CN112455241A - Automobile power system control method, device, equipment and storage medium - Google Patents
Automobile power system control method, device, equipment and storage medium Download PDFInfo
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- CN112455241A CN112455241A CN202011426147.9A CN202011426147A CN112455241A CN 112455241 A CN112455241 A CN 112455241A CN 202011426147 A CN202011426147 A CN 202011426147A CN 112455241 A CN112455241 A CN 112455241A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/12—Speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/421—Speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/423—Torque
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/54—Drive Train control parameters related to batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Abstract
The invention belongs to the technical field of automobiles, and discloses an automobile power system control method, device, equipment and storage medium. The method comprises the following steps: acquiring available power of a battery system corresponding to the current automobile; acquiring the current road working condition, the current motor rotating speed and the rotating speed change gradient; determining the motor torque according to the current road working condition, the current motor rotating speed and the rotating speed change gradient; determining a target motor torque according to the available power of the battery system and the motor torque; and controlling a motor in the automobile power system to output the target motor torque. Through the mode, the available power of the battery system and the torque of the motor are obtained, the torque of the motor is dynamically controlled according to the available power of the battery system and the torque of the motor, the output capacity of the dual-power system is reasonably controlled, and the technical problem that the existing power system capacity cannot be fully utilized, the power performance and the drivability of the whole vehicle are affected, and the user experience is poor is solved.
Description
Technical Field
The invention relates to the technical field of automobiles, in particular to a method, a device, equipment and a storage medium for controlling an automobile power system.
Background
The pure electric vehicle power system is composed of a power battery and an electric drive system dual-power system, and the pure electric vehicle is matched with the electric drive system with a larger capacity battery and higher power along with the continuous improvement of the user on the power performance requirement of the whole vehicle, but under different driver intentions or use working conditions, the power system capacity cannot be fully utilized, the power performance, the drivability and the like of the whole vehicle are influenced, and the user experience is poor. The main body is as follows: firstly, the available power of the battery (influenced by factors such as temperature, SOC, SOH and the like) cannot be fully utilized; secondly, under the working conditions of full-load acceleration, quick starting, rapid acceleration, secondary acceleration and the like, the motor torque loading rate is high, the wheel-side torque loading is overlarge, the whole vehicle is easy to slip, the dynamic property is influenced, and the drivability is poor.
The above is only for the purpose of assisting understanding of the technical aspects of the present invention, and does not represent an admission that the above is prior art.
Disclosure of Invention
The invention mainly aims to provide a method, a device, equipment and a storage medium for controlling an automobile power system, and aims to solve the technical problem that the user experience is poor due to the fact that the power performance and the drivability of the whole automobile are affected because the capability of the current power system cannot be fully utilized.
In order to achieve the above object, the present invention provides a method for controlling a vehicle power system, the method comprising the steps of:
acquiring available power of a battery system corresponding to the current automobile;
acquiring the current road working condition, the current motor rotating speed and the rotating speed change gradient;
determining motor torque according to the current road working condition, the current motor rotating speed and the rotating speed change gradient;
determining a target motor torque according to the available power of the battery system and the motor torque;
and controlling a motor in the automobile power system to output the target motor torque.
Optionally, the determining the motor torque according to the current road condition, the current motor speed and the speed change gradient includes:
and searching the motor torque from a preset torque relation table according to the current road working condition, the current motor rotating speed and the rotating speed change gradient.
Optionally, the obtaining available power of the battery system corresponding to the current automobile includes:
acquiring current state parameters of a battery system and intention parameters input by a driver;
and searching the available power of the battery system from a preset power relation table according to the current state parameter and the intention parameter of the battery system.
Optionally, the determining a target motor torque according to the available power of the battery system and the motor torque comprises:
determining the output power of the electric drive system according to the motor torque and the current motor rotating speed;
a target motor torque is determined based on the battery system available power and the electric drive system output power.
Optionally, said determining a target motor torque based on said battery system available power and said electric drive system output power comprises:
comparing the battery system available power to the electric drive system output power;
and when the available power of the battery system is larger than or equal to the output power of the electric drive system, taking the motor torque as a target motor torque.
Optionally, after comparing the power available from the battery system with the power output from the electric drive system, the method further comprises:
when the available power of the battery system is smaller than the output power of the electric drive system, acquiring a loss coefficient;
and determining a target motor torque according to the available power of the battery system, the loss coefficient and the current motor rotating speed.
Optionally, the acquiring the current road condition, the current motor speed, and the speed change gradient includes:
acquiring the current motor rotating speed and the current running state parameter of the current automobile;
determining the current road working condition according to the current operation state parameter;
and acquiring the variation of the rotating speed of the motor within preset sampling time, and taking the variation as a rotating speed variation gradient.
In addition, in order to achieve the above object, the present invention also provides a vehicle power system control device, including:
the acquisition module is used for acquiring the available power of a battery system corresponding to the current automobile;
the acquisition module is also used for acquiring the current road working condition, the current motor rotating speed and the rotating speed change gradient;
the determining module is used for determining the motor torque according to the current road working condition, the current motor rotating speed and the rotating speed change gradient;
the determining module is further used for determining a target motor torque according to the available power of the battery system and the motor torque;
and the control module is used for controlling a motor in the automobile power system to output the target motor torque.
Further, to achieve the above object, the present invention also proposes an automotive power system control apparatus including: a memory, a processor, and a vehicle powertrain control program stored on the memory and executable on the processor, the vehicle powertrain control program configured to implement the steps of the vehicle powertrain control method as described above.
In addition, to achieve the above object, the present invention further provides a storage medium having a vehicle powertrain control program stored thereon, wherein the vehicle powertrain control program, when executed by a processor, implements the steps of the vehicle powertrain control method as described above.
According to the invention, the available power of the battery system corresponding to the current automobile is obtained; acquiring the current road working condition, the current motor rotating speed and the rotating speed change gradient; determining the motor torque according to the current road working condition, the current motor rotating speed and the rotating speed change gradient; determining a target motor torque according to the available power of the battery system and the motor torque; and controlling a motor in the automobile power system to output the target motor torque. Through the mode, the available power of the battery system and the motor torque are obtained, the torque of the motor is dynamically controlled according to the available power of the battery system and the motor torque, the output capacity of the dual-power system is reasonably controlled, the dynamic performance and the driving performance of the whole vehicle are improved, the optimal matching use requirements are guaranteed under different use scenes, and the technical problem that the current power system capacity cannot be fully utilized, the dynamic performance and the driving performance of the whole vehicle are influenced, and the user experience is poor is solved.
Drawings
FIG. 1 is a schematic diagram of an exemplary embodiment of an automotive powertrain control device in a hardware operating environment;
FIG. 2 is a schematic flow chart diagram illustrating a first embodiment of a method for controlling a powertrain system of an automobile according to the present invention;
FIG. 3 is a schematic flow chart diagram illustrating a second embodiment of a method for controlling a powertrain system of an automobile according to the present invention;
FIG. 4 is a schematic flow chart diagram illustrating a third exemplary embodiment of a method for controlling a powertrain system of a vehicle according to the present invention;
fig. 5 is a block diagram showing the configuration of the first embodiment of the control apparatus for a vehicle power system according to the present invention.
The implementation, functional features and advantages of the objects of the present invention will be further explained with reference to the accompanying drawings.
Detailed Description
It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
Referring to fig. 1, fig. 1 is a schematic structural diagram of a vehicle power system control device in a hardware operating environment according to an embodiment of the present invention.
As shown in fig. 1, the vehicle powertrain control apparatus may include: a processor 1001, such as a Central Processing Unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. Wherein a communication bus 1002 is used to enable connective communication between these components. The user interface 1003 may include a Display screen (Display), an input unit such as a Keyboard (Keyboard), and the optional user interface 1003 may also include a standard wired interface, a wireless interface. The network interface 1004 may optionally include a standard wired interface, a WIreless interface (e.g., a WIreless-FIdelity (WI-FI) interface). The Memory 1005 may be a Random Access Memory (RAM) Memory, or may be a Non-Volatile Memory (NVM), such as a disk Memory. The memory 1005 may alternatively be a storage device separate from the processor 1001.
Those skilled in the art will appreciate that the configuration shown in FIG. 1 does not constitute a limitation of automotive powertrain control devices, and may include more or fewer components than shown, or some components in combination, or a different arrangement of components.
As shown in fig. 1, a memory 1005, which is a storage medium, may include therein an operating system, a network communication module, a user interface module, and a vehicle power system control program.
In the vehicle power system control apparatus shown in fig. 1, the network interface 1004 is mainly used for data communication with a network server; the user interface 1003 is mainly used for data interaction with a user; the processor 1001 and the memory 1005 in the automotive powertrain control apparatus of the present invention may be provided in the automotive powertrain control apparatus that calls the automotive powertrain control program stored in the memory 1005 through the processor 1001 and executes the automotive powertrain control method provided by the embodiment of the present invention.
An embodiment of the present invention provides a method for controlling an automotive power system, and referring to fig. 2, fig. 2 is a schematic flow chart of a first embodiment of the method for controlling the automotive power system according to the present invention.
In this embodiment, the control method for the vehicle power system includes the following steps:
step S10: and acquiring available power of a battery system corresponding to the current automobile.
It is understood that the execution subject of the embodiment is an automotive power system Control device, and the automotive power system Control device may be a Vehicle Control Unit (VCU) or other devices that can execute the same function, and the embodiment takes the Vehicle Control Unit as an example for description.
It should be noted that the available power of the battery system represents the capability of outputting or receiving power of the battery, and the available power of the battery system may be directly calculated by the current actual discharge voltage and the maximum allowable discharge current, or may be determined by looking up a table by the preset load state. The process of obtaining the available power of the battery system corresponding to the current automobile may include obtaining from other monitoring controllers, or may obtain the actual voltage, so as to calculate the available power of the battery system.
Step S20: and acquiring the current road working condition, the current motor rotating speed and the rotating speed change gradient.
It can be understood that the vehicle control unit obtains the current road condition, the current motor speed and the speed change gradient through various sensors mounted on the vehicle.
Specifically, step S20 includes: acquiring the current motor rotating speed and the current running state parameter of the current automobile; determining the current road working condition according to the current operation state parameter; and acquiring the variation of the rotating speed of the motor within preset sampling time, and taking the variation as a rotating speed variation gradient.
It should be understood that the current operation state is collected through a sensor installed on the vehicle, and the current operation state may include a roll angle, a vehicle speed, an accelerator pedal position, and the like, and the current operation state is compared with the parameters of the preset road condition, and if the current operation state is met, the current road condition is determined to be the preset road condition. In a specific implementation, the preset sampling time may be set to 10ms, and the variation of the motor within 10ms is obtained according to the rotation speed sensor, so as to determine the rotation speed variation gradient.
Step S30: and determining the motor torque according to the current road working condition, the current motor rotating speed and the rotating speed change gradient.
In the concrete implementation, the motor torque can be determined in two ways, the first way is to look up a corresponding loss value from a preset loss table through the current road working condition, determine a torque increment according to the current motor rotating speed and the rotating speed change gradient, multiply the torque increment and the loss value to obtain an expected torque increment, obtain the current torque, and add the current torque and the expected torque increment to obtain the motor torque. The second way is to look up the motor torque from the preset torque relation table according to the current road condition, the current motor rotating speed and the rotating speed change gradient.
Further, in order to eliminate the error caused by the calculation of the motor torque, step S30 includes: and searching the motor torque from a preset torque relation table according to the current road working condition, the current motor rotating speed and the rotating speed change gradient.
It can be understood that the preset torque relationship table is determined by calibration, and in the vehicle development process, the conditions of different road conditions, different motor rotating speeds and different rotating speed variation gradients are recorded, and the optimal motor torque is determined and stored in the preset torque relationship table for subsequent search. Referring to table 1, table 1 is a preset torque relationship representation. Table 1 is used only as a reference for the preset torque relationship table, and in a specific implementation, calibration determination is performed according to actual conditions.
TABLE 1
In table 1, the typical road 1 and the typical road 2 are typical road conditions set according to different adhesion coefficients, and in the table look-up process, the current road condition is obtained and compared with the parameters corresponding to the typical road 1 and the typical road 2, so as to determine whether the current road condition is the typical road 1 or the typical road 2. TMspdload is a speed change gradient and is determined according to the change value of the motor speed within 10ms, TMspdmax represents the maximum motor speed in the calibration process, and TMtq represents the motor torque obtained by looking up a table.
In a specific implementation, before looking up the motor torque from a preset torque relationship table according to the current road condition, the current motor speed and the speed change gradient, the method further includes: when the vehicle is in a calibration working condition that the whole vehicle does not slip and the whole vehicle power is not interrupted, acquiring motor torque calibration values of different attachment coefficient typical roads, non-variable rotating speed change gradients and different motor rotating speeds; and correspondingly storing the motor torque, the motor rotating speed, the road working condition and the rotating speed change gradient in a preset torque relation table one by one.
Step S40: a target motor torque is determined based on the battery system available power and the motor torque.
It should be noted that the process of determining the target motor torque according to the available power of the battery system and the motor torque may include directly taking the motor torque as the target motor torque when the available power of the battery system supports the motor to output the motor torque, and determining the target motor torque according to the available power of the battery system when the available power of the battery system does not support the motor to output the motor torque. The process of calculating the target motor torque according to the available power of the battery system may include searching for a corresponding target motor torque from a preset table through the available power of the battery system, or may be determined according to the available power of the battery system and the current motor speed.
Step S50: and controlling a motor in the automobile power system to output the target motor torque.
In the embodiment, the available power of the battery system corresponding to the current automobile is obtained; acquiring the current road working condition, the current motor rotating speed and the rotating speed change gradient; determining the motor torque according to the current road working condition, the current motor rotating speed and the rotating speed change gradient; determining a target motor torque according to the available power of the battery system and the motor torque; and controlling a motor in the automobile power system to output the target motor torque. Through the mode, the available power of the battery system and the motor torque are obtained, the torque of the motor is dynamically controlled according to the available power of the battery system and the motor torque, the output capacity of the dual-power system is reasonably controlled, the dynamic performance and the driving performance of the whole vehicle are improved, the optimal matching use requirements are guaranteed under different use scenes, and the technical problem that the current power system capacity cannot be fully utilized, the dynamic performance and the driving performance of the whole vehicle are influenced, and the user experience is poor is solved.
Referring to fig. 3, fig. 3 is a flow chart illustrating a control method of a vehicle powertrain according to a second embodiment of the present invention.
Based on the first embodiment, the step S10 of the control method for the vehicle powertrain system of the present embodiment includes:
step S101: and acquiring current state parameters of the battery system and intention parameters input by a driver.
It is understood that the current state parameters of the battery system may include: the battery pack maximum temperature TBmax, the battery pack minimum temperature TBmin, the available battery capacity SOC and the battery pack voltage U; the driver-entered intent parameters may include: accelerator pedal opening Acpedlpos, accelerator pedal opening change gradient acpedload per unit time, vehicle speed V, and pedal depression time. The battery pack generally comprises a plurality of single batteries, the temperature of each part of the battery pack is different in the using process, the highest temperature of the battery pack refers to the temperature value of the part with the highest temperature, and the lowest temperature of the battery pack refers to the temperature value of the part with the lowest temperature. In the obtaining process, the temperatures of a plurality of positions of the battery pack in a charged load state can be obtained, the highest temperature is used as the highest temperature of the battery pack, and the lowest temperature is used as the lowest temperature of the battery pack, wherein the plurality of positions are distributed at different positions of the battery pack.
The obtaining process of the accelerator opening degree change gradient acpedload per unit time may include obtaining a preset unit time, obtaining a change value of the accelerator opening degree within the preset unit time, and using the change value as the accelerator opening degree change gradient per unit time. In a specific implementation, the preset unit time is set to 10 ms.
Step S102: and searching the available power of the battery system from a preset power relation table according to the current state parameter and the intention parameter of the battery system.
It can be understood that the preset power relation table is determined in advance according to calibration, and includes a corresponding relation between a current state parameter of the battery system, an intention parameter and an available power of the battery system. The method comprises the steps of carrying out multiple tests in the automobile calibration process, determining the corresponding available power of the battery pack in different temperature values under various preset charge states and the vehicle in different braking states through the tests, and storing the current state parameters, the intention parameters and the available power of the battery system in a one-to-one correspondence manner for subsequent calling.
It should be noted that, the maximum available power of the battery system can be dynamically calculated in real time by looking up the preset power relation table. Referring to table 2, table 2 is a table of pre-set power relationship representations, and the elements shown in table 2 do not constitute a limitation of the table of pre-set power relationships, and may include more or less elements than the table in a specific implementation.
As explained by taking the parameters in table 2 as examples, two battery system available powers are defined: the battery system available power PBTE1 lasting for the time t1 and the battery system available power PBTE2 lasting for the time t2, wherein t1, t2, PBTE1 and PBTE2 are calibrated values based on different battery states of charge at different temperatures of the battery system. The vehicle control unit calls the available power PBTE1 and PBTE2 of the battery system in real time based on the intention parameters of the driver.
TABLE 2
Taking the driver intention parameter as the pedal stepping time as an example for explanation, assuming that t1 is 2s and t2 is 8s, when the driver steps on the pedal for 2s, the battery pack temperature and the current load state are obtained, the available power PBTE1 of the battery system is searched from the table according to the battery pack temperature and the current load state, when the driver steps on the pedal for 8s, the battery pack temperature and the current load state are obtained, and the available power PBTE2 of the battery system is searched from the table according to the battery pack temperature and the current load state.
According to the embodiment, the current state parameters of the battery system and the intention parameters input by a driver are obtained, the available power of the battery system is searched from the preset power relation table according to the current state parameters and the intention parameters of the battery system, the available power of the current battery system is dynamically mastered in real time, the torque of the motor is dynamically controlled according to the available power of the battery system and the torque of the motor, the output capacity of the dual-power system is reasonably controlled, the dynamic property and the driving property of the whole vehicle are improved, the optimal matching use requirements can be ensured in different use scenes, the problem that the capacity of the current power system cannot be fully utilized, the dynamic property and the driving property of the whole vehicle are influenced, and the technical problem of poor user experience is caused is solved.
Referring to fig. 4, fig. 4 is a schematic flow chart of a control method of a vehicle powertrain according to a third embodiment of the invention.
Based on the first embodiment, the step S40 of the control method for the vehicle powertrain system of the present embodiment includes:
step S401: and determining the output power of the electric drive system according to the motor torque and the current motor rotating speed.
It can be understood that the motor torque is a motor output torque request value, the motor output torque request value TMtq1 is dynamically calculated in real time by checking a preset torque relation table, and the output power PTM1 of the electric drive system is calculated by combining the real-time rotating speed of the motor, wherein the output power of the electric drive system is the power which is expected to be output by the electric drive system under the condition of not considering the influence of a battery and other factors.
Step S402: a target motor torque is determined based on the battery system available power and the electric drive system output power.
It should be noted that the target motor torque is determined by comparing the available power of the battery system and the output power of the electric drive system.
Further, step S402 includes: comparing the battery system available power to the electric drive system output power; and when the available power of the battery system is larger than or equal to the output power of the electric drive system, taking the motor torque as a target motor torque.
After said comparing said battery system available power to said electric drive system output power, said method further comprises: when the available power of the battery system is smaller than the output power of the electric drive system, acquiring a loss coefficient; and determining a target motor torque according to the available power of the battery system, the loss coefficient and the current motor rotating speed.
It can be understood that if the available power PBTE of the battery system is larger than or equal to the output power PTM1 of the electric drive system, the vehicle control unit takes the requested motor torque value TMtq1 as the target motor torque; if the available power PBTE of the battery system is less than or equal to the output power PTM1 of the electric drive system, the vehicle control unit recalculates the torque request value TMtq2, takes the motor torque request value TMtq2 as the target motor torque, and particularly calculates the torque request value TMtq2 through the formula (1):
where TMtq2 is the target motor torque, PBTE is the battery system available power, TMspd is the current motor speed, and a is the loss factor.
It can be understood that if the current state parameters of the battery system include fault parameters, the corresponding available power of the battery system is called to be 0, the vehicle controller judges that the available power PBTE of the battery system is less than or equal to the output power PTM1 of the electric drive system, and the final output target torque is 0, so that safety accidents can be avoided.
According to the method, the current available power of the battery system and the motor torque are dynamically acquired in real time, the optimal target motor torque which can be output is determined, the output power of the electric drive system is determined according to the motor torque and the current motor rotating speed, the target motor torque is determined according to the available power of the battery system and the output power of the electric drive system, the output capacity of the dual-power system is reasonably controlled, the power performance and the driving performance of the whole vehicle are improved, the optimal matching use requirements under different use scenes are ensured, the problem that the capacity of the current power system cannot be fully utilized, the power performance and the driving performance of the whole vehicle are affected, and the technical problem of poor user experience is caused is solved.
Furthermore, an embodiment of the present invention further provides a storage medium, where the storage medium stores a vehicle powertrain control program, and the vehicle powertrain control program, when executed by a processor, implements the steps of the vehicle powertrain control method as described above.
Referring to fig. 5, fig. 5 is a block diagram showing the configuration of the first embodiment of the control apparatus for a vehicle powertrain according to the present invention.
As shown in fig. 5, an automotive power system control apparatus according to an embodiment of the present invention includes:
the obtaining module 10 is configured to obtain available power of a battery system corresponding to a current automobile.
It should be noted that the available power of the battery system represents the capability of outputting or receiving power of the battery, and the available power of the battery system may be directly calculated by the current actual discharge voltage and the maximum allowable discharge current, or may be determined by looking up a table by the preset load state. The process of obtaining the available power of the battery system corresponding to the current automobile may include obtaining from other monitoring controllers, or may obtain the actual voltage, so as to calculate the available power of the battery system.
The obtaining module 10 is further configured to obtain a current road condition, a current motor rotation speed, and a rotation speed variation gradient.
It is understood that the obtaining module 10 obtains the current road condition, the current motor speed and the speed change gradient through various sensors mounted on the vehicle.
Specifically, the obtaining module 10 is further configured to obtain a current motor speed and a current operating state parameter of the current automobile; determining the current road working condition according to the current operation state parameter; and acquiring the variation of the rotating speed of the motor within preset sampling time, and taking the variation as a rotating speed variation gradient.
It should be understood that the obtaining module 10 collects the current operation state through a sensor installed on the vehicle, and the current operation state may include a roll angle, a vehicle speed, an accelerator pedal position, and the like, compares the current operation state with the parameters of the preset road condition, and if the current operation state is met, determines that the current road condition is the preset road condition. In a specific implementation, the preset sampling time may be set to 10ms, and the variation of the motor within 10ms is obtained according to the rotation speed sensor, so as to determine the rotation speed variation gradient.
And the determining module 20 is configured to determine the motor torque according to the current road condition, the current motor speed, and the speed change gradient.
In the concrete implementation, the motor torque can be determined in two ways, the first way is to look up a corresponding loss value from a preset loss table through the current road working condition, determine a torque increment according to the current motor rotating speed and the rotating speed change gradient, multiply the torque increment and the loss value to obtain an expected torque increment, obtain the current torque, and add the current torque and the expected torque increment to obtain the motor torque. The second way is to look up the motor torque from the preset torque relation table according to the current road condition, the current motor rotating speed and the rotating speed change gradient.
Further, in order to eliminate an error caused by calculation on the motor torque, the determining module 20 is further configured to look up the motor torque from a preset torque relation table according to the current road condition, the current motor speed, and the speed change gradient.
It can be understood that the preset torque relationship table is determined by calibration, and in the vehicle development process, the conditions of different road conditions, different motor rotating speeds and different rotating speed variation gradients are recorded, and the optimal motor torque is determined and stored in the preset torque relationship table for subsequent search. Referring to table 1, table 1 is a preset torque relationship representation. Table 1 is used only as a reference for the preset torque relationship table, and in a specific implementation, calibration determination is performed according to actual conditions.
TABLE 1
In table 1, the typical road 1 and the typical road 2 are typical road conditions set according to different adhesion coefficients, and in the table look-up process, the current road condition is obtained and compared with the parameters corresponding to the typical road 1 and the typical road 2, so as to determine whether the current road condition is the typical road 1 or the typical road 2. TMspdload is a speed change gradient and is determined according to the change value of the motor speed within 10ms, TMspdmax represents the maximum motor speed in the calibration process, and TMtq represents the motor torque obtained by looking up a table.
In a specific implementation, the determining module 20 is further configured to obtain motor torque calibration values of different attachment coefficients for typical roads, different rotation speed variation gradients, and different motor rotation speeds when the vehicle is in a calibration condition where the whole vehicle does not slip and the whole vehicle power is not interrupted; and correspondingly storing the motor torque, the motor rotating speed, the road working condition and the rotating speed change gradient in a preset torque relation table one by one.
The determining module 20 is further configured to determine a target motor torque according to the available power of the battery system and the motor torque.
It should be noted that the process of determining the target motor torque according to the available power of the battery system and the motor torque may include directly taking the motor torque as the target motor torque when the available power of the battery system supports the motor to output the motor torque, and determining the target motor torque according to the available power of the battery system when the available power of the battery system does not support the motor to output the motor torque. The process of calculating the target motor torque according to the available power of the battery system may include searching for a corresponding target motor torque from a preset table through the available power of the battery system, or may be determined according to the available power of the battery system and the current motor speed.
And the control module 30 is used for controlling the motor in the automobile power system to output the target motor torque.
It should be understood that the above is only an example, and the technical solution of the present invention is not limited in any way, and in a specific application, a person skilled in the art may set the technical solution as needed, and the present invention is not limited thereto.
In the embodiment, the available power of the battery system corresponding to the current automobile is obtained; acquiring the current road working condition, the current motor rotating speed and the rotating speed change gradient; determining the motor torque according to the current road working condition, the current motor rotating speed and the rotating speed change gradient; determining a target motor torque according to the available power of the battery system and the motor torque; and controlling a motor in the automobile power system to output the target motor torque. Through the mode, the available power of the battery system and the motor torque are obtained, the torque of the motor is dynamically controlled according to the available power of the battery system and the motor torque, the output capacity of the dual-power system is reasonably controlled, the dynamic performance and the driving performance of the whole vehicle are improved, the optimal matching use requirements are guaranteed under different use scenes, and the technical problem that the current power system capacity cannot be fully utilized, the dynamic performance and the driving performance of the whole vehicle are influenced, and the user experience is poor is solved.
It should be noted that the above-described work flows are only exemplary, and do not limit the scope of the present invention, and in practical applications, a person skilled in the art may select some or all of them to achieve the purpose of the solution of the embodiment according to actual needs, and the present invention is not limited herein.
In addition, the technical details that are not described in detail in this embodiment may be referred to a control method of an automotive power system provided in any embodiment of the present invention, and are not described herein again.
In one embodiment, the obtaining module is further configured to obtain a current state parameter of the battery system and an intention parameter input by a driver;
and searching the available power of the battery system from a preset power relation table according to the current state parameter and the intention parameter of the battery system.
In an embodiment, the determining module 20 is further configured to determine an output power of the electric drive system according to the motor torque and the current motor speed;
a target motor torque is determined based on the battery system available power and the electric drive system output power.
In an embodiment, the determining module 20 is further configured to compare the available power of the battery system with the output power of the electric drive system;
and when the available power of the battery system is larger than or equal to the output power of the electric drive system, taking the motor torque as a target motor torque.
In an embodiment, the determining module 20 is further configured to obtain a loss factor when the available power of the battery system is smaller than the output power of the electric drive system;
and determining a target motor torque according to the available power of the battery system, the loss coefficient and the current motor rotating speed.
Further, it is to be noted that, in this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or system 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 system. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other like elements in a process, method, article, or system that comprises the element.
The above-mentioned serial numbers of the embodiments of the present invention are merely for description and do not represent the merits of the embodiments.
Through the above description of the embodiments, those skilled in the art will clearly understand that the method of the above embodiments can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware, but in many cases, the former is a better implementation manner. Based on such understanding, the technical solution of the present invention or portions thereof that contribute to the prior art may be embodied in the form of a software product, where the computer software product is stored in a storage medium (e.g. Read Only Memory (ROM)/RAM, magnetic disk, optical disk), and includes several instructions for enabling a terminal device (e.g. a mobile phone, a computer, a server, or a network device) to execute the method according to the embodiments of the present invention.
The above description is only a preferred embodiment of the present invention, and not intended to limit the scope of the present invention, and all modifications of equivalent structures and equivalent processes, which are made by using the contents of the present specification and the accompanying drawings, or directly or indirectly applied to other related technical fields, are included in the scope of the present invention.
Claims (10)
1. A control method of an automobile power system is characterized by comprising the following steps:
acquiring available power of a battery system corresponding to the current automobile;
acquiring the current road working condition, the current motor rotating speed and the rotating speed change gradient;
determining motor torque according to the current road working condition, the current motor rotating speed and the rotating speed change gradient;
determining a target motor torque according to the available power of the battery system and the motor torque;
and controlling a motor in the automobile power system to output the target motor torque.
2. The vehicle powertrain system control method of claim 1, wherein determining a motor torque based on the current road condition, the current motor speed, and the speed change gradient comprises:
and searching the motor torque from a preset torque relation table according to the current road working condition, the current motor rotating speed and the rotating speed change gradient.
3. The method for controlling the power system of the automobile according to claim 1, wherein the obtaining of the available power of the battery system corresponding to the current automobile comprises:
acquiring current state parameters of a battery system and intention parameters input by a driver;
and searching the available power of the battery system from a preset power relation table according to the current state parameter and the intention parameter of the battery system.
4. The automotive powertrain control method of claim 1, wherein determining a target motor torque based on the battery system available power and the motor torque comprises:
determining the output power of the electric drive system according to the motor torque and the current motor rotating speed;
a target motor torque is determined based on the battery system available power and the electric drive system output power.
5. The automotive powertrain control method of claim 4, wherein determining a target motor torque based on the battery system available power and the electric drive system output power comprises:
comparing the battery system available power to the electric drive system output power;
and when the available power of the battery system is larger than or equal to the output power of the electric drive system, taking the motor torque as a target motor torque.
6. The automotive powertrain control method of claim 5, wherein after comparing the battery system available power to the electric drive system output power, the method further comprises:
when the available power of the battery system is smaller than the output power of the electric drive system, acquiring a loss coefficient;
and determining a target motor torque according to the available power of the battery system, the loss coefficient and the current motor rotating speed.
7. The vehicle powertrain control method of any one of claims 1-6, wherein the obtaining the current road condition, the current motor speed, and the speed change gradient comprises:
acquiring the current motor rotating speed and the current running state parameter of the current automobile;
determining the current road working condition according to the current operation state parameter;
and acquiring the variation of the rotating speed of the motor within preset sampling time, and taking the variation as a rotating speed variation gradient.
8. An automotive powertrain control apparatus, characterized by comprising:
the acquisition module is used for acquiring the available power of a battery system corresponding to the current automobile;
the acquisition module is also used for acquiring the current road working condition, the current motor rotating speed and the rotating speed change gradient;
the determining module is used for determining the motor torque according to the current road working condition, the current motor rotating speed and the rotating speed change gradient;
the determining module is further used for determining a target motor torque according to the available power of the battery system and the motor torque;
and the control module is used for controlling a motor in the automobile power system to output the target motor torque.
9. An automotive power system control apparatus, characterized by comprising: a memory, a processor, and a vehicle powertrain control program stored on the memory and executable on the processor, the vehicle powertrain control program configured to implement the steps of the vehicle powertrain control method as recited in any one of claims 1-7.
10. A storage medium having a vehicle powertrain control program stored thereon, the vehicle powertrain control program, when executed by a processor, implementing the steps of the vehicle powertrain control method according to any one of claims 1 to 7.
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Application publication date: 20210309 |