CN111273595B

CN111273595B - Hybrid transmission control method and device, electronic device, and storage medium

Info

Publication number: CN111273595B
Application number: CN202010379971.7A
Authority: CN
Inventors: 程云江; 陈彦波; 张传莹; 刘强
Original assignee: Shengrui Transmission Co Ltd
Current assignee: Shengrui Transmission Co Ltd
Priority date: 2020-05-08
Filing date: 2020-05-08
Publication date: 2020-08-18
Anticipated expiration: 2040-05-08
Also published as: CN111273595A

Abstract

The present disclosure relates to a hybrid transmission control method and apparatus, an electronic device, and a storage medium, the hybrid transmission control method including controlling an HTCU to perform a portion of a first module function; controlling the HTCU to execute a part of the second module function; controlling the HTCU to execute a part of the first module function; the first module belongs to the HCU function module group, and the second module belongs to the TCU function module group. Through the technical scheme disclosed by the invention, the HCU and the TCU do not need to carry out external communication through the CAN bus any more, and the HTCU CAN adopt the optimal calling time sequence to shorten the operation period of the internal module function of the HTCU.

Description

Hybrid transmission control method and device, electronic device, and storage medium

Technical Field

The present disclosure relates to the field of vehicle technologies, and in particular, to a method and an apparatus for controlling a hybrid transmission, an electronic device, and a storage medium.

Background

At present, an HCU (Hybrid Control Unit) and a TCU (Transmission Control Unit) in a Hybrid vehicle are independently arranged, and in the process of information interaction between the HCU and the TCU, the HCU receives a Control request sent by the TCU through a CAN bus, and after the function operation of all modules in the HCU is completed, sends a related Control request to the TCU through the CAN bus, and after the TCU receives the related Control request sent by the HCU, and after the function operation of all modules in the TCU is completed, sends the related Control request to the HCU through the CAN bus again, and repeatedly executes the above steps.

Therefore, the HCU and the TCU must communicate with each other through the CAN bus, the information communicated on the CAN bus is limited, the information communicated between the HCU and the TCU is limited, and the HCU and the TCU cannot acquire all required information, so that the control process of the HCU and the TCU on the performance of the hybrid vehicle is influenced. On the other hand, the HCU and the TCU are independently arranged, so that the calling time sequence in the working process of the HCU and the TCU is limited, the HCU and the TCU can be switched to another control unit after all the functions of the modules of the HCU and the TCU are completed, the operation period of the HCU and the TCU is prolonged, communication delay is caused, and the performance of the whole vehicle is influenced.

Disclosure of Invention

In order to solve the above technical problems or at least partially solve the above technical problems, the present disclosure provides a hybrid transmission control method and apparatus, an electronic device, and a storage medium, which enable an HCU and a TCU to no longer need to perform external communication through a CAN bus, and enable an HTCU to adopt an optimal call timing to shorten an operation cycle of an internal module function of the HTCU.

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

controlling the HTCU to execute a part of the first module function;

controlling the HTCU to perform a portion of a second module function;

controlling the HTCU to perform a portion of a first module function;

the first module belongs to an HCU functional module group, and the second module belongs to a TCU functional module group.

Optionally, the controlling HTCU performs part of the first module functions, including:

controlling the HTCU to perform energy management strategy control, hybrid mode control and torque cooperative control;

the controlling the HTCU to perform a portion of a second module function, comprising:

controlling the HTCU to perform shift strategy control, shift clutch control, C0 clutch control and torque intervention control;

the controlling the HTCU to perform a portion of a first module function, comprising:

and controlling the HTCU to perform transmission cooperative control, engine cooperative control and motor cooperative control.

Optionally, controlling the HTCU to sequentially perform shift strategy control, shift clutch control, C0 clutch control, and torque intervention control; alternatively, the HTCU is controlled to sequentially perform shift strategy control, C0 clutch control, shift clutch control, and torque intervention control.

controlling the HTCU to perform energy management strategy control and hybrid mode control;

controlling the HTCU to carry out gear shifting strategy control;

and controlling the HTCU to perform torque cooperative control.

Optionally, after controlling the HTCU to perform the torque coordination control, the method further includes:

controlling the HTCU to perform a portion of a second module function, including specifically controlling the HTCU to perform a shift clutch control, a C0 clutch control, and a torque intervention control;

controlling the HTCU to perform a portion of the first module functions includes controlling the HTCU to perform transmission coordinated control, engine coordinated control, and electric machine coordinated control.

Optionally, controlling the HTCU to sequentially perform shift clutch control, C0 clutch control, and torque intervention control; alternatively, the HTCU is controlled to sequentially perform C0 clutch control, shift clutch control, and torque intervention control.

Optionally, controlling the HTCU to perform transmission cooperative control, engine cooperative control and motor cooperative control in sequence; or controlling the HTCU to perform transmission cooperative control, motor cooperative control and engine cooperative control in sequence.

In a second aspect, the present disclosure also provides a hybrid transmission control apparatus comprising:

the first control module is used for controlling the HTCU to execute part of the first module functions;

a second control module for controlling the HTCU to perform a portion of a second module function;

a third control module for controlling the HTCU to perform a portion of the first module functions;

In a third aspect, the present disclosure also provides an electronic device comprising a processor and a memory, the processor executing the steps of the hybrid transmission control method according to the first aspect by calling the program or instructions stored in the memory.

In a fourth aspect, the present disclosure also provides a storage medium characterized by storing a program or instructions that causes a computer to execute the steps of the hybrid transmission control method according to the first aspect.

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

the disclosed embodiment provides a hybrid transmission control method and device, electronic equipment and a storage medium, wherein the hybrid transmission control method comprises the steps of controlling an HTCU to execute a part of first module functions, then controlling the HTCU to execute a part of second module functions, then controlling the HTCU to execute the part of the first module functions again, controlling a first module to belong to an HCU function module group, controlling a second module to belong to a TCU function module group, integrating the HCU and the TCU from a software layer, enabling all module functions of the HCU and the TCU to be on the same platform, enabling respective modules of the HCU and the TCU to achieve sufficient data calling and information sharing, enabling the HCU and the TCU to be free of external communication through a CAN bus, further solving the problems that when the HCU and the TCU are independently arranged, information communicated on the CAN bus is limited, so that the information communicated with the HCU and the TCU is limited, and 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. Meanwhile, the integration of the HCU and the TCU is beneficial to realizing the optimization of the function execution sequence of each module in the HTCU, the HTCU can adopt the optimal calling time sequence to shorten the operation period of the module function in the HTCU, and the problems of prolonged operation period, communication delay and influence on the performance of the whole vehicle of the HCU and the TCU caused by the independent arrangement of the HCU and the TCU are solved.

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 flow chart diagram illustrating a method for controlling a hybrid transmission according to an embodiment of the present disclosure;

FIG. 2 is a schematic diagram illustrating an execution sequence of internal module functions of an HTCU according to an embodiment of the present disclosure;

FIG. 3 is a schematic diagram illustrating an execution sequence of another HTCU internal module function according to an embodiment of the present disclosure;

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

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

FIG. 6 is a schematic diagram illustrating an execution sequence of another HTCU internal module function according to an embodiment of the present disclosure;

FIG. 7 is a schematic structural diagram of a hybrid transmission control apparatus according to an embodiment of the present disclosure;

fig. 8 is a schematic structural diagram of an electronic device according to an embodiment of the present disclosure;

FIG. 9 is a schematic structural diagram of a hybrid transmission control unit provided in an embodiment of the present disclosure;

fig. 10 is a schematic diagram of a port structure of a micro control unit according to an embodiment of the present disclosure;

fig. 11 is a schematic structural diagram of a hybrid transmission control system provided by 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 flow chart of a control method for a hybrid transmission provided in an embodiment of the present disclosure. The hybrid transmission control method can be applied to application scenarios requiring control over a hybrid transmission control unit, and can be executed by the hybrid transmission control device provided by the embodiment of the disclosure, and the hybrid transmission control device can be implemented in a software and/or hardware manner. As shown in fig. 1, the hybrid transmission control method includes:

and S110, controlling the HTCU to execute part of the first module functions.

Specifically, the first module belongs to the HCU function module group, and controls an HTCU (Hybrid Transmission control unit) to execute a part of the first module functions, that is, controls the HTCU to execute a part of module functions in the HCU function module group.

And S120, controlling the HTCU to execute part of the second module functions.

Specifically, the second module belongs to the TCU function module group, and after controlling the HTCU to execute part of the first module function, that is, after controlling the HTCU to execute part of the HCU module function, the HTCU is controlled to execute part of the second module function, that is, to execute part of the module function in the TCU function module group.

And S130, controlling the HTCU to execute part of the first module functions.

Specifically, the first module belongs to the HCU function module group, and after controlling the HTCU to execute a part of the second module function, that is, after controlling the HTCU to execute a part of the TCU module function, the HTCU is controlled to execute a part of the first module function different from the first module in step 110 again, that is, the HTCU is controlled to execute a part of the HCU module function different from the HCU module in step 110 again.

At present, when the HCU and the TCU are independently set, the HTCU software is divided into two large functional module groups, namely, the HCU functional module group and the TCU functional module group, which are independently packaged outside. 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. The method for controlling the hybrid power transmission comprises the steps of controlling an HTCU to execute a first module function of a part, controlling an HTCU to execute a second module function of the part, controlling the HTCU to execute the first module function of the part, wherein the first module belongs to an HCU function module group, the second module belongs to a TCU function module group, compared with the execution sequence of the corresponding module functions when the HCU and the TCU are independently arranged, the second step and the fourth step CAN be omitted in the HTCU scheme, the TCU module group and the HCU module group are not further packaged on a software architecture, all the module functions of the HCU and the TCU are in the same platform, the modules of the HCU and the TCU CAN achieve 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 therefore the problem that when the HCU and the TCU are independently arranged, the HCU and TCU communication information caused by the limitation of the communication information on the CAN bus are limited is solved, the HCU and the TCU can not 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 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.

Alternatively, controlling the HTCU to perform the first module function may include controlling the HTCU to perform an energy management strategy control, a hybrid mode control, and a torque coordination control, controlling the HTCU to perform the second module function may include controlling the HTCU to perform a shift strategy control, a shift clutch control, a C0 clutch control, and a torque intervention control, and controlling the HTCU to perform the first module function may include controlling the HTCU to perform a transmission coordination control, an engine coordination control, and a motor coordination control.

Fig. 2 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. 2, the sequence of execution of the HTCU internal module functions may be energy management strategy control, hybrid mode control, torque coordinated control, shift strategy control, shift clutch control, C0 clutch control, torque intervention control, transmission coordinated control, engine coordinated control, electric machine coordinated control.

Specifically, the control of the HTCU to execute the part of the first module function may include controlling the HTCU to perform energy management strategy control, hybrid mode control, and torque cooperative control, where the energy management strategy control, the hybrid mode control, and the torque cooperative control are module functions in the HCU function module group, and the energy management strategy control is used to synthesize characteristics of each component such as an engine, a motor, a transmission, a battery pack, and an air conditioner, determine an operating mode of the entire vehicle, and reasonably distribute a torque and a 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, and is used to manage and distribute energy of the entire vehicle of the hybrid vehicle, and is 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 engine torque response characteristic is different from the motor torque response characteristic, dynamic torque control of the engine and the motor needs to be achieved stably and rapidly, driving comfort and dynamic performance of a vehicle are guaranteed, torque cooperative control is used for cooperatively controlling the torque of the transmission, and the torque cooperative control module carries out torque cooperative control after receiving an instruction sent by the hybrid power 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, as shown in FIG. 2, the HTCU may be controlled to sequentially perform shift strategy control, shift clutch control, C0 clutch control, and torque intervention control. Fig. 3 is a schematic diagram illustrating an execution sequence of another HTCU internal module function according to an embodiment of the present disclosure. In contrast to the sequence of execution of the HTCU internal module functions shown in fig. 2, the HTCU sequence may be controlled for shift strategy control, C0 clutch control, shift clutch control, and torque intervention control in the sequence of execution of the HTCU internal module functions shown in fig. 3, i.e., the shift clutch control may be executed before the C0 clutch control or after the C0 clutch control.

Fig. 4 is a schematic diagram illustrating an execution sequence of another HTCU internal module function according to an embodiment of the present disclosure. Unlike the execution sequence of the HTCU internal module functions shown in fig. 2, the HTCU may be controlled to perform transmission cooperative control, motor cooperative control, and engine cooperative control in the order of execution of the HTCU internal module functions shown in fig. 4. Fig. 5 is a schematic diagram illustrating an execution sequence of another HTCU internal module function according to an embodiment of the present disclosure. Unlike the execution sequence of the HTCU internal module functions shown in fig. 3, the HTCU internal module functions shown in fig. 5 may be controlled in the execution sequence to perform the transmission cooperative control, the motor cooperative control, and the engine cooperative control in this order, that is, the engine cooperative control may be executed before the motor cooperative control or after the motor cooperative control.

Alternatively, controlling the HTCU to implement the first module function may include controlling the HTCU to implement an energy management strategy control and a hybrid mode control, controlling the HTCU to implement the second module function may include controlling the HTCU to implement a shift strategy control, and controlling the HTCU to implement the first module function may include controlling the HTCU to implement a torque coordinated control. Optionally, after controlling the HTCU for torque coordinated control, controlling the HTCU to perform a portion of the second module functions may further include controlling the HTCU for shift clutch control, C0 clutch control, and torque intervention control, and then controlling the HTCU to perform a portion of the first module functions including controlling the HTCU for transmission coordinated control, engine coordinated control, and electric machine coordinated control.

Fig. 6 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. 6, the HTCU internal module functions may be executed in an order of energy management strategy control, hybrid mode control, shift strategy control, torque coordination control, shift clutch control, C0 clutch control, torque intervention control, transmission coordination control, engine coordination control, and electric machine coordination control, and the shift strategy control may be executed before the torque coordination control in the execution order of the HTCU internal module functions shown in fig. 6, unlike the execution order of the HTCU internal module functions shown in fig. 2.

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. 6, 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 sequentially to perform the transmission cooperative control, the engine cooperative control, and the motor cooperative control as shown in fig. 6, or may be controlled sequentially to perform the transmission cooperative control, the motor cooperative control, and the engine cooperative control, that is, the engine cooperative control may be performed before the motor cooperative control or after the motor cooperative control.

The method for controlling the hybrid power transmission comprises the steps of controlling an HTCU to execute a first module function of a part, controlling an HTCU to execute a second module function of the part, controlling the HTCU to execute the first module function of the part, wherein the first module belongs to an HCU function module group, the second module belongs to a TCU function module group, 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 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, further, the problem that when the HCU and the TCU are independently arranged, the HCU and the TCU cannot acquire all required information due to limited information of the HCU and the TCU communication caused by limited information on the CAN bus, and the control process of the HCU and the TCU on the performance of the hybrid vehicle is influenced. 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.

The embodiment of the disclosure also provides a control device of a hybrid transmission, and fig. 7 is a schematic structural diagram of the control device of the hybrid transmission provided by the embodiment of the disclosure. As shown in FIG. 7, the hybrid transmission control arrangement includes a first control module 210, a second control module 220, and a third control module 230, the first control module 210 configured to control the HTCU to perform a portion of a first module function, the second control module 220 configured to control the HTCU to perform a portion of a second module function, the third control module 230 configured to control the HTCU to perform a portion of the first module function, the first module belonging to the HCU function module group, and the second module belonging to the TCU function module group.

The HCU and the TCU are integrated from a software layer, all module functions of the HCU and the TCU are located on the same platform, the respective modules of the HCU and the TCU CAN achieve sufficient data calling and information sharing, the HCU and the TCU do not need to communicate externally through the CAN bus any more, and further the problem that when the HCU and the TCU are independently arranged, information of the HCU and the TCU which are caused by limited communication information 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 is solved. Meanwhile, the integration of the HCU and the TCU is beneficial to realizing the optimization of the function execution sequence of each module in the HTCU, the HTCU can adopt the optimal calling time sequence to shorten the operation period of the module function in the HTCU, and the problems of prolonged operation period, communication delay and influence on the performance of the whole vehicle of the HCU and the TCU caused by the independent arrangement of the HCU and the TCU are solved.

The embodiment of the disclosure further provides an electronic device, and fig. 8 is a schematic structural diagram of the electronic device provided by the embodiment of the disclosure. As shown in fig. 8, the electronic device includes a processor and a memory, and the processor executes the steps of the hybrid transmission control method according to the embodiment by calling the program or the instructions stored in the memory, so that the method has the advantages of the embodiment and is not described herein again.

As shown in fig. 8, an electronic device may be provided that includes at least one processor 310, at least one memory 320, and at least one communication interface 330. The various components in the electronic device are coupled together by a bus system 340. The communication interface 330 is used for information transmission with an external device. It will be appreciated that the bus system 340 is used to enable communications among the components connected. The bus system 340 includes a power bus, a control bus, and a status signal bus in addition to a data bus. For clarity of illustration, the various buses are labeled as bus system 340 in fig. 8.

It will be appreciated that the memory 320 in this embodiment may be either volatile memory or nonvolatile memory, or may include both volatile and nonvolatile memory. In some embodiments, memory 320 stores the following elements: an executable unit or data structure, or a subset thereof, or an extended set of them, an operating system and an application program. In the disclosed embodiment, the processor 310 executes the steps of the various embodiments of the hybrid transmission control method provided by the disclosed embodiment by calling the program or instructions stored in the memory 320.

The hybrid transmission control method provided by the embodiment of the disclosure may be applied to the processor 310, or implemented by the processor 310. The processor 310 may be an integrated circuit chip having signal processing capabilities. In implementation, the steps of the above method may be performed by integrated logic circuits of hardware or instructions in the form of software in the processor 310. The Processor 310 may be a general-purpose Processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), an off-the-shelf Programmable Gate Array (FPGA) or other Programmable logic device, discrete Gate or transistor logic device, or discrete hardware components. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.

The steps of the control method for the hybrid transmission provided by the embodiment of the disclosure can be directly implemented by a hardware decoding processor, or implemented by a combination of hardware and software units in the decoding processor. The software elements may be located in ram, flash, rom, prom, or eprom, registers, among other storage media that are well known in the art. The storage medium is located in the memory 320, and the processor 310 reads the information in the memory 320 and performs the steps of the method in combination with the hardware thereof.

The electronic device may further include one physical component, or a plurality of physical components, to implement control of the electronic device according to instructions generated by the processor 310 when executing the hybrid transmission control method provided by the embodiments of the present disclosure. Different entity components can be arranged in the electronic device or outside the electronic device, such as a cloud server and the like. The various physical components cooperate with the processor 310 and the memory 320 to implement the functionality of the electronic device in this embodiment.

The disclosed embodiments also provide a storage medium, such as a computer-readable storage medium, storing a program or instructions that when executed by a computer causes the computer to perform a hybrid transmission control method, the method comprising:

controlling the HTCU to execute a part of the first module function;

controlling the HTCU to execute a part of the second module function;

controlling the HTCU to execute a part of the first module function;

the first module belongs to the HCU function module group, and the second module belongs to the TCU function module group.

Alternatively, the computer executable instructions, when executed by a computer processor, may also be used to implement aspects of a hybrid transmission 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 application can be implemented by software and necessary general hardware, and certainly can be implemented by hardware, but the former is a better embodiment in many cases. Based on such understanding, the technical solutions of the present application may be embodied in the form of a software product, which may 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.

Fig. 9 is a schematic structural diagram of a control unit of a hybrid transmission provided in an embodiment of the present disclosure. As shown in fig. 9, the hybrid transmission control unit includes a micro control unit 1, i.e., an mcu (microcontroller unit), an HCU module 11 communicates with the power system 2 and the 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, aiming at the newly added functions of the hybrid vehicle, an HCU is added in the hybrid vehicle for special processing, and the HCU needs to coordinate and control a power system and a high-voltage system in the hybrid 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. 10 is a schematic diagram of a port structure of a micro control unit according to an embodiment of the present disclosure. In conjunction with fig. 9 and 10, the HCU module and the TCU module may be arranged 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, 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. 9 and 10, the HCU module and the TCU module may share at least one port of an accelerator pedal opening degree collecting port, an accelerator pedal opening degree verifying port, a brake pedal opening degree collecting port, and a brake pedal opening degree verifying port of the micro control unit. Specifically, 50 input ports are accelerator pedal opening degree acquisition ports and are used for acquiring accelerator pedal opening degree signals, 60 input ports are accelerator pedal opening degree check ports and are used for acquiring accelerator pedal opening degree check signals, 51 input ports are brake pedal opening degree acquisition ports and are used for acquiring brake pedal opening degree signals, 52 input ports are brake pedal opening degree check ports and are used for acquiring brake pedal opening degree check signals, and therefore the total quantity of the accelerator pedal opening degree acquisition ports, the accelerator pedal opening degree check ports, the total quantity of the brake pedal opening degree acquisition ports and the total quantity of the brake pedal opening degree check ports of the micro control unit are favorably 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 power transmission control unit is.

Alternatively, in conjunction with fig. 9 and 10, 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 movement mode selection port for acquiring a driver movement mode selection signal, so that the total number of the driver cruise mode selection port and the driver movement mode selection 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.

Optionally, in conjunction with fig. 9 and 10, 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 awakening port of the micro control unit, the 49 output port, the 24 output port and the 31 output port are analog grounding ports, and the 34 output port and the 61 output port are digital grounding ports, so that the total number of the power-on awakening 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 volume of the micro control unit is reduced, and the hardware integration level of the hybrid power 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.

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. 11 is a schematic structural diagram of a hybrid transmission control system provided by an embodiment of the present disclosure. With reference to fig. 9-11, the hybrid transmission control system includes a hybrid transmission control unit HTCU as described above in the embodiments, and further includes a powertrain system and a high-pressure system, with the microcontrol unit in the HTCU communicating with the powertrain system via a T-CAN bus and the microcontrol unit in the HTCU communicating with the high-pressure system via an E-CAN bus. Specifically, in a traditional fuel vehicle, communication requirements of all parts 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 parts 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 all parts of the high-voltage system.

Alternatively, in conjunction with fig. 9-11, 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 also provides a hybrid vehicle, which comprises the hybrid transmission control system according to the above embodiment, so that the beneficial effects of the above embodiment are achieved, and the details are not repeated herein. The hybrid vehicle may be, for example, a hybrid vehicle including an automatic transmission of eight forward speeds.

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 method characterized by comprising:

controlling the HTCU to execute a part of the first module function;

controlling the HTCU to perform a portion of a second module function;

controlling the HTCU to perform a portion of a first module function;

the first module belongs to an HCU functional module group, and the second module belongs to a TCU functional module group;

the controlling the HTCU execution section first module function comprises controlling the HTCU for energy management strategy control, hybrid mode control, and torque coordinated control, the controlling the HTCU execution section second module function comprises controlling the HTCU for shift strategy control, shift clutch control, C0 clutch control, and torque intervention control, the controlling the HTCU execution section first module function comprises controlling the HTCU for transmission coordinated control, engine coordinated control, and motor coordinated control; alternatively, the first and second electrodes may be,

the controlling the HTCU to perform the first module function comprises controlling the HTCU to perform an energy management strategy control and a hybrid mode control, the controlling the HTCU to perform the second module function comprises controlling the HTCU to perform a shift strategy control, and the controlling the HTCU to perform the first module function comprises controlling the HTCU to perform a torque coordinated control.

2. The hybrid transmission control method of claim 1, wherein the controlling HTCU performs a portion of the first module functions, including:

controlling the HTCU to perform transmission cooperative control, engine cooperative control and motor cooperative control;

controlling the HTCU sequence to carry out shift strategy control, shift clutch control, C0 clutch control and torque intervention control; alternatively, the HTCU is controlled to sequentially perform shift strategy control, C0 clutch control, shift clutch control, and torque intervention control.

3. The hybrid transmission control method of claim 1, wherein the controlling HTCU performs a portion of the first module functions, including:

controlling the HTCU to carry out gear shifting strategy control;

controlling the HTCU to perform torque cooperative control;

after controlling the HTCU to perform torque coordination control, the method further comprises:

4. The hybrid transmission control method of claim 3, wherein the HTCU is controlled to sequentially perform shift clutch control, C0 clutch control, and torque intervention control; alternatively, the HTCU is controlled to sequentially perform C0 clutch control, shift clutch control, and torque intervention control.

5. The hybrid transmission control method according to claim 3, wherein the HTCU is controlled to sequentially perform transmission cooperative control, engine cooperative control, and motor cooperative control; or controlling the HTCU to perform transmission cooperative control, motor cooperative control and engine cooperative control in sequence.

6. A hybrid transmission control apparatus characterized by comprising:

7. An electronic device comprising a processor and a memory, the processor executing the steps of the hybrid transmission control method of any of claims 1-5 by invoking programs or instructions stored by the memory.

8. A storage medium characterized by storing a program or instructions that causes a computer to execute the steps of the hybrid transmission control method according to any one of claims 1 to 5.