employed. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.

Claims (8)

1. A hybrid vehicle creep control method characterized by comprising:
when the current situation that the vehicle is in the crawling working condition is determined based on the acquired current power assembly component information, determining the target charging power of a power battery and the current enabling state of the motor rotating speed control enabling condition based on the current power assembly component information;
determining a creep control mode of the vehicle based on the current enablement state, the creep control mode including: a first creep control mode in which the motor is subjected to rotation speed control and the engine is subjected to torque control, and a second creep control mode in which the engine is subjected to rotation speed control and the motor is subjected to torque control;
performing creep control on the vehicle based on the target charging power and a creep control mode;
the current powertrain component information, comprising:
the method comprises the steps of obtaining a current brake pedal signal, a current accelerator pedal opening, a current transmission gear, a power battery 10s maximum charging power, a power battery 10s maximum discharging power, a current power battery residual capacity, a current air conditioner power consumption, a current direct current voltage reducer DCDC power consumption, a current motor rotating speed, a current transmission torque consumption, a target crawling vehicle speed, a current engine target idling rotating speed, a current transmission speed ratio, a current main reducer speed ratio and a wheel radius;
the determining a target charging power of a power battery and a current enabling state of a motor speed control enabling condition based on the current powertrain component information includes:
determining the current target charging power of the power battery based on the current power battery residual capacity look-up table in the current power assembly component information;
determining the current available electric power of the motor by combining a first operation formula based on the maximum discharge power of the power battery 10s, the current air conditioner power consumption and the current DCDC power consumption in the current power assembly component information, wherein the first operation formula is as follows:
PTM_M＝P10_Dischrg-P_Ac-P_DcDc
wherein, PTM _ M is the current available electric power of the motor, P10_ Dischrg is the maximum discharge power of the power battery 10s, P _ Ac is the current air conditioner power consumption, and P _ Dc is the current DCDC power consumption;
determining the current available generating power of the motor by combining a second operation formula based on the maximum charging power of the power battery 10s, the current air conditioner power consumption and the current DCDC power consumption in the current power assembly component information, wherein the second operation formula is as follows:
PTM_G＝P10_Chrg+P_Ac+P_DcDc
wherein, PTM _ G is the current available generating power of the motor, P10_ Chrg is the maximum charging power of the power battery 10s, P _ Ac is the current air conditioner power consumption, and P _ Dc is the current DCDC power consumption;
if the current available electric power is larger than a preset electric power threshold value and the current available generated power is larger than a preset generated power threshold value, determining that the current enabling state of the motor rotating speed control enabling condition is a first enabling state; otherwise, determining the current enabling state of the motor rotating speed control enabling condition as a second enabling state.
2. The method of claim 1, wherein determining that the vehicle is currently in a creep condition based on the obtained current powertrain component information comprises:
acquiring a current brake pedal signal, a current accelerator pedal opening and a current transmission gear in the current powertrain component information;
and if the current brake pedal signal is invalid, the current accelerator pedal opening is smaller than a preset opening threshold value, and the current transmission gear is a D gear, determining that the vehicle is currently in a crawling working condition.
3. The method of claim 1, wherein the determining the creep control mode of the vehicle based on the current enablement state comprises:
if the current enabling state is a first enabling state, determining that the crawling control mode of the vehicle is a first crawling control mode;
and if the current enabling state is a second enabling state, determining that the crawling control mode of the vehicle is a second crawling control mode.
4. The method of claim 1, wherein the creep controlling the vehicle based on the target charging power and a creep control mode comprises:
if the crawling control mode is a first crawling control mode, determining a target rotating speed of the motor and sending the target rotating speed to the motor by combining a third operation formula based on the target crawling speed, the current speed ratio of the transmission, the current speed ratio of the main reducer and the radius of wheels, wherein the third operation formula is as follows:
TMSpdCmd＝VCreep*ig*io/0.377/R
wherein TMSpdCmd is the target rotating speed of the motor, VCreep is the target crawling speed, ig is the current speed ratio of the transmission, io is the current speed ratio of the main reducer, R is the radius of a wheel, and 0.377 is a first conversion constant;
determining an engine target torque and sending the engine target torque to the engine based on the current target charging power, the current air conditioner power consumption, the current DCDC power consumption, the motor target rotating speed and the current transmission torque consumption by combining a fourth operation formula, wherein the fourth operation formula is as follows:
EngCmdTrq＝(P_batChrg+P_DcDc+P_Ac)*9550/TMSpdCmd+TCU_TrqCnspm
wherein EngCmdTrq is the engine target torque, P _ batChrg is the current target charging power of the power battery, P _ Ac is the current air conditioner power consumption, P _ dc is the current DcDc power consumption, tmsspdcmd is the motor target rotational speed, TCU _ TrqCnspm is the current transmission torque consumption, 9550 is a second conversion constant.
5. The method of claim 1, wherein the creep controlling the vehicle based on the target charging power and a creep control mode comprises:
if the crawling control mode is a second crawling control mode, determining an engine target rotating speed and sending the engine target rotating speed to the engine by combining a fifth operation formula based on the target crawling speed, the current transmission speed ratio, the current main reducer speed ratio, the wheel radius and the current engine target idle rotating speed, wherein the fifth operation formula is as follows:
EngCmdSpd＝max(VCreep*ig*i0/0.377/R,EngIdleTrgtSpd)
wherein EngCmdSpd is the target rotating speed of the engine, VCreep is the target crawling speed, ig is the speed ratio of the current transmission, io is the speed ratio of the current main reducer, R is the wheel radius, 0.377 is a first conversion constant, and EngIdleTrgtSpd is the target idle rotating speed of the engine;
determining a motor target torque and sending the motor target torque to the motor by combining a sixth operational formula based on the current target charging power, the current air conditioner power consumption, the current DCDC power consumption and the engine target rotating speed, wherein the sixth operational formula is as follows:
TMTrqCmd＝-(P_batChrg+P_DcDc+P_Ac)*9550/EngCmdSpd
wherein TMTrqCmd is a motor target torque, P _ batChrg is the current target charging power of the power battery, P _ Ac is the current air conditioner power consumption, P _ Dc is the current DCDC power consumption, EngCmdSpd is the target engine speed, and 9550 is a second conversion constant;
determining an engine feed-forward torque based on the motor target torque and the current transmission torque consumption in combination with a seventh operational formula and sending the engine feed-forward torque to the engine, wherein the seventh operational formula is as follows:
FFb_EngCmdTrq＝TMTrqCmd+TCU_TrqCnspm
FFb _ EngCmdTrq is the engine feed-forward torque, TMTrqCmd is the motor target torque, and TCU _ trqcnpsm is the current transmission torque consumption.
6. A hybrid vehicle creep control apparatus, characterized by comprising:
the information determination module is used for determining the current enabling state of the motor rotating speed control enabling condition and determining the target charging power of the power battery based on the current powertrain component information when the fact that the vehicle is currently in the crawling working condition is determined based on the acquired current powertrain component information;
a mode determination module to determine a creep control mode of the vehicle based on the current enablement state, the creep control mode comprising: a first creep control mode in which the motor is subjected to rotation speed control and the engine is subjected to torque control, and a second creep control mode in which the engine is subjected to rotation speed control and the motor is subjected to torque control;
the crawling control module is used for performing crawling control on the vehicle based on the target charging power and a crawling control mode;
the current powertrain component information, comprising:
the method comprises the steps of obtaining a current brake pedal signal, a current accelerator pedal opening, a current transmission gear, a power battery 10s maximum charging power, a power battery 10s maximum discharging power, a current power battery residual capacity, a current air conditioner power consumption, a current direct current voltage reducer DCDC power consumption, a current motor rotating speed, a current transmission torque consumption, a target crawling vehicle speed, a current engine target idling rotating speed, a current transmission speed ratio, a current main reducer speed ratio and a wheel radius;
the information determination module includes:
the charging power determining unit is used for determining the current target charging power of the power battery based on the current power battery residual capacity look-up table in the current power assembly component information;
an electric power determination unit, configured to determine, based on the maximum discharge power of the power battery 10s, the current air conditioner power consumption, and the current DCDC power consumption in the current powertrain component information, a current available electric power of the motor by combining a first operation formula, where the first operation formula is:
PTM_M＝P10_Dischrg-P_Ac-P_DcDc (8)
wherein, PTM _ M is the current available electric power of the motor, P10_ Dischrg is the maximum discharge power of the power battery 10s, P _ Ac is the current air conditioner power consumption, and P _ Dc is the current DCDC power consumption;
a generating power determining unit, configured to determine, based on the maximum charging power of the power battery 10s, the current air conditioner power consumption, and the current DCDC power consumption in the current powertrain component information, a current available generating power of the motor by combining a second operation formula, where the second operation formula is:
PTM_G＝P10_Chrg+P_Ac+P_DcDc (9)
wherein, PTM _ G is the current available generating power of the motor, P10_ Chrg is the maximum charging power of the power battery 10s, P _ Ac is the current air conditioner power consumption, and P _ Dc is the current DCDC power consumption;
the enabling state determining unit is used for determining that the current enabling state of the motor rotating speed control enabling condition is a first enabling state if the current available electric power is larger than a preset electric power threshold value and the current available generating power is larger than a preset generating power threshold value; otherwise, determining the current enabling state of the motor rotating speed control enabling condition as a second enabling state.
7. A hybrid vehicle, characterized by comprising: an engine, a clutch, a motor, a transmission, an accelerator pedal, a brake pedal, a final drive, a power battery, an air conditioner, a direct current voltage reducer DCDC, a storage device and one or more processors,
the one or more processors establish communication connection with other parts in the vehicle and acquire current powertrain part information consisting of data generated by the parts;
the storage device to store one or more programs;
the one or more programs are executed by the one or more processors to cause the one or more processors to implement the hybrid vehicle creep control method of any one of claims 1-5.
8. A computer-readable storage medium, on which a computer program is stored, the computer program, when being executed by a processor, implementing the hybrid vehicle creep control method according to any one of claims 1 to 5.
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