CN111267832B

CN111267832B - Hybrid transmission control system and hybrid vehicle

Info

Publication number: CN111267832B
Application number: CN202010379914.9A
Authority: CN
Inventors: 程云江; 李强; 陈彦波; 张传莹
Original assignee: Shengrui Transmission Co Ltd
Current assignee: Shengrui Transmission Co Ltd
Priority date: 2020-05-08
Filing date: 2020-05-08
Publication date: 2020-11-06
Anticipated expiration: 2040-05-08
Also published as: CN111267832A

Abstract

The present disclosure relates to a hybrid transmission control system and a hybrid vehicle, the hybrid transmission control system includes a micro control unit, an HCU module and a TCU module are integrated in the micro control unit; the HCU module is respectively communicated with a power system and a high-voltage system of the hybrid vehicle through an external port of the micro control unit, and the TCU module is communicated with the high-voltage system of the hybrid vehicle through the external port of the micro control unit. Through the technical scheme, the cost of controller hardware of the hybrid vehicle is reduced, and the problem that information of HCU and TCU communication is limited due to the fact that the HCU and the TCU are independently arranged is solved.

Description

Hybrid transmission control system and hybrid vehicle

Technical Field

The present disclosure relates to the field of vehicle technologies, and in particular, to a hybrid transmission control system and a hybrid vehicle.

Background

At present, an HCU (Hybrid Control Unit) and a TCU (Transmission Control Unit) in a Hybrid vehicle are independently arranged, the HCU and the TCU have respective controllers, and the respective controllers of the HCU and the TCU communicate with corresponding external modules through ports on the controllers.

However, the HCU and the TCU are independently arranged, so that the HCU and the TCU must perform external communication through the CAN bus, the information communicated on the CAN bus is limited, the information communicated between the HCU and the TCU is limited, the HCU and the TCU cannot acquire all required information, and the control process of the HCU and the TCU on the performance of the hybrid vehicle is influenced. In addition, the HCU and the TCU need to be respectively provided with respective controllers, and the respective controllers of the HCU and the TCU need to be communicated with corresponding external modules through ports on the corresponding controllers.

Disclosure of Invention

In order to solve the technical problems or at least partially solve the technical problems, the present disclosure provides a hybrid transmission control system and a hybrid vehicle, which reduces the cost of controller hardware of the hybrid vehicle and solves the problem of limited information of HCU and TCU communication caused by the HCU and TCU being independently arranged.

In a first aspect, the present disclosure provides a hybrid transmission control unit comprising:

the HCU module and the TCU module are integrated in the micro-control unit;

the HCU module is respectively communicated with a power system and a high-voltage system of the hybrid vehicle through an external port of the micro control unit, and the TCU module is communicated with the high-voltage system of the hybrid vehicle through the external port of the micro control unit.

Optionally, the HCU module and the TCU module share a T-CAN communication port of the micro control unit.

Optionally, the HCU module and the TCU module share at least one port of an accelerator pedal opening degree acquisition port, an accelerator pedal opening degree verification port, a brake pedal opening degree acquisition port, and a brake pedal opening degree verification port of the micro control unit.

Optionally, the HCU module and the TCU module share a driver cruise mode selection port and/or a driver sport mode selection port of the micro control unit.

Optionally, the HCU module and the TCU module share at least one of a power-on wake-up port, a power supply positive port, a power supply negative port, an analog ground port, and a digital ground port of the micro control unit.

Optionally, the micro control unit is configured to execute a part of the HCU module functions and then execute a part of the TCU module functions.

Optionally, the HCU module and the TCU module communicate with the same external module through the same frame of CAN message.

In a second aspect, the present disclosure further provides a hybrid transmission control system, including the hybrid transmission control unit according to the first aspect, further including a power system and a high-voltage system, where the micro control unit communicates with the power system through a T-CAN bus, and the micro control unit communicates with the high-voltage system through an E-CAN bus.

Optionally, the power system comprises an EMS and/or an ESP and the high voltage system comprises at least one of a PEU, a DC/DC module, a BMS, an AC module and an OBC.

In a third aspect, the present disclosure also provides a hybrid vehicle including the hybrid transmission control system according to the second aspect.

Compared with the prior art, the technical scheme provided by the embodiment of the disclosure has the following advantages:

HCU module and TCU module integration are in little the control unit for HTCU has realized all functions that TCU and HCU should possess on a hardware platform, HTCU can satisfy many gear hybrid vehicle's control demand, utilize MCU to realize HCU and TCU's control function promptly simultaneously, the cost of hybrid vehicle controller hardware has been reduced, and then greatly reduced hybrid vehicle's volume production cost. In addition, set up HCU module and TCU module integration in little the control unit for HCU is in same platform with TCU's all module functions, HCU and TCU's respective module CAN realize abundant data call and information sharing, HCU no longer need carry out external communication through the CAN bus with TCU, and then when HCU and TCU independently set up, the information of HCU and TCU communication that the information of communication is limited to result in on the CAN bus is limited, HCU and TCU CAN't acquire required all information, influence the problem of HCU and TCU to the control process of hybrid vehicle performance.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and together with the description, serve to explain the principles of the disclosure.

In order to more clearly illustrate the embodiments or technical solutions in the prior art of the present disclosure, the drawings used in the description of the embodiments or prior art will be briefly described below, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without inventive exercise.

FIG. 1 is a schematic structural diagram of a hybrid transmission control unit provided in an embodiment of the present disclosure;

fig. 2 is a schematic diagram of a port structure of a micro control unit according to an embodiment of the present disclosure;

FIG. 3 is a schematic block diagram of a hybrid transmission control system provided in accordance with an embodiment of the present disclosure;

FIG. 4 is a schematic diagram illustrating an execution sequence of HTCU internal module functions according to an embodiment of the present disclosure;

fig. 5 is a schematic diagram of an execution sequence of another HTCU internal module function according to an embodiment of the present disclosure.

Detailed Description

In order that the above objects, features and advantages of the present disclosure may be more clearly understood, aspects of the present disclosure will be further described below. It should be noted that the embodiments and features of the embodiments of the present disclosure may be combined with each other without conflict.

In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present disclosure, but the present disclosure may be practiced in other ways than those described herein; it is to be understood that the embodiments disclosed in the specification are only a few embodiments of the present disclosure, and not all embodiments.

Fig. 1 is a schematic structural diagram of a hybrid transmission control unit according to an embodiment of the present disclosure. As shown in fig. 1, the hybrid transmission control unit includes a micro control unit 1, i.e., an mcu (microcontroller unit), an HCU module 11 communicates with a power system 2 and a high voltage system 3 of the hybrid vehicle through external ports of the micro control unit 1, respectively, and a TCU module 12 communicates with the high voltage system 3 of the hybrid vehicle through external ports of the micro control unit 1.

Specifically, the hybrid vehicle includes a non-plug-in hybrid vehicle and a plug-in hybrid vehicle, the hybrid vehicle is developed on the basis of the technology of the conventional fuel vehicle, the conventional fuel vehicle is divided into a manual transmission vehicle and an automatic transmission vehicle, and the automatic transmission vehicle can be further divided into an automatic transmission vehicle without a start-stop function and an automatic transmission vehicle with a start-stop function.

An automatic Transmission system in a hybrid vehicle is controlled by a TCU (Transmission Control Unit), which is mainly used for shift logic Control, shift process Control, hydraulic Transmission Control, accessory Control, and Transmission system fault diagnosis. Specifically, the shift logic control needs to comprehensively consider factors such as driving power requirements, driving mode selection, transmission temperature, atmospheric pressure, road conditions and vehicle speed, calculate the most reasonable gear under the current working condition, enable the transmission and the engine to operate at a proper working condition point, and reduce the fuel efficiency of the engine and the transmission loss of the transmission as much as possible under the condition of meeting the driving performance and the power requirements of the vehicle. And in the gear shifting process control, on the premise of ensuring the gear shifting comfort, each executing device is controlled to switch the transmission to a target gear as fast as possible, and the friction loss of a clutch friction plate is reduced. The control of the hydraulic transmission needs to select reasonable unlocking, locking or sliding control time of the hydraulic torque converter, smoothly and quickly control the clutch of the hydraulic torque converter to realize each transient control process, and achieve the purposes of increasing the torque of a vehicle instantaneously, reducing the oil consumption, improving the smoothness and the like. The accessory control includes functions of gear shift mechanism control, main Oil circuit Oil pressure control, EOP (Electric Oil Pump) control, reversing light control, instrument display and the like.

The Hybrid vehicle is characterized in that a vehicle controller in the Hybrid vehicle is called an HCU (Hybrid-vehicle Control Unit) or a vcu (vehicle Control Unit), and because the Hybrid vehicle introduces a motor and a high-voltage system, compared with a traditional fuel vehicle, the Hybrid vehicle increases some Control requirements, mainly including energy management Control, torque cooperative Control, power-up and power-down management Control, charging Control, accessory Control, vehicle fault diagnosis and function safety strategies. The energy management control needs to integrate the characteristics of each part such as an engine, a motor, a transmission, a battery pack, an air conditioner and the like, determine the working mode of the whole vehicle, and reasonably distribute the torque and charging power required by a driver to the engine and the motor so as to achieve the purposes of saving fuel, reducing emission, prolonging the service life of the battery pack and the like. The engine torque response characteristic is different from the motor torque response characteristic, and the torque cooperative control can stably and quickly realize the dynamic torque control of the engine and the motor, so that the driving comfort and the dynamic performance of the vehicle are ensured. The power-on and power-off management control needs to reasonably control each component of the whole vehicle, particularly the power-on and power-off sequence of high-voltage components and the discharge process of a high-voltage capacitor, so that the safety of the whole vehicle is ensured. When the charging gun is used for charging, the charging control carries out coordinated charging control on all the systems, safe battery pack charging is realized, and a reasonable mode is adopted for charging the low-voltage electric appliance system and the storage battery of the whole vehicle. The accessory control comprises control over a high-speed cooling fan and a low-speed cooling fan of the water tank, control over a water circulation electronic water pump of the high-pressure system and the like. The whole vehicle fault diagnosis and functional safety strategy needs to collect the working states of all parts of the whole vehicle, judge whether faults exist in the corresponding parts, and decide a reasonable fault processing mechanism to ensure the safe operation of the vehicle and realize the protection of the parts.

Aiming at the newly added functions of the hybrid power vehicle, an HCU is newly added in the hybrid power vehicle for special treatment, and the HCU needs to coordinate and control a power system and a high-voltage system in the hybrid power vehicle at the same time. Currently, the HCU and the TCU in a hybrid vehicle are independently configured, and each controller exists in the HCU and the TCU, and communicates with a corresponding external module through a port on the corresponding controller. However, the HCU and the TCU are independently arranged, so that the HCU and the TCU must perform external communication through the CAN bus, the information communicated on the CAN bus is limited, the information communicated between the HCU and the TCU is limited, the HCU and the TCU cannot acquire all required information, and the control process of the HCU and the TCU on the performance of the hybrid vehicle is influenced. In addition, the HCU and the TCU need to be respectively provided with respective controllers, and the respective controllers of the HCU and the TCU need to communicate with corresponding external modules through ports on the corresponding controllers, so that the cost of controller hardware of the hybrid vehicle is greatly increased compared with that of a conventional fuel vehicle, and further the mass production cost of the hybrid vehicle is greatly increased.

The embodiment of the disclosure sets the Hybrid Transmission Control Unit to include a micro Control Unit, namely, the HTCU (Hybrid Transmission Control Unit) is set to include only one MCU, the HCU module and the TCU module are integrated in the micro Control Unit, the HCU module communicates with the power system and the high-voltage system of the Hybrid vehicle through the external port of the micro Control Unit, the TCU module communicates with the high-voltage system of the Hybrid vehicle through the external port of the micro Control Unit, so that the HTCU realizes all functions that the TCU and the HCU should have on one hardware platform, the HTCU can satisfy the Control requirements of the multi-gear Hybrid vehicle, the HCU and the TCU can be simultaneously realized by using one MCU, the cost of controller hardware of the Hybrid vehicle is reduced, and further, the mass production cost of the Hybrid vehicle is greatly reduced. In addition, set up HCU module and TCU module integration in little the control unit for HCU is in same platform with TCU's all module functions, HCU and TCU's respective module CAN realize abundant data call and information sharing, HCU no longer need carry out external communication through the CAN bus with TCU, and then when HCU and TCU independently set up, the information of HCU and TCU communication that the information of communication is limited to result in on the CAN bus is limited, HCU and TCU CAN't acquire required all information, influence the problem of HCU and TCU to the control process of hybrid vehicle performance.

Fig. 2 is a schematic diagram of a port structure of a micro control unit according to an embodiment of the present disclosure. With reference to fig. 1 and 2, the HCU module and the TCU module may be configured to share a T-CAN communication port of the micro control unit 1. Specifically, the 19 input port and the 20 input port are T-CAN communication ports shared by the HCU module and the TCU module. The HCU module and the TCU module are connected with corresponding T-CAN buses through shared T-CAN communication ports and are communicated with a power system of the hybrid vehicle through the T-CAN buses. If the HCU and the TCU respectively utilize different T-CAN communication ports to communicate with corresponding external modules in a hybrid power vehicle power system, the number of the T-CAN communication ports of the micro control unit is at least doubled, and further the structure of the external ports of the micro control unit is complicated, the volume of the micro control unit is increased, and the hardware integration level of the control unit of the hybrid power transmission is influenced. According to the embodiment of the disclosure, the HCU module and the TCU module share the T-CAN communication port of the micro control unit, so that the number of the T-CAN communication ports of the micro control unit is reduced, the external port structure of the micro control unit is simplified, the size of the micro control unit is reduced, and the hardware integration level of the hybrid transmission control unit is improved.

Optionally, with reference to fig. 1 and fig. 2, the HCU module and the TCU module may share at least one port of an accelerator pedal opening degree acquisition port, an accelerator pedal opening degree verification port, a brake pedal opening degree acquisition port, and a brake pedal opening degree verification port of the micro control unit. Specifically, the 50 input ports are accelerator pedal opening degree acquisition ports for acquiring accelerator pedal opening degree signals, the 60 input ports are accelerator pedal opening degree check ports for acquiring accelerator pedal opening degree check signals, the 51 input ports are brake pedal opening degree acquisition ports for acquiring brake pedal opening degree signals, and the 52 input ports are brake pedal opening degree check ports for acquiring brake pedal opening degree check signals. If the HCU and the TCU respectively use at least one of the accelerator pedal opening degree acquisition port, the accelerator pedal opening degree verification port, the brake pedal opening degree acquisition port, and the brake pedal opening degree verification port of different micro control units to communicate with a corresponding external module in the hybrid vehicle, the total number of at least one of the accelerator pedal opening degree acquisition port, the accelerator pedal opening degree verification port, the brake pedal opening degree acquisition port, and the brake pedal opening degree verification port of the micro control unit may be at least doubled. The embodiment of the disclosure is favorable for reducing the total number of the accelerator pedal opening acquisition port, the accelerator pedal opening verification port, the brake pedal opening acquisition port and the brake pedal opening verification port of the micro control unit by setting at least one port in the accelerator pedal opening acquisition port, the accelerator pedal opening verification port and the brake pedal opening verification port which are shared by the HCU module and the TCU module, simplifies the external port structure of the micro control unit, reduces the volume of the micro control unit, and improves the hardware integration level of the hybrid transmission control unit.

Alternatively, in conjunction with fig. 1 and 2, a driver cruise mode selection port and/or a driver sport mode selection port of the micro control unit may be provided for both the HCU module and the TCU module. Specifically, the 64 input port is a driver cruise mode selection port for acquiring a driver cruise mode selection signal, and the 65 input port is a driver sport mode selection port for acquiring a driver sport mode selection signal. If the HCU and the TCU each communicate with a corresponding external module in the hybrid vehicle using different driver cruise mode selection ports and driver sport mode selection ports, this would also result in at least doubling the total number of driver cruise mode selection ports and driver sport mode selection ports of the micro control unit. According to the embodiment of the disclosure, the HCU module and the TCU module share the driver cruise mode selection port and/or the driver movement mode selection port of the micro control unit, so that the reduction of the total number of the driver cruise mode selection port and the driver movement mode selection port of the micro control unit is also facilitated, the external port structure of the micro control unit is simplified, the size of the micro control unit is reduced, and the hardware integration level of the hybrid transmission control unit is improved.

Optionally, in conjunction with fig. 1 and fig. 2, the HCU module and the TCU module may be configured to share at least one of a power-up wake-up port, a power supply positive port, a power supply negative port, an analog ground port, and a digital ground port of the micro control unit. Specifically, the input ports 13, 14 and 15 are the positive power supply ports of the micro control unit, and the input ports 5 and 7 are the negative power supply ports, such as the ground ports, of the micro control unit, which provide power for the operation and driving of the micro control unit, wherein the power is derived from the 12V low-voltage power supply of the hybrid vehicle. The 32 input port is the power-on wake-up port of the micro control unit, the 49 output port, the 24 output port and the 31 output port are analog ground ports, and the 34 output port and the 61 output port are digital ground ports. If the HCU and the TCU respectively use different HCU modules and different TCU modules to share at least one of the power-on wake-up port, the power supply positive port, the power supply negative port, the analog ground port, and the digital ground port of the micro control unit to access the corresponding wake-up signal and the power signal, the total number of the power-on wake-up port, the power supply positive port, the power supply negative port, the analog ground port, and the digital ground port of the micro control unit is at least doubled. According to the embodiment of the disclosure, the HCU module and the TCU module share at least one port of the power-on wake-up port, the power supply positive port, the power supply negative port, the analog grounding port and the digital grounding port of the micro control unit, so that the total number of the power-on wake-up port, the power supply positive port, the power supply negative port, the analog grounding port and the digital grounding port of the micro control unit is reduced, the external port structure of the micro control unit is simplified, the size of the micro control unit is reduced, and the hardware integration level of the hybrid transmission control unit is improved.

Illustratively, the hybrid transmission control unit, that is, the micro control unit adopted by the HTCU, that is, the MCU may be a 32-bit MCU with 200MHz, a Flash memory area size of 2.5M, and a RAM memory area size of 496K, so as to meet the requirements of the computation and storage capacities of the TCU and the HCU. The HTCU CAN continue to use the TCU control unit body, namely the HTCU CAN continue to use the MCU of the TCU, and adds the functions of accessory control such as a water pump and a fan newly added to the HCU, interface functions such as awakening and being awakened and the functions such as an E-CAN communication interface to the MCU of the TCU, and the MCU body in the TCU is provided with all standby interfaces, so that the hardware cost of the controller is not increased on the basis of the traditional fuel vehicle by the HTCU provided by the embodiment of the disclosure.

Illustratively, referring to fig. 1 and fig. 2, an input port 27 is an OBC charging wake-up port of the controller, an input port 40 is an airbag PWM (pulse Width modulation) feedback signal input port, an input port 41 is a PWM feedback signal input of the electronic water pump, an input port 17 is a driver HEV mode selection input port, an input port 66 is a driver EV mode selection input port,

input ports

25 and 26 are E-CAN communication ports, an output port 42 is an accelerator pedal potential sensor power supply port, an output port 28 is an accelerator pedal calibration potential sensor power supply port,

output ports

22 and 21 are a cooling fan low-speed gear and high-speed gear pull-down driving control port, an output port 37 is an ATF (Automatic transmission fluid) cooling electronic water pump pull-down driving control port, and an output port 35 is a high-pressure cooling water circulation electronic water pump PWM driving control port, the output port 39 is a PEU (Power Electronic Unit, motor controller) enabled wake-up drive control port, which is used independently by the HCU module.

The input port 59 is a signal input port of a transmission gear four-speed sensor, the input port 62 is a transmission output shaft speed sensor port, the input port 63 is a signal input port of a transmission clutch four-speed sensor, and the ports acquire the running state of the transmission in real time; the input port 38 is a transmission ATF Oil temperature sensor port, the input port 57 is a PRND (park Reverse Gear drive) gear PWM sensor input port, the input port 58 is a PRND gear check PWM sensor input port, the input ports 30, 16 and 29 are EOP (Electronic Oil Pump) motor UVW three-phase sensor input ports, the input port 55 is a chip selection port of a transmission memory, the input port 56 is a clock port of the transmission memory, the port 67 is a read-write port of the transmission memory, the output ports 11, 12 and 6 are 12V power supply ports of various clutch electromagnetic valves, main Oil way electromagnetic valves, EOP motors, gear shifting electromagnetic valves and the like of the transmission, the output ports 43 and 53 are rotating speed sensor power supply ports of the transmission, the output port 54 is power supply for the memory, the output ports 8, 44, 45, 46, 47 and 48 are respectively six different clutch electromagnetic valve current drive control ports of the transmission, the output port 9 is a current drive control port of an electromagnetic valve of a main oil path of the transmission, the output port 33 is a current drive control port of an electronic gear shifting electromagnet, the output ports 36 and 18 are respectively pull-down drive control ports of two different electronic gear shifting electronic valves, the output port 23 is a pull-down drive control port of a reversing lamp relay, the output ports 1, 2 and 3 are respectively three-phase electric drive control ports of an UVW (universal asynchronous switchgear) of an EOP (electric power supply) motor, and the TCU (transmission control unit) module.

Optionally, the micro control unit is configured to execute a part of the HCU module functions and then execute a part of the TCU module functions. Specifically, when the HCU and the TCU are independently set, the HTCU software is divided into two large functional module groups, which are the HCU functional module group and the TCU functional module group, respectively, that is, the HCU functional module group and the TCU functional module group are both externally packaged independently. When the HCU and the TCU are independently arranged, the execution sequence of the corresponding module functions is as follows:

firstly, the HCU receives a control request sent by the TCU, and the HCU runs the functions of all modules in the HCU functional module group once to obtain a related control request;

secondly, the HCU sends the obtained related control request to the TCU through a CAN bus;

thirdly, after receiving the signals of the relevant control requests sent by the HCU, the TCU runs the functions of all the modules in the TCU functional module group once to obtain the relevant control requests;

and fourthly, the TCU sends the obtained related control request to the HCU through the CAN bus, and the first step to the fourth step are repeatedly executed.

Therefore, the calling time sequence in the working process of the HCU and the TCU is limited to be that the HCU and the TCU can be switched to another control unit after all the functions of the HCU and the TCU are completed, so that the operation period of the HCU and the TCU is prolonged, the communication is delayed, and the performance of the whole vehicle is influenced. Compared with the execution sequence of each module function corresponding to the HCU and TCU independent setting, the HTCU scheme CAN omit the second step and the fourth step, and realizes that a TCU module group and an HCU module group are not further packaged on a software framework, so that all module functions of the HCU and the TCU are on the same platform, the modules of the HCU and the TCU CAN realize sufficient data calling and information sharing, the HCU and the TCU do not need to carry out external communication through a CAN bus any more, and further the problems that when the HCU and the TCU are independently set, the information of communication on the CAN bus is limited, the HCU and the TCU cannot acquire all required information, and the control process of the HCU and the TCU on the performance of the hybrid power vehicle is influenced are solved.

In addition, the HTCU scheme does not need to operate all functional modules of the HCU before operating all functional modules of the TCU, the HTCU can execute the functions of the TCU after executing partial functions of the HCU module, and can also execute the functions of the HCU after executing partial functions of the TCU module, and by optimizing the execution sequence of the functions of the modules, the operation period for completing the set function is greatly shortened, for example, the gear shifting time, the mode switching time and the like can be shortened, the power responsiveness of the whole hybrid vehicle can be improved by shortening the gear shifting time and the mode switching time, the wear degree of friction plates is reduced, and the service life of a transmission is prolonged.

Optionally, the HCU module and the TCU module communicate with the same external module through the same frame of CAN message. Specifically, compared with the traditional fuel vehicle, a plurality of controllers are additionally arranged in a power system and a high-pressure system of the hybrid vehicle, and accordingly a large amount of CAN communication requirements are increased. The HTCU is used as a junction of a T-CAN communication network and an E-CAN communication network and is responsible for cooperatively controlling a power system and a high-voltage system, and in order to ensure the stability and timeliness of CAN communication, communication network signals of the HTCU and each control system need to be reasonably designed to reduce the load rate of the CAN network.

The HCU module and the TCU module communicate with the external module in the form of a CAN message, for example, 64-bit data may be included in a frame of signal or a frame of CAN message, in the embodiment of the present disclosure, the HCU module and the TCU module communicate with the same external module through the same frame of CAN message, for example, 64-bit data is not used for the TCU module to communicate with an external module, for example, only 50-bit data is used for the TCU module to communicate with the external module, and the remaining 14-bit data may be used by the HCU module to communicate with the same external module, that is, the HCU module and the TCU module may communicate with the same external module through the same frame of CAN message, and if the HCU module and the TCU module are independently arranged, the above-described communication process with the external module needs two frames of message to be implemented. The HCU module and the TCU module are integrated in the micro control unit, and the HCU module and the TCU module are communicated with the same external module through the same frame of CAN message, so that the signal positions are reasonably and optimally arranged according to the requirements of CAN communication protocol data frame formats, the utilization rate of the transmission capability of each frame of CAN message is improved, and the load rate of a CAN network is reduced.

The disclosed embodiment also provides a hybrid transmission control system. Fig. 3 is a schematic structural diagram of a hybrid transmission control system provided by an embodiment of the disclosure. With reference to fig. 1-3, the hybrid transmission control system includes a hybrid transmission control unit HTCU as described above in the embodiments, further including a powertrain 2 and a high-voltage system 3, with the microcontrol unit in the HTCU communicating with the powertrain 2 via a T-CAN bus and the microcontrol unit in the HTCU communicating with the high-voltage system 3 via an E-CAN bus. Specifically, in a conventional fuel vehicle, communication requirements of various components of a power system CAN be met only by using a T-CAN (torque Controller Area network) bus, but because a hybrid vehicle is additionally provided with more high-voltage components and a large amount of communication requirements are increased, the load rate of the T-CAN cannot meet the use requirements, and an E-CAN (electronic Controller Area network) bus is generally added and is specially used for realizing communication of various components of the high-voltage system.

The HCU module and the TCU module are integrated in the micro control unit, all functions which the TCU and the HCU should have are achieved on a hardware platform by the HTCU, the control requirements of the multi-gear hybrid vehicle can be met by the HTCU, the control functions of the HCU and the TCU can be achieved simultaneously by the aid of the MCU, cost of controller hardware of the hybrid vehicle is reduced, and mass production cost of the hybrid vehicle is greatly reduced. In addition, set up HCU module and TCU module integration in little the control unit for HCU is in same platform with TCU's all module functions, HCU and TCU's respective module CAN realize abundant data call and information sharing, HCU no longer need carry out external communication through the CAN bus with TCU, and then when HCU and TCU independently set up, the information of HCU and TCU communication that the information of communication is limited to result in on the CAN bus is limited, HCU and TCU CAN't acquire required all information, influence the problem of HCU and TCU to the control process of hybrid vehicle performance.

Optionally, in conjunction with fig. 1-3, the power system 2 includes an EMS and/or an ESP, and the high voltage system 3 includes at least one of a PEU, a DC/DC module, a BMS, an AC module, and an OBC. Specifically, an engine of a hybrid vehicle is controlled by an EMS (engine management system) which is mainly used for engine torque control, drivability control, idle speed control, start-stop control, accessory control, and engine system fault diagnosis. The engine torque control drives each driving device of the engine by acquiring data of each sensor in real time, realizes a control process of converting fuel oil into mechanical energy and outputting the mechanical energy, and reduces fuel oil consumption and pollution emission of the engine as much as possible; the driving control analyzes the driving intention through the opening and closing degrees of an accelerator pedal and a brake pedal, so that the driving comfort and the dynamic responsiveness of the vehicle are in a reasonable balance state; the idle speed control comprises neutral idle speed control and julian idle speed control; the start-stop control is used for collecting various information of the whole vehicle, and under the condition that various conditions are met, the purpose of saving fuel is achieved by controlling the engine to stop, and the control process of quickly and stably starting the engine is realized by coordinating other control systems; the accessory control includes cooling fan control, generator and compressor load simulation estimation, instrument display, etc.

Specifically, the vehicle body stability during the running of the vehicle is controlled by an Electronic Stability Program (ESP), which is mainly used for ABS (anti lock Brake System) function Control, TCS (Traction Control System) function Control, and lateral stability Control. The ABS function control has the function of automatically controlling the braking force of the brake when the vehicle brakes, so that the wheels are not locked and are in a rolling and sliding state to ensure that the adhesive force between the wheels and the ground is at the maximum; the TCS function control is used for judging whether the driving wheel slips or not according to the rotating speed of the driving wheel and the rotating speed of the driven wheel, and when the current speed is larger than the latter speed, the driving force of the driving wheel is adjusted to inhibit the rotating speed of the driving wheel so as to avoid the wheel slipping; lateral stability control is used for solving the problem of lateral stability caused by extreme working conditions such as vehicle driving, braking steering and high-speed steering.

Specifically, the peu (power Electronic unit) is a motor controller, and is responsible for energy conversion between the electric energy of the battery pack and the mechanical energy of the motor; the DC/DC (Direct Current to Direct Current) module is a Direct Current converter and is responsible for converting high-voltage electric energy of a battery pack into 12V low-voltage electric energy to supply power for a load of a low-voltage electric appliance of the whole vehicle and a storage battery. A BMS (battery Management system) is a battery Management system, and functions of the BMS include SOC (State of charge) estimation of a battery pack, power supply and discharge Management of the battery pack, prevention of overcharge and overdischarge of the battery, and the like. An AC (air Conditioning controller) module is an air conditioner controller, in order to ensure the stable refrigeration effect of the whole vehicle, a high-voltage electric compressor is generally used for replacing a traditional generator on an engine belt pulley in a hybrid vehicle, in order to ensure the stable heating effect of the whole vehicle, a Positive Temperature Coefficient (PTC) is required to be added in the hybrid vehicle, and the high-voltage electric compressor and the PTC are both directly powered by a high-voltage battery pack; the OBC (On-board Charger) is a vehicle-mounted Charger and is responsible for converting alternating current in an alternating current power grid into direct current to charge a battery pack, and the OBC with the bidirectional function can also convert direct current into alternating current to feed back to the power grid, and the OBC is not arranged in a non-plug-in hybrid vehicle.

The disclosed embodiment further provides a hybrid vehicle, which includes the hybrid transmission control system according to the above embodiment, and therefore has the beneficial effects described in the above embodiment, and details are not repeated here. The hybrid vehicle may be, for example, a hybrid vehicle including an automatic transmission of eight forward speeds.

The embodiment of the present disclosure further provides a control method of a hybrid transmission, which can be applied to an application scenario where a control unit of the hybrid transmission needs to be controlled, and can be executed by the control device of the hybrid transmission provided by the embodiment of the present disclosure, and the control device of the hybrid transmission can be implemented in a software and/or hardware manner. The hybrid transmission control method includes controlling the HTCU to perform a portion of a first module function, controlling the HTCU to perform a portion of a second module function, and controlling the HTCU to perform a portion of the first module function, the first module belonging to a HCU function module group and the second module belonging to a TCU function module group.

The control method for setting the hybrid power transmission comprises the steps of controlling the HTCU to execute a part of the first module function, controlling the HTCU to execute a part of the second module function, and controlling the HTCU to execute a part of the first module function, wherein the first module belongs to the HCU function module group, the second module belongs to the TCU function module group, compared with the situation that when the HCU and the TCU are independently set, the HCU and the TCU are not further packaged on a software framework, so that all module functions of the HCU and the TCU are on the same platform, the respective modules of the HCU and the TCU CAN realize sufficient data calling and information sharing, the HCU and the TCU do not need to carry out external communication through a CAN bus any more, and the problem that when the HCU and the TCU are independently arranged, the information of the HCU and the TCU is limited due to the fact that the information of communication on the CAN bus is limited, the HCU and the TCU cannot acquire all required information, and the control process of the HCU and the TCU on the performance of the hybrid vehicle is influenced is solved.

In addition, the HTCU scheme does not need to operate all functional modules of the HCU before operating all functional modules of the TCU, the HTCU can execute the functions of the TCU after executing partial functions of the HCU module, and can also execute the functions of the HCU after executing partial functions of the TCU module.

Fig. 4 is a schematic diagram illustrating an execution sequence of functions of internal modules of an HTCU according to an embodiment of the present disclosure. As shown in fig. 4, the HTCU internal module functions may be executed in sequence by an energy management strategy control, a hybrid mode control, a torque coordinated control, a shift strategy control, a shift clutch control, a C0 clutch control, a torque intervention control, a transmission coordinated control, an engine coordinated control, and an electric machine coordinated control.

Specifically, controlling the HTCU to perform a portion of the first module functions may include controlling the HTCU to perform energy management strategy control, hybrid mode control, and torque coordination control, the energy management strategy control, the hybrid mode control, and the torque coordination control being module functions within the HCU function module group, the energy management strategy control being configured to manage and distribute energy of the hybrid vehicle and being responsible for an uppermost energy control strategy decision. The hybrid mode control is used to control the hybrid mode of the hybrid vehicle, and the hybrid mode control module performs the hybrid mode control process upon receiving an indication sent by the energy management strategy control module. The torque cooperative control is used for cooperatively controlling the torque of the transmission, and the torque cooperative control module performs the torque cooperative control after receiving the instruction sent by the hybrid mode control module. Therefore, the energy management strategy control, the hybrid mode control and the torque cooperative control are in an upper, middle and lower order relationship, and the hybrid mode control needs to be performed between the energy management strategy control and the torque system control.

Specifically, controlling the HTCU to perform a portion of the second module functions may include controlling the HTCU to perform shift strategy control, shift clutch control, C0 clutch control, and torque intervention control, the shift strategy control, shift clutch control, C0 clutch control, and torque intervention control being module functions within the TCU function module group. Specifically, the shift strategy control is used for collecting relevant information and calculating the most reasonable gear of the transmission at present, and the accelerator opening, the vehicle speed and the hybrid mode of the hybrid vehicle need to be acquired for performing the shift strategy control, so the shift strategy control needs to be performed after the hybrid mode control. If the HCU and the TCU are independently arranged, all functions of energy management strategy control, hybrid mode control, torque cooperative control, transmission cooperative control, engine cooperative control, motor cooperative control and the like in the HCU need to be executed first, and the TCU CAN perform gear shifting strategy control after receiving a related request sent by the HCU through the CAN bus, so that the operation cycle of the HCU and the TCU is prolonged, communication is delayed, and the performance of the whole vehicle is affected.

The embodiment of the disclosure sets that gear shifting strategy control is executed after torque cooperative control, and on the basis that a TCU module group and an HCU module group are not further packaged on a software framework, all module functions of the HCU and the TCU are in the same platform, full data calling and information sharing can be realized by respective modules of the HCU and the TCU, and after an HTCU executes necessary partial HCU module functions, the HTCU enters the TCU module function group to control the gear shifting strategy, and does not need to wait for the HCU to execute complete module functions.

Specifically, the shifting clutch control is used for reasonably controlling each shifting clutch of the transmission, so as to realize control of a shifting process from a current gear to a target gear, the target gear needs to be acquired when the shifting clutch control is performed, and the target gear needs to be acquired in a shifting strategy control process, so that the shifting clutch control needs to be performed after the shifting strategy control. The shifting clutch control also needs to be performed after the torque cooperative control because the engine target torque and the motor target torque need to be obtained during the torque cooperative control.

Specifically, the function of the C0 clutch is to fix the sun gear and the overdrive carrier together, the C0 clutch control is used to rationally control the C0 clutch to achieve the functions of starting the engine, switching from electric-only to hybrid mode, and switching from hybrid to electric-only mode, the C0 clutch control requires the hybrid mode of the hybrid vehicle to be achieved, the hybrid mode needs to be achieved during the hybrid mode control, and therefore the C0 clutch control needs to be achieved after the hybrid mode control. Performing the shift clutch control also requires obtaining a target torque of the engine, which is required to be obtained during the torque cooperative control, so the C0 clutch control needs to be performed after the torque cooperative control. Similarly, the embodiment of the disclosure executes the C0 clutch control after the torque cooperative control, without waiting for the HCU to execute the complete module function, and by optimizing the execution sequence of the module functions, the operation cycle of completing the C0 clutch control, i.e. the hybrid mode switching, is greatly shortened, which is beneficial to shortening the mode switching time, so as to improve the power responsiveness of the whole hybrid vehicle, reduce the wear of the friction plate, and prolong the service life of the transmission.

Specifically, torque intervention control is used for requesting a motor or an engine to perform torque-up or torque-down control, assisting shift process control and starting engine control, the torque intervention control needs to acquire a shift torque-down target torque and a shift torque-up target torque, and the shift torque-down target torque and the shift torque-up target torque need to be acquired in a shift clutch control process, so the torque intervention control needs to be performed after the shift clutch control. The torque intervention control also requires the launch engine torque-up target torque to be obtained during the C0 clutch control, and therefore the torque intervention control needs to be performed after the C0 clutch control. Similarly, the embodiment of the disclosure sets the execution of the torque intervention control after the torque coordination control, without waiting for the HCU to execute the complete module functions, and by optimizing the execution sequence of the module functions, the operation period for completing the torque intervention control is greatly shortened.

Specifically, after the controlling HTCU performs the aforementioned part of the second module functions, i.e., the TCU module functions, the controlling HTCU to perform part of the first module functions may include controlling the HTCU to perform transmission cooperative control, engine cooperative control, and motor cooperative control, which are module functions in the HCU function module group. Specifically, the transmission cooperative control is used for processing a torque-up or torque-down request of the transmission, reasonably allocating the torque-up or torque-down request to the engine and the motor, acquiring a transmission torque-down torque and a transmission torque-up torque when performing the transmission cooperative control, and acquiring the transmission torque-down torque and the transmission torque-up torque when performing the transmission cooperative control, wherein the transmission torque-down torque and the transmission torque-up torque are acquired in a torque intervention control process, so the transmission cooperative control is required to be executed after the torque intervention. The transmission cooperative control also requires acquisition of an engine target torque and a motor target torque, both of which need to be acquired during the torque cooperative control, and therefore the transmission cooperative control needs to be executed after the torque cooperative control.

Specifically, the Engine cooperative control is used to calculate an Engine command torque that is finally sent to an EMS (Engine management system), and the Engine cooperative control needs to obtain an Engine target torque that needs to be obtained during the torque cooperative control, so the Engine cooperative control needs to be executed after the torque cooperative control. Performing the transmission cooperative control also requires acquiring a transmission engine torque-down torque and a transmission engine torque-up torque, which need to be acquired during the transmission cooperative control, and therefore the engine cooperative control needs to be executed after the transmission cooperative control.

Specifically, the motor cooperative control is used for calculating a motor command torque finally sent to a Power Electronic Unit (PEU), and the motor cooperative control needs to obtain a motor target torque, which needs to be obtained in a torque cooperative control process, so that the motor cooperative control needs to be executed after the torque cooperative control. The motor cooperative control also needs to acquire a transmission engine torque-down torque and a transmission engine torque-up torque, which need to be acquired during the transmission cooperative control, so the motor cooperative control needs to be executed after the transmission cooperative control.

According to the embodiment of the disclosure, after torque intervention control is performed, transmission cooperative control, engine cooperative control and motor cooperative control are performed, on the basis that a TCU module group and an HCU module group are not further packaged on a software architecture, all module functions of the HCU and the TCU are located on the same platform, full data calling and information sharing can be achieved by respective modules of the HCU and the TCU, after an HTCU performs necessary partial TCU module functions, the HTCU enters the HCU module function group to perform transmission cooperative control, engine cooperative control and motor cooperative control, the HTCU does not need to wait for the TCU to perform the complete module functions, and the operation period of completing the transmission cooperative control, the engine cooperative control and the motor cooperative control is greatly shortened by optimizing the execution sequence of the module functions.

Alternatively, the HTCU may be controlled sequentially for shift schedule control, shift clutch control, C0 clutch control, and torque intervention control, or sequentially for shift schedule control, C0 clutch control, shift clutch control, and torque intervention control, i.e., the shift clutch control may be performed before the C0 clutch control or after the C0 clutch control. Alternatively, the HTCU may be controlled to perform the transmission cooperative control, the motor cooperative control, and the engine cooperative control sequentially, or the HTCU may be controlled to perform the transmission cooperative control, the motor cooperative control, and the engine cooperative control sequentially, that is, the engine cooperative control may be executed before the motor cooperative control or after the motor cooperative control.

Fig. 5 is a schematic diagram of an execution sequence of another HTCU internal module function according to an embodiment of the present disclosure. As shown in fig. 5, the HTCU internal module functions may be executed in the order of energy management strategy control, hybrid mode control, shift strategy control, torque coordinated control, shift clutch control, C0 clutch control, torque intervention control, transmission coordinated control, engine coordinated control, and electric machine coordinated control, and the shift strategy control may be executed before the torque coordinated control in the execution order of the HTCU internal module functions shown in fig. 5, unlike the execution order of the HTCU internal module functions shown in fig. 4.

Alternatively, the HTCU may be controlled to perform the shift clutch control, the C0 clutch control, and the torque intervention control sequentially as shown in fig. 5, or the HTCU may be controlled to perform the C0 clutch control, the shift clutch control, and the torque intervention control sequentially, i.e., the shift clutch control may be performed before the C0 clutch control, or may be performed after the C0 clutch control. Alternatively, the HTCU may be controlled to perform the transmission cooperative control, the engine cooperative control, and the motor cooperative control sequentially, or the HTCU may be controlled to perform the transmission cooperative control, the motor cooperative control, and the engine cooperative control sequentially, that is, the engine cooperative control may be performed before the motor cooperative control or after the motor cooperative control.

Compared with the execution sequence of the corresponding module functions when the HCU and the TCU are independently arranged, the HTCU scheme realizes that the TCU module group and the HCU module group are not further packaged on a software framework, so that all module functions of the HCU and the TCU are on the same platform, the respective modules of the HCU and the TCU CAN realize sufficient data calling and information sharing, the HCU and the TCU do not need to carry out external communication through a CAN bus any more, and the problems that when the HCU and the TCU are independently arranged, information of communication between the HCU and the TCU is limited due to limited information of communication on the CAN bus, the HCU and the TCU cannot acquire all required information, and the control process of the HCU and the TCU on the performance of the hybrid vehicle is influenced are solved. In addition, the HTCU scheme does not need to operate all functional modules of the HCU before operating all functional modules of the TCU, the HTCU can execute the functions of the TCU after executing partial functions of the HCU module, and can also execute the functions of the HCU after executing partial functions of the TCU module.

Illustratively, the written HTCU software can be operated in a fixed-point computing manner, which is beneficial to greatly reducing the computing load and storage requirements of the micro-control unit in the HTCU, so that the HTCU can be expanded on the basis of the original TCU software and hardware platform. In addition, the graphical application layer software model can be converted into a C code, and a corresponding handwriting code is written to reasonably connect the converted C code with a hardware bottom layer driving C code.

It is noted that, in this document, relational terms such as "first" and "second," and the like, may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.

The foregoing are merely exemplary embodiments of the present disclosure, which enable those skilled in the art to understand or practice the present disclosure. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the disclosure. Thus, the present disclosure is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A hybrid transmission control system, comprising:

the hybrid transmission control unit comprises a micro-control unit, the micro-control unit is communicated with the power system through a T-CAN bus, and the micro-control unit is communicated with the high-pressure system through an E-CAN bus;

the HCU module and the TCU module are integrated in the micro control unit;

the HCU module is respectively communicated with the power system and the high-voltage system of the hybrid vehicle through an external port of the micro control unit, and the TCU module is communicated with the high-voltage system of the hybrid vehicle through an external port of the micro control unit;

the micro control unit is used for executing part of the functions of the HCU module, then executing part of the functions of the TCU module, and then executing part of the functions of the HCU module;

the execution sequence of the internal module functions of the micro control unit is energy management strategy control, hybrid power mode control, torque cooperative control, gear shifting strategy control, gear shifting clutch control, C0 clutch control, torque intervention control, transmission cooperative control, engine cooperative control and motor cooperative control;

the portion of HCU module functions first performed by the micro-control unit includes the energy management strategy control, the hybrid mode control, and the torque coordination control, the portion of TCU module functions performed by the micro-control unit includes the shift strategy control, the shift clutch control, the C0 clutch control, and the torque intervention control, and the portion of HCU module functions last performed by the micro-control unit includes the transmission coordination control, the engine coordination control, and the electric machine coordination control.

2. The hybrid transmission control system of claim 1, wherein the HCU module and the TCU module share a T-CAN communication port of the micro control unit.

3. The hybrid transmission control system of claim 1, wherein the HCU module and the TCU module share at least one of an accelerator pedal opening acquisition port, an accelerator pedal opening verification port, a brake pedal opening acquisition port, and a brake pedal opening verification port of the micro-control unit.

4. The hybrid transmission control system of claim 1, wherein the HCU module and the TCU module share a driver cruise mode selection port and/or a driver sport mode selection port of the micro-control unit.

5. The hybrid transmission control system of claim 1, wherein the HCU module and the TCU module share at least one of a power-up wake-up port, a power positive port, a power negative port, an analog ground port, and a digital ground port of the micro-control unit.

6. The hybrid transmission control system of claim 1, wherein the HCU module and the TCU module communicate with the same external module via the same frame of CAN messages.

7. The hybrid transmission control system of claim 1, wherein the powertrain system includes an EMS and/or an ESP and the high voltage system includes at least one of a PEU, a DC/DC module, a BMS, an AC module, and an OBC.

8. A hybrid vehicle characterized by comprising the hybrid transmission control system according to any one of claims 1 to 7.