CN111674382A - Four-wheel drive hybrid power control strategy based on motor efficiency and torque dynamic distribution - Google Patents
Four-wheel drive hybrid power control strategy based on motor efficiency and torque dynamic distribution Download PDFInfo
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- CN111674382A CN111674382A CN202010539498.4A CN202010539498A CN111674382A CN 111674382 A CN111674382 A CN 111674382A CN 202010539498 A CN202010539498 A CN 202010539498A CN 111674382 A CN111674382 A CN 111674382A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/119—Conjoint control of vehicle sub-units of different type or different function including control of all-wheel-driveline means, e.g. transfer gears or clutches for dividing torque between front and rear axle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/15—Control strategies specially adapted for achieving a particular effect
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/08—Electric propulsion units
- B60W2510/081—Speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/08—Electric propulsion units
- B60W2710/083—Torque
Abstract
A four-wheel-drive hybrid control strategy for dynamic torque allocation based on motor efficiency, the control strategy being based on a four-wheel-drive hybrid system, comprising the steps of: the vehicle control unit calculates the current torque required by the driver according to the depth of the accelerator pedal pressed by the driver, and performs front-back distribution of the torque based on the current efficiency interval of the operation of the front drive motor and the rear drive motor of the vehicle. The invention provides a four-wheel drive hybrid power control strategy for dynamically distributing torque according to motor efficiency, which effectively improves uneven power distribution of front and rear shafts of the existing four-wheel drive vehicle, reduces the consumption of fuel and electric energy of the vehicle and improves the economy of the vehicle.
Description
Technical Field
The invention relates to the technical field of vehicle controllers, in particular to a four-wheel drive hybrid power control strategy for dynamic distribution of motor efficiency and torque.
Background
Currently common fuel engine vehicles are capable of utilizing only 40% of the fuel potential under most road conditions, and can fall 25% under more complex road conditions, and most seriously, the atmospheric pollution becomes more and more serious as the quantity of gasoline vehicles increases. With the increasing demand for environmental protection, hybrid vehicles have emerged. The HCU-vehicle controller is used as a key part of the hybrid electric vehicle, and the control strategy of internal torque distribution directly influences the drivability of the hybrid electric vehicle and the economy of fuel oil and electric energy. The control strategy of the HCU-vehicle controller is also a main basis and mark for measuring the technical maturity of the hybrid vehicle. The driveability, consistency, fuel economy, electricity consumption economy and the like of the hybrid electric vehicle represent main indexes of the performance of the hybrid electric vehicle.
Disclosure of Invention
In order to overcome the defects in the prior art, the invention provides a four-wheel drive hybrid power control strategy for dynamically distributing the torque according to the efficiency of a motor, so that the problem that the power distribution of the front shaft and the rear shaft of the existing four-wheel drive vehicle is uneven is effectively solved, the consumption of fuel oil and electric energy of the vehicle is reduced, and the economy of the vehicle is improved.
The technical scheme adopted by the invention for solving the technical problems is as follows:
a four-wheel-drive hybrid control strategy for dynamic torque allocation based on motor efficiency, the control strategy being based on a four-wheel-drive hybrid system, comprising the steps of: the vehicle control unit calculates the current torque required by the driver according to the depth of the accelerator pedal pressed by the driver, and performs front-back distribution of the torque based on the current efficiency interval of the operation of the front drive motor and the rear drive motor of the vehicle.
Further, the control strategy further comprises the steps of:
the vehicle controller calculates the required torque of the whole vehicle according to a table look-up of the speed ratio of the gearbox by an accelerator pedal signal;
the vehicle control unit is communicated with the front drive motor and the rear drive motor to obtain the current rotating speed and torque information of the vehicle control unit, and the vehicle control unit calculates the motor power according to the current rotating speed and torque information and carries out front and rear shaft torque arbitration and torque distribution;
the vehicle control unit calculates the current power of the front drive motor and the rear drive motor, and performs power distribution of the front drive motor and the rear drive motor according to the available charge-discharge power of the high-voltage battery reported by the high-voltage battery management system.
Still further, the architecture of the four-wheel drive hybrid power system is a P2+ P4 architecture, and the four-wheel drive hybrid power system comprises a front axle drive assembly and a rear axle drive assembly, wherein the front axle drive assembly comprises an engine, a front drive motor and a front axle gearbox which are coaxially connected, the front drive motor is a P2 motor, the P2 motor is integrated in the front axle gearbox, the engine is connected with the P2 motor through a clutch, and the P2 motor is connected with an input shaft of the front axle gearbox through a hydraulic torque converter; the rear shaft driving assembly comprises a rear driving motor and a rear axle two-gear gearbox, and the rear driving motor is a P4 motor;
the driving modes of the system include an electric only mode and a hybrid mode.
The invention has the following beneficial effects: the vehicle control unit receives real-time operation information sent by vehicle power parts, quickly and accurately calculates the operating efficiency interval range of the front and rear axle power parts, arbitrates and calculates and distributes the required torque according to the required torque of a driver based on the efficiency interval range, and sends the required torque to the front and rear axle power parts in a message driving mode, so that the torque of the front and rear axle power parts is dynamically adjusted and changed to operate in the optimal efficiency interval, and the economy of the whole vehicle is improved on the premise of ensuring the power performance of the whole vehicle.
Drawings
FIG. 1 is a schematic diagram of a hybrid powertrain with a P2+ P4 architecture suitable for use with the present invention.
FIG. 2 is a flow chart of the present invention for efficiency based dynamic torque distribution.
Fig. 3 is a power allocation diagram.
Detailed Description
The invention is further described below with reference to the accompanying drawings.
Referring to fig. 1 to 3, a four-wheel drive hybrid control strategy for dynamic torque distribution according to motor efficiency is based on a four-wheel drive hybrid system, and comprises the following steps: the HCU calculates the current torque required by the driver according to the depth of the accelerator pedal pressed by the driver, and distributes the torque front and back based on the current efficiency interval of the front drive motor and the rear drive motor of the vehicle.
Further, the control strategy further comprises the steps of:
the HCU calculates the required torque of the whole vehicle according to a gearbox speed ratio look-up table through an accelerator pedal signal;
the HCU is communicated with the front-drive motor and the rear-drive motor to acquire the current rotating speed and torque information of the HCU, and accordingly, the HCU calculates the motor power and arbitrates the torque of the front axle and the rear axle and distributes the torque;
and the vehicle control unit HCU calculates the current power of the front drive motor and the rear drive motor, and performs power distribution of the front drive motor and the rear drive motor according to the available charge-discharge power of the high-voltage battery reported by the high-voltage battery management system BMS.
As shown in fig. 1, the triad controller PEU: the method mainly controls a front drive motor, a rear drive motor and an inverter DCDC; the four-wheel-drive hybrid power system is a P2+ P4 architecture and comprises a front axle driving assembly and a rear axle driving assembly, wherein the front axle driving assembly comprises an engine, a P2 motor and a front axle gearbox which are coaxially connected, the P2 motor is integrated in the front axle gearbox, the engine is connected with the P2 motor through a clutch, and the P2 motor is connected with an input shaft of the front axle gearbox through a hydraulic torque converter; the rear shaft driving assembly comprises a rear driving motor and a rear axle two-gear gearbox, and the rear driving motor is a P4 motor. The driving modes of the system include an electric only mode and a hybrid mode.
The vehicle control unit (HCU) is respectively in CAN communication with an Engine Controller (ECU), a three-in-one controller (PEU), a gearbox controller (TCU) and a high-voltage Battery Management System (BMS), the Engine Controller (ECU) is connected with an engine, the three-in-one controller (PEU) is respectively connected with a P2 motor, a rear drive motor and an inverter (DCDC), the gearbox controller (TCU) is connected with a front axle gearbox, the front axle gearbox is a 6DCT gearbox, the 6DCT gearbox is a 6-gear double-clutch gearbox, and the battery management system is connected with a high-voltage battery pack; the three-in-one controller PEU is connected with the high-voltage battery pack through a vehicle-mounted charger OBC, and the instrument and the vehicle body stabilizing system ESP are respectively connected with the hybrid power controller HCU. The engine is a 1.2TGDI engine.
The invention is a hybrid vehicle for torque dynamic distribution based on power component efficiency, the hybrid vehicle is a hybrid vehicle with P2+ P4 framework, as shown in figure 1, the running mode of the whole vehicle is EV (electric mode) and HEV (electric hybrid electric mode); the HCU calculates the required torque of the driver according to the depth of the accelerator pedal pressed by the driver; the three-in-one controller PEU and the high-voltage battery management system BMS are communicated with the vehicle control unit HCU, and the information of the running state of the power parts of the front and rear shafts, the dischargeable power of the current high-voltage battery and the like is sent to the vehicle control unit HCU in the form of CAN messages;
and the HCU arbitrates the required torque of the front axle and the rear axle and distributes the required torque. The vehicle control unit HCU strategy is a strategy for dynamic torque distribution based on power component efficiency.
The invention discloses a four-wheel drive hybrid vehicle for dynamically distributing torque according to efficiency, which is already used for a hybrid vehicle of a P2+ P4 framework of a certain main engine plant, the strategy of the four-wheel drive hybrid vehicle is mainly that the rotating speed, the torque and the efficiency of a front axle P2 motor and a rear axle P4 motor are calculated, a vehicle control unit realizes a front axle engine in a mode of limiting or increasing the torque of the front axle motor and the rear axle motor according to the calculation request, and the front axle P2 motor and the rear axle P4 motor work and operate in an optimal interval of external characteristics, so that the effects of energy conservation and emission reduction are achieved.
The vehicle operates in a four-wheel drive mode:
1. the vehicle control unit multiplies the voltage value and the current value of the precursor motor according to the voltage value of the precursor motor reported by the controller of the precursor motor to obtain the current power of the precursor motor or the angular speed of the precursor motor, multiplies the current available maximum torque of the precursor motor, searches the motor efficiency eta from an external characteristic curve of the motor according to the rotating speed of the precursor motor, and calculates the current power P _ f1 of the precursor motor.
2. The vehicle control unit multiplies the current value of the rear-drive motor by the voltage value of the rear-drive motor reported by the rear-drive motor controller to obtain the available power of the rear-drive motor or the angular speed of the rear-drive motor, multiplies the current available maximum torque of the rear-drive motor, searches the motor efficiency eta from the external characteristic curve of the motor according to the rotating speed of the rear-drive motor, and calculates the available power of the rear-drive motor.
3. And the vehicle control unit reports the available charging and discharging power P _ batt of the high-voltage battery according to the high-voltage battery management system BMS.
4. The vehicle controller dynamically allocates power according to the available charge and discharge power P _ batt of the high-voltage battery in step 3, and preferentially allocates the front drive in a strategy (preferentially front drive and faster vehicle starting), and takes the minimum value according to the current power P _ f1 of the front drive motor calculated in step 1 and the available charge and discharge power P _ batt of the high-voltage battery obtained in step 3 as the power allocated to the front drive motor, that is, the available power allocated to the front drive motor is P _ sf Min (P _ batt, P _ f1), and the available power value P _ sf allocated to the front drive motor is subtracted from the available charge and discharge power P _ batt of the high-voltage battery in step 3 to obtain the available power P _ sr allocated to the rear drive, that is, P _ sr ═ P _ batt-Min (P _ batt, P _ f 1).
5. And (4) respectively dividing the available power of the front drive motor and the available power of the rear drive motor which are calculated in the step (4) by the rotating speeds of the front drive motor and the rear drive motor to calculate the torque limit values of the front drive motor and the rear drive motor, and distributing the total required torque of the driver by the vehicle controller according to the calculated torque limit values of the front drive motor and the rear drive motor.
6. And dynamic allocation of front and rear driving power is realized. As shown in fig. 1, in the driving process of a four-wheel-drive hybrid electric vehicle with a P2+ P4 architecture, because the speed ratios of a front-axle gearbox, a rear-axle gearbox and a speed reducer are different, the rotating speeds of a front-drive P2 motor and a rear-drive P4 motor are different at a certain speed, which causes different working efficiency intervals of the P2 motor and the P4 motor, the algorithm performs dynamic torque adjustment according to the current working efficiency of the P2 motor and the P4 motor, so that both the two motors can operate in the optimal working interval of the motor characteristics.
According to the four-wheel-drive hybrid power control strategy for dynamically distributing the torque according to the motor efficiency, the torque distribution of the vehicle P2 motor and the P4 motor is that the vehicle control unit HCU intelligently and dynamically distributes the torque according to the current working condition of the vehicle, so that the P2 motor and the P4 motor are operated in an economic region.
The invention ensures that the hybrid electric vehicle can more effectively reach the main index of the vehicle performance, and the strategy of dynamic torque distribution based on the power component efficiency of the vehicle control unit HCU becomes a relatively ideal vehicle control mode.
Claims (3)
1. A four-wheel-drive hybrid control strategy that dynamically allocates torque based on motor efficiency, characterized by: the control strategy is based on a four-wheel drive hybrid power system and comprises the following steps: the vehicle control unit calculates the current torque required by the driver according to the depth of the accelerator pedal pressed by the driver, and performs front-back distribution of the torque based on the current efficiency interval of the operation of the front drive motor and the rear drive motor of the vehicle.
2. A four-wheel-drive hybrid control strategy for dynamic torque allocation based on motor efficiency according to claim 1 wherein: the control strategy further comprises the steps of:
the vehicle controller calculates the required torque of the whole vehicle according to a table look-up of the speed ratio of the gearbox by an accelerator pedal signal;
the vehicle control unit is communicated with the front drive motor and the rear drive motor to obtain the current rotating speed and torque information of the vehicle control unit, and the vehicle control unit calculates the motor power according to the current rotating speed and torque information and carries out front and rear shaft torque arbitration and torque distribution;
the vehicle control unit calculates the current power of the front drive motor and the rear drive motor, and performs power distribution of the front drive motor and the rear drive motor according to the available charge-discharge power of the high-voltage battery reported by the high-voltage battery management system.
3. A four-wheel-drive hybrid control strategy for dynamic torque allocation based on motor efficiency according to claim 1 or 2 wherein: the four-wheel-drive hybrid power system is a P2+ P4 architecture and comprises a front axle drive assembly and a rear axle drive assembly, wherein the front axle drive assembly comprises an engine, a front drive motor and a front axle gearbox which are coaxially connected, the front drive motor is a P2 motor, the P2 motor is integrated in the front axle gearbox, the engine is connected with the P2 motor through a clutch, and the P2 motor is connected with an input shaft of the front axle gearbox through a hydraulic torque converter; the rear shaft driving assembly comprises a rear driving motor and a rear axle two-gear gearbox, and the rear driving motor is a P4 motor;
the driving modes of the system include an electric only mode and a hybrid mode.
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| CN202010539498.4A CN111674382A (en) | 2020-06-14 | 2020-06-14 | Four-wheel drive hybrid power control strategy based on motor efficiency and torque dynamic distribution |
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| CN202010539498.4A CN111674382A (en) | 2020-06-14 | 2020-06-14 | Four-wheel drive hybrid power control strategy based on motor efficiency and torque dynamic distribution |
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