CN112477862B - Method and device for realizing vehicle uphill starting auxiliary control - Google Patents

Method and device for realizing vehicle uphill starting auxiliary control Download PDF

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CN112477862B
CN112477862B CN201910786628.1A CN201910786628A CN112477862B CN 112477862 B CN112477862 B CN 112477862B CN 201910786628 A CN201910786628 A CN 201910786628A CN 112477862 B CN112477862 B CN 112477862B
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torque
vehicle
acceleration
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CN112477862A (en
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王林
窦希江
凌俊威
王浩
何�雄
晋碧瑄
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SAIC Motor Corp Ltd
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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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/06—Road conditions
    • B60W40/076—Slope angle of the road
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

The embodiment of the application discloses a method and a device for realizing vehicle uphill starting auxiliary control, wherein the method comprises the following steps: when the vehicle starts, estimating the current gradient, if the vehicle is in a slope, activating an uphill starting auxiliary control function, further detecting the opening degree of a brake pedal, entering a zero-vehicle-speed control mode when the opening degree of the brake pedal reaches a threshold value, distributing a first target torque to a motor and an engine, and realizing that the vehicle is maintained at the zero vehicle speed without generating a slope slip; and detecting the opening degree of an accelerator pedal, determining the torque requested by the driver and the torque required by crawling, determining a second target torque according to the torque requested by the driver and the torque required by crawling, and distributing the second target torque to the motor and the engine to realize the uphill auxiliary starting control of the hybrid vehicle without generating downhill.

Description

Method and device for realizing vehicle uphill starting auxiliary control
Technical Field
The application relates to the technical field of vehicle control, in particular to a method and a device for realizing vehicle uphill starting auxiliary control.
Background
A hybrid vehicle is equipped with an engine and a drive motor as power sources, and a user can select a pure electric drive mode in which the vehicle travels only by the motor drive and a parallel drive mode in which the vehicle travels by the engine and the motor. For a hybrid vehicle, when the vehicle starts on a slope, if a hand brake is not used, when a right foot leaves a brake pedal and an accelerator is stepped on, due to filtering of torque analysis of a driver, torque response is delayed, backward slip of the vehicle to different degrees occurs, and rear-end collision accidents of the vehicle are easily caused. In the prior art, a control method special for assisting in starting an uphill of a hybrid electric vehicle does not exist, the requirement on driving technology is high when the hybrid electric vehicle starts on a hill, particularly under the starting working conditions of a steep hill such as entering and exiting an underground garage, and unnecessary personal and property losses are easily caused by accidents caused by the fact that a new driver starts to slide down the hill.
Disclosure of Invention
In view of this, the embodiments of the present application provide a method and an apparatus for implementing an uphill start assist control of a vehicle, so as to solve the technical problem in the prior art that uphill start is easy to slip.
In order to solve the above problem, the technical solution provided by the embodiment of the present application is as follows:
a method of implementing hill start assist control for a vehicle, the method comprising:
when the vehicle gear state is in a driving gear, calculating the current gradient according to the acceleration of the vehicle;
when the current gradient reaches a first threshold value, detecting the opening degree of a brake pedal; when the opening degree of the brake pedal reaches a second threshold value, calculating a first target torque by adopting double closed-loop control; splitting the first target torque into a first engine target torque and a first motor target torque, sending the first engine target torque to an engine controller, and sending the first motor target torque to a motor controller;
when the opening degree of the brake pedal does not reach the second threshold value, detecting the opening degree of an accelerator pedal; calculating the torque required by crawling by adopting the double closed-loop control, and determining the torque required by the driver according to the opening degree of the accelerator pedal;
determining the larger value of the creep required torque and the driver requested torque as a second target torque, splitting the second target torque into a second engine target torque and a second motor target torque, sending the second engine target torque to an engine controller, and sending the second motor target torque to a motor controller.
In one possible implementation, the method further includes:
if the vehicle is in a pure electric driving mode, when the current gradient reaches a first threshold value, calculating torque required by hill starting according to the current gradient;
if the motor torque is less than the hill start requested torque, an engine start request is sent to an engine controller.
In one possible implementation, the calculating the hill start required torque according to the current gradient includes:
according to the formula:
Figure BDA0002178244720000021
calculating torque required by hill starting; wherein, TLTorque required for hill start, RtThe rolling radius of the tire is shown, n is a safety coefficient, i is a motor transmission ratio, eta is transmission system efficiency, M is full-load mass of the whole vehicle, f is a rolling resistance coefficient, g is gravity acceleration, and thetaestiDelta is the conversion factor of the rotating mass for the current gradient, alIs the starting acceleration.
In one possible implementation, the calculating the current gradient according to the vehicle acceleration includes:
calculating the ratio of the difference between the vehicle acceleration and the vehicle running acceleration to the gravity acceleration to obtain a first parameter value, wherein the vehicle acceleration is detected by an acceleration sensor fixed on the vehicle, and the vehicle running acceleration is calculated by the differential of the longitudinal vehicle speed;
and calculating the arcsine of the first parameter value to obtain the current gradient.
In one possible implementation, the calculating the first target torque using the double closed-loop control includes:
obtaining a target acceleration through proportional integral control calculation according to the current vehicle speed and the target zero vehicle speed;
and calculating to obtain a first target torque according to the current acceleration, the target acceleration and the current gradient through feedforward and proportional integral control.
In one possible implementation, the calculating the creep required torque using the dual closed-loop control includes:
calculating to obtain a target acceleration through proportional integral control according to the current vehicle speed and the crawling target vehicle speed;
and calculating the torque required by creep through feedforward and proportional integral control according to the current acceleration, the target acceleration and the current gradient.
In one possible implementation, the determining the driver requested torque according to the accelerator pedal opening degree includes:
when the opening degree of the accelerator pedal is zero, determining that the torque requested by the driver is the torque required by the crawling;
and when the opening degree of the accelerator pedal is not zero, determining the torque requested by the driver according to the opening degree of the accelerator pedal and the current vehicle speed.
An apparatus for implementing hill start assist control for a vehicle, the apparatus comprising:
the first calculation unit is used for calculating the current gradient according to the acceleration of the vehicle when the gear state of the vehicle is in a driving gear;
the first detection unit is used for detecting the opening degree of a brake pedal when the current gradient reaches a first threshold value;
the second calculation unit is used for calculating a first target torque by adopting double closed-loop control when the opening degree of the brake pedal reaches a second threshold value;
the first distribution unit is used for splitting the first target torque into a first engine target torque and a first motor target torque, sending the first engine target torque to an engine controller, and sending the first motor target torque to a motor controller;
the second detection unit is used for detecting the opening degree of the accelerator pedal when the opening degree of the brake pedal does not reach the second threshold value;
the third calculating unit is used for calculating the torque required by crawling by adopting the double closed-loop control;
the fourth calculation unit is used for determining the torque requested by the driver according to the opening degree of the accelerator pedal;
and the second distributing unit is used for determining the larger value of the creep required torque and the driver request torque as a second target torque, splitting the second target torque into a second engine target torque and a second motor target torque, sending the second engine target torque to an engine controller, and sending the second motor target torque to a motor controller.
In one possible implementation, the apparatus further includes:
the fifth calculating unit is used for calculating the torque required by hill starting according to the current gradient when the current gradient reaches a first threshold value if the vehicle is in a pure electric driving mode;
and the sending unit is used for sending an engine starting request to the engine controller if the torque of the motor is smaller than the torque required by hill start.
In a possible implementation manner, the fifth computing unit includes:
a first calculation subunit configured to:
Figure BDA0002178244720000041
calculating torque required by hill starting; wherein, TLTorque required for hill start, RtIs the rolling radius of the tire, n is a safety factor, i is the motor transmission ratio, η is the transmission system efficiency, and M isThe full load mass of the whole vehicle, f is the rolling resistance coefficient, g is the gravity acceleration, thetaestiDelta is the conversion factor of the rotating mass for the current gradient, alIs the starting acceleration.
In one possible implementation manner, the first computing unit includes:
the second calculating subunit is used for calculating the ratio of the difference between the vehicle acceleration and the vehicle running acceleration to the gravity acceleration to obtain a first parameter value, wherein the vehicle acceleration is detected by an acceleration sensor fixed on the vehicle, and the vehicle running acceleration is calculated by the differential of the longitudinal vehicle speed;
and the third calculating subunit is used for calculating the arcsine of the first parameter value to obtain the current gradient.
In one possible implementation manner, the second computing unit includes:
the fourth calculating subunit is used for calculating the target acceleration through proportional integral control according to the current vehicle speed and the target zero vehicle speed;
and the fifth calculation subunit is used for calculating the first target torque according to the current acceleration, the target acceleration and the current gradient through feedforward and proportional integral control.
In one possible implementation manner, the third computing unit includes:
the sixth calculating subunit is used for calculating the target acceleration through proportional integral control according to the current vehicle speed and the crawling target vehicle speed;
and the seventh calculating subunit calculates to obtain the torque required by creep through feedforward and proportional integral control according to the current acceleration, the target acceleration and the current gradient.
In one possible implementation, the fourth computing unit includes:
the first determining subunit is used for determining that the torque requested by the driver is the torque required by the crawling when the opening degree of the accelerator pedal is zero;
and the second determining subunit is used for determining the torque requested by the driver according to the opening degree of the accelerator pedal and the current vehicle speed when the opening degree of the accelerator pedal is not zero.
Therefore, the embodiment of the application has the following beneficial effects:
according to the method and the device, when the vehicle starts, the current gradient is estimated, if the vehicle is in a slope, an uphill starting auxiliary control function is activated, the opening degree of a brake pedal is further detected, when the opening degree of the brake pedal reaches a threshold value, a zero-vehicle-speed control mode is entered, a first target torque is distributed to a motor and an engine, the vehicle is maintained at a zero vehicle speed, and no slope slipping is generated; and detecting the opening degree of an accelerator pedal, determining the torque requested by the driver and the torque required by crawling, determining a second target torque according to the torque requested by the driver and the torque required by crawling, and distributing the second target torque to the motor and the engine to realize the uphill auxiliary starting control of the hybrid vehicle without generating downhill.
In addition, if the vehicle is in a pure electric driving mode, the torque required by hill start can be estimated according to the estimated current gradient, and if the motor torque is smaller than the torque required by hill start, namely the torque capacity of the current motor cannot meet the requirement of hill start, an engine starting request is sent to the engine controller, and the engine is started in advance to better meet the torque requirement.
Drawings
Fig. 1 is a schematic composition diagram of an uphill auxiliary starting control system provided in a hybrid electric vehicle according to an embodiment of the present application;
fig. 2 is a schematic flowchart of a method for implementing an uphill start auxiliary control method of a vehicle according to an embodiment of the present application;
FIG. 3 is a flowchart of a method for calculating a current grade based on vehicle acceleration according to an embodiment of the present disclosure;
FIG. 4 is a flowchart of a method for determining whether a torque capability of a vehicle motor can meet a hill start request according to an embodiment of the present disclosure;
FIG. 5 is a flowchart of a method for calculating a first target torque using dual closed-loop control according to an embodiment of the present disclosure;
FIG. 6 is a flowchart of a method for calculating a torque required for creep using dual closed loop control according to an embodiment of the present disclosure;
FIG. 7 is a flowchart of another method for assisting hill start of a present vehicle according to an embodiment of the present application;
fig. 8 is a schematic composition diagram of a device for implementing vehicle hill start assist control according to an embodiment of the present application.
Detailed Description
In order to make the aforementioned objects, features and advantages of the present application more comprehensible, embodiments accompanying the drawings are described in detail below.
The embodiment of the application can be applied to the scene of hybrid electric vehicles starting on the uphill.
The hybrid vehicle according to the present embodiment is provided with a control system for hill start assist. Referring to fig. 1, the figure is a schematic composition diagram of an uphill auxiliary starting control system provided in a hybrid electric vehicle according to an embodiment of the present application. As shown in fig. 1, the hill start assist control system provided in a vehicle includes: the system comprises a signal input and processing module, a vehicle control unit, an engine controller, a clutch controller and a motor controller.
The signal input and processing module comprises a gear controller, an accelerator pedal, a brake pedal, a vehicle speed sensor and an acceleration sensor which are respectively connected with the vehicle controller, and can input a gear signal, an accelerator pedal opening signal, a brake pedal opening signal, a vehicle speed signal and an acceleration signal of the hybrid electric vehicle which are respectively detected by the signal input and processing module into the vehicle controller; the vehicle control unit in the uphill auxiliary starting control system can perform comprehensive judgment and determine a request torque according to an input signal of the signal input and processing module and distribute the request torque to the engine and the motor, and the vehicle control unit can send a target torque of the engine to the engine controller, send a target torque of the clutch to the clutch controller and send a target torque of the motor to the motor controller; the engine controller controls the engine to output the torque according to the received target torque of the engine, the clutch controller controls the clutch to output the torque according to the received target torque of the clutch, and the motor controller controls the motor to output the torque according to the received target torque of the motor. The method for realizing vehicle uphill starting auxiliary control provided by the embodiment of the application can be applied to a vehicle control unit.
The following describes a method and an apparatus for implementing hill start assist control of a vehicle according to an embodiment of the present application.
Example one
The embodiment of the application provides a method for realizing vehicle uphill starting auxiliary control. Referring to fig. 1, the figure shows a schematic flow chart of a method for implementing vehicle uphill start auxiliary control, which may include the following steps S201 to S204:
s201: and when the vehicle gear state is in a driving gear, calculating the current gradient according to the acceleration of the vehicle.
In the embodiment, the vehicle control unit may determine the gear state of the hybrid vehicle at this time according to a signal input by a gear controller of the vehicle, and if it is determined that the vehicle is in a driving gear through the determination, it indicates that the vehicle is ready to start. At this time, the vehicle control unit may calculate the current gradient of the vehicle according to the vehicle acceleration signal input by the acceleration sensor.
In one implementation manner of the present embodiment, referring to fig. 3, which is a flowchart illustrating a method for calculating a current gradient according to a vehicle acceleration according to an embodiment of the present application, the method may include the following steps S301 to S302:
s301: and calculating the ratio of the difference between the vehicle acceleration and the vehicle running acceleration to the gravity acceleration to obtain a first parameter value, wherein the vehicle acceleration is detected by an acceleration sensor fixed on the vehicle, and the vehicle running acceleration is calculated by the differential of the longitudinal vehicle speed.
In this embodiment, the current grade may be calculated according to a dynamic method. First, the acceleration of the vehicle is detected by an acceleration sensor attached to the vehicle, and the acceleration of the vehicle is denoted as axWherein, the acceleration sensor fixed on the vehicle can be that the acceleration sensor is fixedly arranged on the vehicle body so as to ensure thatThere is no relative movement between the two; then, the longitudinal vehicle speed is calculated by multiplying the wheel speed signal acquired by the non-driving wheel speed sensor by the rolling radius of the tire, and is recorded as vxAnd for the longitudinal vehicle speed vxThe differential calculation is carried out to obtain the vehicle running acceleration, and the vehicle running acceleration is recorded as
Figure BDA0002178244720000081
Finally, the ratio of the difference between the vehicle acceleration and the vehicle running acceleration to the gravity acceleration can be calculated, and the ratio is recorded as a first parameter value a, namely:
Figure BDA0002178244720000082
s302: and calculating the arcsine of the first parameter value to obtain the current gradient.
In this embodiment, according to the dynamic method, the current gradient may be obtained by calculating the arcsine of the first parameter value, and the current gradient is recorded as θestiNamely:
Figure BDA0002178244720000091
in an implementation manner of the embodiment, after the hybrid vehicle is determined to be on a hill, it is further determined whether the torque capacity of the motor of the hybrid vehicle can meet the hill start requirement, and if not, a corresponding operation is further performed. Therefore, referring to fig. 4, which shows a flowchart of a method for determining whether a torque capacity of a motor of a vehicle can meet a hill start requirement according to an embodiment of the present application, the method may include the following steps S401 to S402:
s401: if the vehicle is in the pure electric driving mode, when the current gradient reaches a first threshold value, calculating the torque required by hill starting according to the current gradient.
In this embodiment, a gradient threshold may be preset as a first threshold, where the first threshold is used to determine whether a road is a slope, and if the gradient of the current road is greater than or equal to the first threshold, it may indicate that the road is a slope; if the grade of the current road is less than the first threshold, it may indicate that the road is not a hill. Then, the vehicle control unit may determine whether the vehicle is in a slope according to a relationship between the calculated current gradient and the first threshold, and if the calculated gradient reaches or exceeds the first threshold, it is determined that the vehicle is in the slope, in which case a function of assisting starting of the vehicle uphill may be activated; if the calculated grade does not reach the preset threshold, it is determined that the vehicle is not in a grade, in which case steps S301-S302 may be repeated to calculate the grade at which the vehicle is currently located and to continue to detect whether the vehicle is in a grade. In an actual scenario, the first threshold may be preset based on experience or real vehicle testing. For example, 10 ° may be used as a gradient threshold, and if the gradient of the road on which the vehicle is currently located is greater than 10 °, the road is determined to be a slope.
In this embodiment, if the hybrid vehicle is in the pure electric driving mode and the current gradient reaches the preset threshold, the torque required for hill start may be calculated according to the current gradient to determine whether the torque capability of the hybrid vehicle motor can meet the requirement for hill start.
In one implementation of the present embodiment, a method of calculating a torque required for a hill start based on a current gradient includes:
according to the formula:
Figure BDA0002178244720000101
calculating torque required by hill starting;
wherein, TLTorque required for hill start, RtIs the rolling radius of the tire, n is a safety coefficient, i is the transmission ratio of the motor, eta is the efficiency of a transmission system, M is the full-load mass of the whole vehicle, f is a rolling resistance coefficient,gis the acceleration of gravity, [ theta ]estiFor the current gradient, δ is the rotating mass conversion factor, alIs the starting acceleration.
In this embodiment, the torque required for hill start may be calculated according to a dynamic method, and the calculated torque required for hill start may be recorded as TLAnd then:
Figure BDA0002178244720000102
in the formula, RtIs the tire rolling radius; n is a safety coefficient, wherein the safety coefficient n can be a parameter which is preset and used for proper amplification during theoretical calculation in order to ensure that the vehicle can meet the requirement of hill start in the process of calculating the torque required by the hill start; i is a motor gear ratio, wherein the motor gear ratio i is a known parameter of a vehicle system; η is the driveline efficiency, wherein the driveline efficiency η is a known parameter of the vehicle system; m is the full load mass of the whole vehicle; f is a rolling resistance coefficient, wherein the rolling resistance coefficient f is related to parameters such as a road adhesion coefficient, a running vehicle speed, tire pressure and the like, and the numerical value can be obtained by real-time dynamic estimation of software; g is the acceleration of gravity; thetaestiIs the current grade; delta is a rotating mass conversion coefficient, wherein the rotating mass conversion coefficient delta is a coefficient for converting the mass of the whole vehicle into the moment of inertia of the wheel end, and the value is a known constant of the vehicle; a islIs a starting acceleration, wherein the starting acceleration alIs a numerical value determined according to the principle of smooth starting and combining engineering design experience.
S402: if the motor torque is less than the torque required for hill start, a request to start the engine is sent to the engine controller.
In this embodiment, if the motor torque is less than the calculated hill start required torque, the vehicle control unit may send a request to start the engine to the engine controller to start the engine in advance.
In the embodiment of the present application, when the torque of the motor is smaller than the calculated torque required for hill-start, which means that it is difficult to generate sufficient torque required for hill-start only by the motor, the engine may be started in advance to prevent the vehicle from rolling down a hill.
S202: when the current gradient reaches a first threshold value, detecting the opening degree of a brake pedal; when the opening degree of the brake pedal reaches a second threshold value, calculating a first target torque by adopting double closed-loop control; and splitting the first target torque into a first engine target torque and a first motor target torque, sending the first engine target torque to the engine controller, and sending the first motor target torque to the motor controller.
In this embodiment, an opening value of a brake pedal may be preset as a second threshold, where the second threshold is used to determine whether the vehicle has a braking request, and if it is detected that the opening value of the brake pedal of the vehicle is greater than or equal to the second threshold, it is determined that the vehicle has a braking request; and if the opening value of the brake pedal of the vehicle is detected to be less than the second threshold value, determining that the vehicle does not have the braking request.
In this embodiment, when the current gradient reaches the first threshold, that is, the vehicle is currently on a slope, in this case, the vehicle controller may detect the brake pedal opening degree of the vehicle to determine whether the driver has a braking request. When it is detected that the brake pedal opening degree reaches or exceeds the second threshold value, the first target torque for controlling the vehicle to be kept at the zero vehicle speed may be calculated using the double closed-loop control. Wherein the first target torque can be noted as T1。
Dual closed loop control is a method for estimating vehicle dynamics. After calculating the first target torque T1And then, the vehicle control unit can split the first target torque into a first engine target torque and a first motor target torque, send the first engine target torque to the engine controller, and send the first motor target torque to the motor controller. The first engine target torque may be a torque required to be output by the engine split from the first target torque, and the first motor target torque may be a torque required to be output by the motor split from the first target torque. In a specific implementation, the first target torque may be split according to a principle of efficiency priority, for example: under the condition of sufficient electric quantity, the first target torque can be split according to the principle of priority of the motor; and under the condition of lower electric quantity, the first target torque can be split according to the principle that the engine outputs larger torque and the motor performs torque compensation.
It follows that the first target torque T for controlling the vehicle to remain at zero vehicle speed is calculated1And the motor is separated and respectively distributed to the engine and the motor, so that the vehicle is maintained at zero speed, and the vehicle is prevented from sliding down a slope.
In one implementation manner of the present embodiment, referring to fig. 5, the flowchart of a method for calculating a first target torque by using dual closed-loop control according to an embodiment of the present application may include steps S502-S502:
s501: and calculating to obtain the target acceleration through proportional integral control according to the current vehicle speed and the target zero vehicle speed.
In this embodiment, the current vehicle speed of the vehicle may be denoted as v, and the target vehicle speed of the vehicle may be denoted as vtThen the target vehicle speed of the vehicle is zero, i.e. vtWhen the calculated target acceleration is 0, the calculated target acceleration is denoted as at. The vehicle control unit can control the vehicle according to the current vehicle speed v and the target zero vehicle speed v of the vehicletThe target acceleration a is obtained by proportional integral control calculation in the control theory when the value is 0t＝AP+AI。
In the equation, AP is a proportional term of the acceleration controller, and AP ═ KPa(vt-v)＝KPa(-v) wherein, KPaIs a proportional coefficient of the acceleration controller, the coefficient KPaThe vehicle speed can be obtained by looking up a table according to the current vehicle speed; and AI is an integral term of the acceleration controller, and AI is KIa∑(vt-v)＝KIaΣ (-v), the integral term AI having a maximum value limit and being cleared when exiting the current control mode, where KIaIs an integral coefficient of the acceleration controller, the coefficient KIaMay be obtained from a look-up table based on the current vehicle speed.
S502: and calculating to obtain a first target torque through feedforward and proportional integral control according to the current acceleration, the target acceleration and the current gradient.
In this embodiment, the acceleration of the current vehicle may be denoted as a, and then, the current acceleration a and the target acceleration a may be usedtWith the current gradient thetaestiCalculating to obtain a first target torque T through feedforward and proportional integral control1＝FF+TP+TI。
In this equation, FF may be a feed-forward control term derived from a kinetic approach,
Figure BDA0002178244720000121
TP is proportional term of torque controller, and TP is KPT(at-a), wherein KPTIs a proportionality coefficient of the moment controller, the proportionality coefficient KPTThe acceleration can be obtained by looking up a table according to the current acceleration; TI is an integral term of the torque controller, and TI is KIT∑(at-a) the integral term TI has a maximum value limit and is cleared when exiting the current control mode, wherein KITIs an integral coefficient of the torque controller, the coefficient KITMay be obtained from a look-up table based on the current acceleration.
Namely:
Figure BDA0002178244720000131
s203: when the opening degree of the brake pedal does not reach a second threshold value, detecting the opening degree of the accelerator pedal; and calculating the torque required by crawling by adopting double closed-loop control, and determining the torque required by the driver according to the opening degree of an accelerator pedal.
In this embodiment, when the vehicle control unit detects that the opening degree of the brake pedal does not reach the second threshold, it may indicate a scene that the right foot of the driver leaves the brake pedal and turns to step on the accelerator to start the vehicle. The vehicle control unit may detect the accelerator pedal opening and determine the driver requested torque according to the accelerator pedal opening. And calculating the torque required by creeping by adopting double closed-loop control. The torque required by crawling can be the torque required by the vehicle during crawling, the torque required by crawling is recorded as T', and the torque required by crawling can be calculated through double closed-loop control so as to prevent the vehicle from being accelerated too much in an uphill process and influence the driving performance; the driver requested torque may be the torque that the driver requests the vehicle by stepping on the accelerator, which is denoted as T ".
In one implementation of the present embodiment, referring to fig. 6, a flowchart of a method for calculating a torque required for creep using dual closed-loop control according to an embodiment of the present application is shown, where the method may include steps S601-S602:
s601: and calculating to obtain the target acceleration through proportional integral control according to the current vehicle speed and the crawling target vehicle speed.
In the present embodiment, the current vehicle speed of the vehicle may be denoted as v', and the creep target vehicle speed may be a target vehicle speed v at which the vehicle creepst' the target acceleration calculated according to the current vehicle speed and the crawling target vehicle speed is recorded as at'. The vehicle control unit can obtain a target acceleration a through proportional-integral control calculation in a control theory according to the current vehicle speed v 'and the creeping target vehicle speed vt' of the vehiclet'＝AP'+AI'。
In this equation, AP 'is a proportional term of the acceleration controller, and AP' KPa'(vt'-v'), wherein KPa' is a proportional coefficient of the acceleration controller, the coefficient KPa' can be obtained by looking up a table according to the current vehicle speed; and AI 'is an integral term of the acceleration controller, and AI' is KIa'∑(vt' -v '), the integral term AI ' having a maximum value limit and being cleared when exiting the current control mode, KIa' is the integral coefficient of the acceleration controller, which can be obtained by looking up a table according to the current vehicle speed.
S602: and calculating to obtain the torque required by creep through feedforward and proportional integral control according to the current acceleration, the target acceleration and the current gradient.
In the present embodiment, the acceleration of the current vehicle may be recorded as a ', and then, the target acceleration a may be calculated according to the current acceleration a' and the target acceleration a't' with the current gradient thetaestiThe creep required torque T '═ FF' + TP '+ TI' is calculated through feedforward and proportional integral control.
In this equation, FF' may be a feed-forward control term derived from a kinetic approach,
Figure BDA0002178244720000141
TP 'is a proportional term of the torque controller, and TP' is KPT'(at'-a'), wherein KPT' is a proportional coefficient of the moment controller, the coefficient KPT' look-up table can be looked up according to current accelerationObtaining; TI 'is an integral term of the torque controller, TI' ═ KIT'∑(at' -a '), the integral term TI ' having a maximum value limit and being cleared when exiting the current control mode, wherein KIT' is an integral coefficient of the torque controller, the coefficient KIT' may be found from a look-up table based on the current acceleration.
Namely:
Figure BDA0002178244720000142
in one implementation of the present embodiment, the method of determining the driver requested torque according to the accelerator pedal opening degree may include:
and when the opening degree of the accelerator pedal is zero, determining the torque requested by the driver as the torque required by the crawling.
And when the opening degree of the accelerator pedal is not zero, determining the torque requested by the driver according to the opening degree of the accelerator pedal and the current vehicle speed.
In this embodiment, when the driver steps on the accelerator, the opening degree of the accelerator pedal may be recorded as α, and the vehicle controller may determine the driver request torque T ″ according to whether the opening degree of the accelerator pedal α is zero, that is, the driver request torque T ″ is determined
Figure BDA0002178244720000151
In this embodiment, when the vehicle controller detects that the accelerator pedal opening degree α is zero, the vehicle may be controlled to enter a creep mode, and then the driver torque request T "may be made to be the torque T' required for creep; when the vehicle controller detects that the accelerator pedal opening degree alpha is not zero, the vehicle controller can analyze and determine the driver request torque T 'according to the accelerator pedal opening degree alpha and the current vehicle speed v'. Wherein the driver requested torque T 'is a function proportional to the accelerator pedal opening α and inversely proportional to the current vehicle speed v', that is: when the current vehicle speed v' is constant, the driver requested torque T ″ increases as the accelerator pedal opening α increases; when the accelerator pedal opening degree α is constant, the driver requested torque T ″ decreases as the current vehicle speed v' increases.
S204: and determining the larger value of the creep required torque and the driver request torque as a second target torque, splitting the second target torque into a second engine target torque and a second motor target torque, sending the second engine target torque to the engine controller, and sending the second motor target torque to the motor controller.
In this embodiment, in order to ensure the safety of the vehicle when starting, the vehicle control unit may determine the larger value of the creep required torque and the driver requested torque as the second target torque, and record the second target torque as T2. Wherein the second target torque T2It may be the torque required for hill start of the vehicle. At the time of determining the second target torque T2Then, the vehicle control unit may set the second target torque T2And splitting the torque into a second engine target torque and a second motor target torque, sending the second engine target torque to the engine controller, and sending the second motor target torque to the motor controller. The second engine target torque may be a torque of the engine required output split from the second target torque, and the second motor target torque may be a torque of the required output split from the second target torque. In a specific implementation, the second target torque T may be prioritized according to efficiency2Performing a resolution, for example: for the second target torque T under the condition of sufficient electric quantity2The splitting can be according to the principle of priority of the motor; under the condition of lower electric quantity, the second target torque T can be obtained according to the principle that the engine outputs larger torque and the motor performs torque compensation2And (4) carrying out splitting. It can be seen that the second target torque T required for hill start of the vehicle is calculated2And the motor is split and respectively distributed to the engine and the motor so as to ensure that the vehicle cannot slide down the slope in the process of starting the vehicle on the slope.
In summary, according to the method for realizing vehicle uphill starting auxiliary control provided by the embodiment of the application, when a vehicle starts, the current gradient is estimated, if the vehicle is in a hill, the uphill starting auxiliary control function is activated, the opening degree of a brake pedal is further detected, when the opening degree of the brake pedal reaches a threshold value, a zero vehicle speed control mode is entered, a first target torque is distributed to a motor and an engine, the vehicle is maintained at a zero vehicle speed, and no downhill is generated; and detecting the opening degree of an accelerator pedal, determining the torque requested by the driver and the torque required by crawling, determining a second target torque according to the torque requested by the driver and the torque required by crawling, and distributing the second target torque to the motor and the engine to realize the uphill auxiliary starting control of the hybrid vehicle without generating downhill.
Example two
In a specific implementation scenario, refer to fig. 7, which is a flowchart of another method for assisting hill start of a present vehicle according to an embodiment of the present application.
As shown in fig. 7, the vehicle control unit first detects the gear state of the hybrid electric vehicle, and if the gear state is detected and obtained as the driving gear, the vehicle control unit enters the next step, otherwise, the vehicle control unit repeats the detection of the step; then, the vehicle control unit detects whether the current road is a ramp or not, if the current road is detected and is obtained as the ramp, the next step is carried out, and if not, the detection of the step is repeated; secondly, the vehicle control unit calculates a torque value required by the hybrid electric vehicle for hill start, detects whether a motor of the hybrid electric vehicle can provide the vehicle with the torque for the hill start, if the motor can provide the vehicle with the torque for the hill start, the vehicle control unit enters the next step, otherwise, the vehicle control unit sends a request for starting the engine to the engine controller; then, the vehicle controller detects whether the opening degree of a brake pedal is smaller than a second threshold value to determine whether a driver has a braking request, wherein the second threshold value is as described above, if so, the vehicle controller enters the next step, and if not, the vehicle controller enters a zero vehicle speed mode with a target vehicle speed being zero to prevent the vehicle from sliding down a slope; then, the vehicle control unit detects whether the opening degree of an accelerator pedal is zero or not so as to judge whether a driver performs the operation of releasing the accelerator pedal and stepping on the accelerator for starting, if so, the torque required by crawling and the torque required by the driver are calculated, if not, the torque required by crawling is calculated, and the torque required by crawling is taken as the torque required by the driver; and finally, judging whether the torque required by crawling is larger than the torque required by a driver, if so, taking the torque required by crawling as a target torque for vehicle hill starting, and if not, taking the torque required by the driver as the target torque for vehicle hill starting so as to ensure that the vehicle does not slide down a slope in the process of starting.
In summary, according to the method for realizing vehicle uphill starting auxiliary control provided by the embodiment of the application, when a vehicle starts, the current gradient is estimated, if the vehicle is in a hill, the uphill starting auxiliary control function is activated, the opening degree of a brake pedal is further detected, when the opening degree of the brake pedal reaches a threshold value, a zero vehicle speed control mode is entered, a first target torque is distributed to a motor and an engine, the vehicle is maintained at a zero vehicle speed, and no downhill is generated; and detecting the opening degree of an accelerator pedal, determining the torque requested by the driver and the torque required by crawling, determining a second target torque according to the torque requested by the driver and the torque required by crawling, and distributing the second target torque to the motor and the engine to realize the uphill auxiliary starting control of the hybrid vehicle without generating downhill.
EXAMPLE III
Referring to fig. 8, the drawing is a schematic composition diagram of a device for implementing vehicle uphill start assist control according to an embodiment of the present application, where the device includes:
a first calculation unit 801, configured to calculate a current gradient according to a vehicle acceleration when a vehicle gear state is in a drive gear;
a first detecting unit 802, configured to detect a brake pedal opening degree when the current gradient reaches a first threshold;
a second calculating unit 803 for calculating a first target torque using a double closed-loop control when the brake pedal opening degree reaches a second threshold value;
the first distribution unit 804 is configured to split the first target torque into a first engine target torque and a first motor target torque, send the first engine target torque to an engine controller, and send the first motor target torque to a motor controller;
a second detecting unit 805 configured to detect an accelerator pedal opening degree when the brake pedal opening degree does not reach the second threshold;
a third calculating unit 806, configured to calculate a creep required torque using the double closed-loop control;
a fourth calculation unit 807 for determining a driver requested torque according to the accelerator pedal opening degree;
a second allocating unit 808, configured to determine a larger value of the creep required torque and the driver requested torque as a second target torque, split the second target torque into a second engine target torque and a second motor target torque, send the second engine target torque to an engine controller, and send the second motor target torque to a motor controller.
In an implementation manner of this embodiment, the apparatus further includes:
the fifth calculating unit is used for calculating the torque required by hill starting according to the current gradient when the current gradient reaches a first threshold value if the vehicle is in a pure electric driving mode;
and the sending unit is used for sending an engine starting request to the engine controller if the torque of the motor is smaller than the torque required by hill start.
In an implementation manner of this embodiment, the fifth calculating unit includes:
a first calculation subunit configured to:
Figure BDA0002178244720000181
calculating torque required by hill starting;
wherein, TLTorque required for hill start, RtIs the rolling radius of the tire, n is a safety coefficient, i is the transmission ratio of the motor, eta is the efficiency of a transmission system, M is the full-load mass of the whole vehicle, f is a rolling resistance coefficient,gis the acceleration of gravity, [ theta ]estiDelta is the conversion factor of the rotating mass for the current gradient, alIs the starting acceleration.
In an implementation manner of this embodiment, the first calculating unit 801 includes:
the second calculating subunit is used for calculating the ratio of the difference between the vehicle acceleration and the vehicle running acceleration to the gravity acceleration to obtain a first parameter value, wherein the vehicle acceleration is detected by an acceleration sensor fixed on the vehicle, and the vehicle running acceleration is calculated by the differential of the longitudinal vehicle speed;
and the third calculating subunit is used for calculating the arcsine of the first parameter value to obtain the current gradient.
In an implementation manner of this embodiment, the second calculating unit 803 includes:
the fourth calculating subunit is used for calculating the target acceleration through proportional integral control according to the current vehicle speed and the target zero vehicle speed;
and the fifth calculation subunit is used for calculating the first target torque according to the current acceleration, the target acceleration and the current gradient through feedforward and proportional integral control.
In an implementation manner of this embodiment, the third calculating unit 806 includes:
the sixth calculating subunit is used for calculating the target acceleration through proportional integral control according to the current vehicle speed and the crawling target vehicle speed;
and the seventh calculating subunit calculates to obtain the torque required by creep through feedforward and proportional integral control according to the current acceleration, the target acceleration and the current gradient.
In one implementation manner of this embodiment, the fourth calculating unit 807 includes:
the first determining subunit is used for determining that the torque requested by the driver is the torque required by the crawling when the opening degree of the accelerator pedal is zero;
and the second determining subunit is used for determining the torque requested by the driver according to the opening degree of the accelerator pedal and the current vehicle speed when the opening degree of the accelerator pedal is not zero.
In summary, according to the device for realizing vehicle uphill starting auxiliary control provided by the embodiment of the application, when the vehicle starts, the current gradient is estimated, if the vehicle is in a hill, the uphill starting auxiliary control function is activated, the opening degree of a brake pedal is further detected, when the opening degree of the brake pedal reaches a threshold value, a zero vehicle speed control mode is entered, a first target torque is distributed to a motor and an engine, the vehicle is maintained at a zero vehicle speed, and no downhill is generated; and detecting the opening degree of an accelerator pedal, determining the torque requested by the driver and the torque required by crawling, determining a second target torque according to the torque requested by the driver and the torque required by crawling, and distributing the second target torque to the motor and the engine to realize the uphill auxiliary starting control of the hybrid vehicle without generating downhill.
It should be noted that, in the present specification, the embodiments are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments may be referred to each other. For the system or the device disclosed by the embodiment, the description is simple because the system or the device corresponds to the method disclosed by the embodiment, and the relevant points can be referred to the method part for description.
It should be understood that in the present application, "at least one" means one or more, "a plurality" means two or more. "and/or" for describing an association relationship of associated objects, indicating that there may be three relationships, e.g., "a and/or B" may indicate: only A, only B and both A and B are present, wherein A and B may be singular or plural. The character "/" generally indicates that the former and latter associated objects are in an "or" relationship. "at least one of the following" or similar expressions refer to any combination of these items, including any combination of single item(s) or plural items. For example, at least one (one) of a, b, or c, may represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", wherein a, b, c may be single or plural.
It is further noted that, herein, 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 steps of a method or algorithm described in connection with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. A software module may reside in Random Access Memory (RAM), memory, Read Only Memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present application. 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 application. Thus, the present application 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 (14)

1. A method of implementing hill start assist control for a vehicle, the method comprising:
when the vehicle gear state is in a driving gear, calculating the current gradient according to the acceleration of the vehicle;
when the current gradient reaches a first threshold value, detecting the opening degree of a brake pedal; the first threshold is used for determining whether the road is a ramp;
when the opening degree of the brake pedal reaches a second threshold value, calculating a first target torque by adopting double closed-loop control; splitting the first target torque into a first engine target torque and a first motor target torque according to an efficiency priority principle, sending the first engine target torque to an engine controller, and sending the first motor target torque to a motor controller; the second threshold value is used for judging whether the vehicle has a braking demand;
when the opening degree of the brake pedal does not reach the second threshold value, detecting the opening degree of an accelerator pedal; when the opening of the accelerator pedal is zero, controlling the vehicle to enter a crawling mode; calculating the torque required by crawling by adopting the double closed-loop control, and determining the torque required by the driver according to the opening degree of the accelerator pedal; the torque required by the crawling is the torque required by the vehicle in crawling; and determining the larger value of the torque required by crawling and the torque requested by the driver as a second target torque, splitting the second target torque into a second engine target torque and a second motor target torque according to an efficiency priority principle, sending the second engine target torque to an engine controller, and sending the second motor target torque to a motor controller.
2. The method of claim 1, further comprising:
if the vehicle is in a pure electric driving mode, when the current gradient reaches a first threshold value, calculating torque required by hill starting according to the current gradient;
if the motor torque is less than the hill start requested torque, an engine start request is sent to an engine controller.
3. The method of claim 2, wherein said calculating a hill start required torque based on said current grade comprises:
according to the formula:
Figure FDA0003462490200000011
calculating torque required by hill starting; wherein, TLTorque required for hill start, RtThe rolling radius of the tire is shown, n is a safety coefficient, i is a motor transmission ratio, eta is transmission system efficiency, M is full-load mass of the whole vehicle, f is a rolling resistance coefficient, g is gravity acceleration, and thetaestiDelta is the conversion factor of the rotating mass for the current gradient, alIs the starting acceleration.
4. The method of claim 1, wherein the calculating a current grade as a function of vehicle acceleration comprises:
calculating the ratio of the difference between the vehicle acceleration and the vehicle running acceleration to the gravity acceleration to obtain a first parameter value, wherein the vehicle acceleration is detected by an acceleration sensor fixed on the vehicle, and the vehicle running acceleration is calculated by the differential of the longitudinal vehicle speed;
and calculating the arcsine of the first parameter value to obtain the current gradient.
5. The method of claim 1, wherein calculating the first target torque using dual closed-loop control comprises:
obtaining a target acceleration through proportional integral control calculation according to the current vehicle speed and the target zero vehicle speed;
and calculating to obtain a first target torque according to the current acceleration, the target acceleration and the current gradient through feedforward and proportional integral control.
6. The method of claim 1, wherein said calculating a creep required torque using said dual closed loop control comprises:
calculating to obtain a target acceleration through proportional integral control according to the current vehicle speed and the crawling target vehicle speed;
and calculating the torque required by creep through feedforward and proportional integral control according to the current acceleration, the target acceleration and the current gradient.
7. The method of claim 1, wherein said determining a driver requested torque as a function of said accelerator pedal opening comprises:
when the opening degree of the accelerator pedal is zero, determining that the torque requested by the driver is the torque required by the crawling;
and when the opening degree of the accelerator pedal is not zero, determining the torque requested by the driver according to the opening degree of the accelerator pedal and the current vehicle speed.
8. An apparatus for implementing hill start assist control of a vehicle, the apparatus comprising:
the first calculation unit is used for calculating the current gradient according to the acceleration of the vehicle when the gear state of the vehicle is in a driving gear;
the first detection unit is used for detecting the opening degree of a brake pedal when the current gradient reaches a first threshold value; the first threshold is used for determining whether the road is a ramp;
the second calculation unit is used for calculating a first target torque by adopting double closed-loop control when the opening degree of the brake pedal reaches a second threshold value;
the first distribution unit is used for splitting the first target torque into a first engine target torque and a first motor target torque according to an efficiency priority principle, sending the first engine target torque to an engine controller, and sending the first motor target torque to the motor controller; the second threshold value is used for judging whether the vehicle has a braking demand;
the second detection unit is used for detecting the opening degree of the accelerator pedal when the opening degree of the brake pedal does not reach the second threshold value; when the opening of the accelerator pedal is zero, controlling the vehicle to enter a crawling mode;
the third calculating unit is used for calculating the torque required by crawling by adopting the double closed-loop control; the torque required by the crawling is the torque required by the vehicle in crawling;
the fourth calculation unit is used for determining the torque requested by the driver according to the opening degree of the accelerator pedal;
and the second distributing unit is used for determining the larger value of the creep required torque and the driver request torque as a second target torque, dividing the second target torque into a second engine target torque and a second motor target torque according to an efficiency priority principle, sending the second engine target torque to an engine controller, and sending the second motor target torque to a motor controller.
9. The apparatus of claim 8, further comprising:
the fifth calculating unit is used for calculating the torque required by hill starting according to the current gradient when the current gradient reaches a first threshold value if the vehicle is in a pure electric driving mode;
and the sending unit is used for sending an engine starting request to the engine controller if the torque of the motor is smaller than the torque required by hill start.
10. The apparatus of claim 9, wherein the fifth computing unit comprises:
a first calculation subunit configured to:
Figure FDA0003462490200000041
calculating torque required by hill starting; wherein, TLTorque required for hill start, RtThe rolling radius of the tire is shown, n is a safety coefficient, i is a motor transmission ratio, eta is transmission system efficiency, M is full-load mass of the whole vehicle, f is a rolling resistance coefficient, g is gravity acceleration, and thetaestiDelta is the conversion factor of the rotating mass for the current gradient, alIs the starting acceleration.
11. The apparatus of claim 8, wherein the first computing unit comprises:
the second calculating subunit is used for calculating the ratio of the difference between the vehicle acceleration and the vehicle running acceleration to the gravity acceleration to obtain a first parameter value, wherein the vehicle acceleration is detected by an acceleration sensor fixed on the vehicle, and the vehicle running acceleration is calculated by the differential of the longitudinal vehicle speed;
and the third calculating subunit is used for calculating the arcsine of the first parameter value to obtain the current gradient.
12. The apparatus of claim 8, wherein the second computing unit comprises:
the fourth calculating subunit is used for calculating the target acceleration through proportional integral control according to the current vehicle speed and the target zero vehicle speed;
and the fifth calculation subunit is used for calculating the first target torque according to the current acceleration, the target acceleration and the current gradient through feedforward and proportional integral control.
13. The apparatus of claim 8, wherein the third computing unit comprises:
the sixth calculating subunit is used for calculating the target acceleration through proportional integral control according to the current vehicle speed and the crawling target vehicle speed;
and the seventh calculating subunit calculates to obtain the torque required by creep through feedforward and proportional integral control according to the current acceleration, the target acceleration and the current gradient.
14. The apparatus of claim 9, wherein the fourth computing unit comprises:
the first determining subunit is used for determining that the torque requested by the driver is the torque required by the crawling when the opening degree of the accelerator pedal is zero;
and the second determining subunit is used for determining the torque requested by the driver according to the opening degree of the accelerator pedal and the current vehicle speed when the opening degree of the accelerator pedal is not zero.
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