CN112550266A - Hybrid vehicle clutch control method and system - Google Patents

Hybrid vehicle clutch control method and system Download PDF

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Publication number
CN112550266A
CN112550266A CN202011412369.5A CN202011412369A CN112550266A CN 112550266 A CN112550266 A CN 112550266A CN 202011412369 A CN202011412369 A CN 202011412369A CN 112550266 A CN112550266 A CN 112550266A
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clutch
spddiff
clt
drive mode
parallel
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CN112550266B (en
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盛继新
杨晓昆
秦奋
何韡
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SAIC Volkswagen Automotive Co Ltd
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SAIC Volkswagen Automotive Co 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
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/021—Clutch engagement state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/081—Speed
    • 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)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

The invention discloses a hybrid vehicle clutch control method, which comprises the following steps: when the vehicle is in a non-parallel drive mode: calculating the equivalent energy consumption of the vehicle in each driving mode, and requesting to enter a parallel driving mode if the equivalent energy consumption of the parallel driving mode is less than that of the other modes; when the vehicle meets the condition of entering a parallel driving mode, the hybrid power control unit sends a command of entering the parallel driving mode; controlling a generator to adjust the rotating speed of an engine by taking the rotating speed from a driving motor to a driven end of a clutch as a target rotating speed, so that the target rotating speed from the engine to a driving end of the clutch meets the requirement; when the clutch control condition is met, controlling the current of the electromagnetic valve to execute the clutch combination action; when the vehicle is running in the parallel drive mode: and calculating the equivalent energy consumption of the vehicle in the three modes in real time, and when the equivalent energy consumption of the parallel driving mode is greater than that of the other modes, requesting to exit the parallel driving mode, and controlling the current of the electromagnetic valve so as to enable the clutch to complete separation.

Description

Hybrid vehicle clutch control method and system
Technical Field
The present disclosure relates to clutch control methods and systems, and particularly to a clutch control method and system.
Background
In recent years, with the increasing importance of the country to new energy vehicles, the market share of hybrid vehicles has been greatly increased accordingly.
At present, there are two main types of clutch control methods for hybrid vehicles known in the prior art: one is open loop control of the current of the electromagnetic valve of the clutch; and the other is current closed-loop control of a clutch solenoid valve.
It should be noted that the above-mentioned clutch solenoid current open-loop control scheme is widely applied to a dual clutch transmission, and the solenoid current is controlled to push the solenoid plunger to generate displacement, so as to squeeze the hydraulic oil to realize the combination of the clutch master and slave discs. However, it should be noted that there are many defects in the technical solution, and when the clutch solenoid valve current open-loop control scheme is adopted, there is hydraulic oil pressure delay in the control oil pressure of the solenoid valve, and if the precise compensation and the accurate oil pressure establishment process are not considered, the fast and precise control cannot be realized.
Correspondingly, the current closed-loop control scheme of the electromagnetic valve is that the real-time pressure of hydraulic oil is obtained through a pressure sensor, the difference value between the current pressure and the actual pressure of the clutch can be calculated when the clutch is combined, and the current of the electromagnetic valve is controlled by PID feedback, so that the closed-loop control of the clutch is realized. However, the technical scheme also has a plurality of defects, when the clutch electromagnetic valve current closed-loop control scheme is adopted, hydraulic oil pressure is delayed and cannot be accurately measured, the possibility of inaccurate judgment of clutch combination and separation exists, and certain potential safety hazards exist.
Chinese patent publication No. CN105805186A, published as 2016, 7, month, and 27, entitled "method for accurately controlling oil charging of wet clutch", discloses a method for accurately controlling oil charging of wet clutch. In the technical scheme disclosed in the patent document, a solenoid valve current open-loop control method is adopted, and the clutch combining process is divided into four stages of quick oil filling, oil filling compensation, oil filling waiting and oil filling ending. The correct judgment of the oil filling waiting time is a necessary condition for ensuring the clutch combination completion, however, the patent cannot accurately judge the oil filling waiting time, so that the oil filling completion time cannot be accurately judged, and the time of entering oil filling compensation cannot be judged due to the absence of oil pressure feedback.
A hill start assist control method for a pure electric vehicle is disclosed in U.S. patent No. US020232766a1 entitled "hill start assist control method for a pure electric vehicle". In the technical solution disclosed in this patent document, the clutch oil pressure control device adopts clutch solenoid valve current closed-loop control, and the control strategy is divided into clutch oil pressure feedforward control and PID feedback control, and the clutch closed-loop control is realized by controlling the current to drive the solenoid valve. Because the oil pressure hysteresis exists when the pressure sensor detects the oil pressure of the clutch combining piece, the influence of the oil pressure hysteresis on the clutch combining and separating process cannot be compensated by using a closed-loop control algorithm, the algorithm can mistakenly identify the clutch combining and separating, and meanwhile, the additional cost is generated by adding the pressure sensor.
Based on the above, aiming at the defects and shortcomings of the prior art, the invention provides a hybrid vehicle clutch control method and system, which can realize the switching among a pure electric drive mode, a series drive mode and a parallel drive mode by controlling the separation and combination of clutches according to the calculation of the minimum equivalent energy consumption.
Disclosure of Invention
One of the objectives of the present invention is to provide a method for controlling a hybrid vehicle clutch, which can realize three different modes, i.e., a pure electric drive mode, a series drive mode and a parallel drive mode, by combining different powers. Correspondingly, in order to realize the switching between the non-parallel driving mode (pure electric driving mode and series driving mode) and the parallel driving mode, the hybrid vehicle clutch control method adjusts the power output of the generator set through the clutch, can ensure the clutch to be quickly and stably combined and separated, optimizes the driving energy consumption, improves the driving quality and prolongs the service life.
In order to achieve the above object, the present invention provides a hybrid vehicle clutch control method including the steps of:
when the hybrid vehicle is running in the non-parallel drive mode:
101: calculating the equivalent energy consumption of the hybrid vehicle in a pure electric drive mode, a series drive mode and a parallel drive mode in real time, and when the equivalent energy consumption in the parallel drive mode is smaller than the equivalent energy consumption in the pure electric drive mode or the series drive mode and lasts for a first time threshold value, requesting the whole vehicle control unit to enter the parallel drive mode;
102: when the vehicle state is detected to meet the condition of entering the parallel driving mode, the hybrid power control unit sends a command of entering the parallel driving mode;
103: controlling the generator to adjust the rotating speed of the engine by taking the rotating speed from the driving motor to the driven end of the clutch as a target rotating speed, so that the target rotating speed EMS from the engine to the driving end of the clutchTgtSpdSatisfies the following conditions:
Figure BDA0002815953470000031
in the formula i1To drive the motor to wheel ratio, i2For engine to wheel ratio, EM2SpdTo drive the actual rotational speed of the motor, EM2TgtSpdTo drive the target rotational speed of the motor, f0(EM2Spd) Is an engine speed compensation function obtained by fitting according to the rotating speed of the driving motor and the torque of the driving motor, and the fitting formula is f0(EM2Spd)＝a0×EM2Spd+100,a0Has a value range of [0,0.03 ]]；
104: when the clutch control condition is met, controlling the current of the electromagnetic valve, pushing the plunger to execute the clutch combination action, wherein the control slope EM of the electromagnetic valve current in the combination processsoldacc1Satisfies the following conditions:
f1(CltSpdDiff)≤EMsoldacc1≤f2(CltSpdDiff)
Figure BDA0002815953470000032
f1(CltSpdDiff)＝min(a×CltSpdDiff 2+b1×CltSpdDiff,20000)
Figure BDA0002815953470000033
in the formula, CltSpdDiffThe rotating speed difference between the driving end and the driven end of the clutch; f. of1(CltSpdDiff) The current control slope minimum limit value of the clutch combined electromagnetic valve is set; a is the equivalent coefficient of the rotation speed difference quadratic term, and the value range is [0,2 ]]；b1Is the equivalent coefficient of the first order term of the rotation speed difference, and the value range is [0,100 ]]；f2(CltSpdDiff) Combining a clutch with a solenoid valve to control the maximum limit value of the slope; b2Is a first order equivalent coefficient and has a value range of [60,200 ]]；
S105: after the clutch is combined, the hybrid vehicle enters a parallel driving mode, and the engine and the driving motor drive the hybrid vehicle to run together;
when the hybrid vehicle runs in the parallel drive mode:
s201: calculating the equivalent energy consumption of the hybrid vehicle in a pure electric drive mode, a series drive mode and a parallel drive mode in real time, and when the equivalent energy consumption of the pure electric drive mode or the series drive mode is less than the equivalent energy consumption of the parallel drive mode and lasts for a first time threshold value, requesting the whole vehicle control unit to exit the parallel drive mode;
s202: when the condition of exiting the parallel driving mode is detected to be met, the hybrid power control unit sends an instruction of exiting the parallel driving mode;
s203: controlling the current of the solenoid valve to enable the clutch to complete the separation, wherein the current of the solenoid valve during the separation process controls the gradient EMsoldacc2Satisfies the following conditions:
f3(CltSpdDiff)≤EMsoldacc2≤f4(CltSpdDiff)
f3(CltSpdDiff)＝-f2(CltSpdDiff)
f4(CltSpdDiff)＝-f1(CltSpdDiff)
in the formula (f)3(CltSpdDiff) Minimum limit of solenoid current control slope for clutch disengagement process, f4(CltSpdDiff) The maximum limit value of the current control slope of the electromagnetic valve in the clutch separation process;
s204: and completing the clutch separation, and enabling the hybrid vehicle to enter a series driving mode or a pure electric driving mode.
In the present invention, a hybrid vehicle includes: a pure electric drive mode, a series drive mode and a parallel drive mode. In the technical scheme, the parallel driving mode refers to that the engine and the driving motor jointly provide power for the vehicle; the series driving mode is that the driving motor drives the wheels to rotate, and simultaneously the engine drives the generator to charge the battery which supplies power for the motor; the pure electric drive mode means that only the drive motor provides power for the vehicle. The switching between the three modes can be realized according to a minimum equivalent energy consumption optimization algorithm.
Further, in the clutch control method of a hybrid vehicle according to the present invention, in step 102, the condition for entering the parallel driving mode is: the vehicle speed remains above the vehicle speed threshold and the accelerator pedal remains stationary for a period of time.
Further, in the clutch control method of a hybrid vehicle according to the present invention, in step 202, the condition of exiting the parallel driving mode is: the vehicle speed is reduced below a vehicle speed threshold value and kept for a period of time, and the actual torque of the engine is smaller than a preset threshold value.
Further, in the hybrid vehicle clutch control method according to the present invention, in step 104, the clutch control conditions are: the difference between the rotating speed of the driving end of the clutch and the rotating speed of the driven end of the clutch does not exceed a first rotating speed threshold, the generator is in a torque mode, the target torque of the engine is 0Nm, and the actual torque of the engine does not exceed the first torque threshold.
Further, in the hybrid vehicle clutch control method of the invention, the first rotation speed threshold is 70-100 rpm; and/or the first torque threshold is 50 Nm.
Further, in the method for controlling a clutch of a hybrid vehicle according to the present invention, between step 104 and step 105, there is further provided step 105 a: judging whether the clutch combination is completed: and when the rotating speed difference between the driving end and the driven end of the clutch is smaller than a set threshold value, and the current of the electromagnetic valve reaches a preset first current threshold value and lasts for a period of time, judging that the clutch is combined.
Further, in the method for controlling a clutch of a hybrid vehicle according to the present invention, between step 203 and step 204, step 203a is further included: judging whether the clutch is separated or not: and when the current of the electromagnetic valve reaches a preset second current threshold value and lasts for a period of time, or the difference of the rotating speeds of the driving end and the driven end of the clutch exceeds a set threshold value, judging that the clutch is separated.
Further, in the method for controlling the clutch of the hybrid vehicle according to the present invention, before the steps 103, 104 and 203 are performed, it is determined whether the solenoid valve and the hybrid control unit have a fault, and if the solenoid valve and the hybrid control unit have a fault, the clutch is directly opened without continuing to control the solenoid valve.
Accordingly, it is another object of the present invention to provide a hybrid vehicle clutch control system that can be used to implement the hybrid vehicle clutch control method of the present invention described above.
In order to achieve the above object, the present invention provides a clutch control system for a hybrid vehicle, which includes a vehicle control unit, a hybrid control unit and a clutch actuator, wherein:
when the hybrid vehicle is running in the non-parallel drive mode:
the whole vehicle control unit calculates the equivalent energy consumption of the hybrid vehicle in a pure electric drive mode, a series drive mode and a parallel drive mode in real time, and requests to enter the parallel drive mode when the equivalent energy consumption in the parallel drive mode is less than the equivalent energy consumption in the pure electric drive mode or the series drive mode and lasts for a first time threshold;
when the hybrid power control unit detects that the vehicle state meets the condition of entering the parallel driving mode, the hybrid power control unit sends a command of entering the parallel driving mode;
the hybrid power control unit controls the generator to adjust the rotating speed of the engine by taking the rotating speed from the driving motor to the driven end of the clutch as a target rotating speed, so that the target rotating speed EMS from the engine to the driving end of the clutchTgtSpdSatisfies the following conditions:
Figure BDA0002815953470000051
in the formula i1To drive the motor to wheel ratio, i2For engine to wheel ratio, EM2SpdTo drive the actual rotational speed of the motor, EM2TgtSpdTo drive the target rotational speed of the motor, f0(EM2Spd) Is an engine speed compensation function obtained by fitting according to the rotating speed of the driving motor and the torque of the driving motor, and the fitting formula is f0(EM2Spd)＝a0×EM2Spd+100，a0Has a value range of [0,0.03 ]]；
When the clutch control condition is met, the hybrid control unit controls the current of a solenoid valve in the clutch execution assembly and pushes a plunger in the clutch execution assembly to execute the clutch combination action, wherein the control slope EM of the solenoid valve current in the combination processsoldacc1Satisfies the following conditions:
f1(CltSpdDiff)≤EMsoldacc1≤f2(CltSpdDiff)
Figure BDA0002815953470000061
f1(CltSpdDiff)＝min(a×CltSpdDiff 2+b1×CltSpdDiff,20000)
Figure BDA0002815953470000062
in the formula, CltSpdDiffThe rotating speed difference between the driving end and the driven end of the clutch; f. of1(CltSpdDiff) The current control slope minimum limit value of the clutch combined electromagnetic valve is set; a is the equivalent coefficient of the rotation speed difference quadratic term, and the value range is [0,2 ]]；b1Is the equivalent coefficient of the first order term of the rotation speed difference, and the value range is [0,100 ]]；f2(CltSpdDiff) Combining a clutch with a solenoid valve to control the maximum limit value of the slope; b2Is a first order equivalent coefficient and has a value range of [60,200 ]]；
When the hybrid vehicle runs in the parallel drive mode:
the whole vehicle control unit calculates the equivalent energy consumption of the hybrid vehicle in a pure electric drive mode, a series drive mode and a parallel drive mode in real time, and requests to quit the parallel drive mode when the equivalent energy consumption of the pure electric drive mode or the series drive mode is less than the equivalent energy consumption of the parallel drive mode and lasts for a first time threshold;
when the hybrid unit control module detects that the condition of exiting the parallel driving mode is met, an instruction of exiting the parallel driving mode is sent out;
the hybrid power control unit controls the current of a solenoid valve in a clutch actuating assembly to enable the clutch to complete the separation, wherein the current of the solenoid valve of the separation process controls the gradient EMsoldacc2Satisfies the following conditions:
f3(CltSpdDiff)≤EMsoldacc2≤f4(CltSpdDiff)
f3(CltSpdDiff)＝-f2(CltSpdDiff)
f4(CltSpdDiff)＝-f1(CltSpdDiff)
in the formula (f)3(CltSpdDiff) Minimum limit of solenoid current control slope for clutch disengagement process, f4(CltSpdDiff) The maximum limit of the gradient of the current control of the solenoid valve during the clutch separation process.
Compared with the prior art, the hybrid vehicle clutch control method and the hybrid vehicle clutch control system have the following advantages and beneficial effects:
the hybrid vehicle clutch control method can realize three different modes of a pure electric driving mode, a series driving mode and a parallel driving mode through different power combinations.
In addition, in order to realize the switching between the non-parallel driving mode (pure electric driving mode and series driving mode) and the parallel driving mode, the hybrid vehicle clutch control method adjusts the power output of the generator set through the clutch, so that the clutch is ensured to be quickly and stably combined and separated, the driving energy consumption is optimized, the driving quality is improved, and the service life is prolonged.
Accordingly, the hybrid vehicle clutch control system according to the present invention can be used to implement the above hybrid vehicle clutch control method, which also has the above-described advantages and excellent effects.
Drawings
Fig. 1 schematically shows a partial structure of a hybrid vehicle.
Fig. 2 is a control flow chart of a clutch engagement process of the hybrid vehicle clutch control system according to an embodiment of the invention.
FIG. 3 is a plot of an engine speed compensation function for the hybrid vehicle clutch control system shown in FIG. 2.
Fig. 4 is a clutch engagement control process of the hybrid vehicle clutch control system according to an embodiment of the present invention.
FIG. 5 is a control flow chart of a clutch engagement and disengagement control system of a hybrid vehicle according to one embodiment of the invention.
Fig. 6 shows a clutch release control process of the hybrid vehicle clutch control system according to an embodiment of the present invention.
Detailed Description
The hybrid vehicle clutch control method and system of the present invention will be further explained and illustrated with reference to the drawings and the specific embodiments, which, however, should not be construed to unduly limit the technical solutions of the present invention.
Fig. 1 schematically shows a partial structure of a hybrid vehicle.
As shown in fig. 1, the hybrid vehicle may include: the engine, the generator, driving motor and clutch and several gear drive mechanisms. In the invention, the hybrid vehicle comprises three driving modes, namely a pure electric driving mode, a series driving mode and a parallel driving mode. The parallel driving mode refers to that the engine and the driving motor jointly provide power for the vehicle; the series driving mode is that the driving motor drives the wheels to rotate, and simultaneously the engine drives the generator to charge the battery which supplies power for the motor; the pure electric drive mode means that only the drive motor provides power for the vehicle. The invention can realize the switching of the driving modes of the hybrid vehicle by controlling the connection and the disconnection of the clutch.
The invention discloses a clutch control system of a hybrid power vehicle, which comprises a vehicle control unit, a hybrid power control unit and a clutch executing assembly. The hybrid vehicle clutch control system may be used to implement the hybrid vehicle clutch control method of the present invention.
It should be noted that the clutch actuating assembly of the present invention may include an electromagnetic valve, a hydraulic pump, a piston, and a clutch friction plate, wherein the clutch actuating assembly is integrated with the engine and the driving motor in a powertrain. The control algorithm of the clutch may be integrated in the hybrid control unit. The current of the electromagnetic valve can be controlled to drive the plunger of the electromagnetic valve to complete the combination of the driving disc and the driven disc of the clutch, so that the clutch combination process is completed. Accordingly, the plunger can be reset by controlling the current of the electromagnetic valve, the oil pressure is reduced, so that the piston pushes the driving disc and the driven disc to separate from each other, and then the clutch is separated, and the flow chart of the specific control process is shown in fig. 2 and 4.
Fig. 2 is a control flow chart of a clutch engagement process of the hybrid vehicle clutch control system according to an embodiment of the invention.
FIG. 3 is a plot of an engine speed compensation function for the hybrid vehicle clutch control system shown in FIG. 2.
As shown in fig. 2, in the present embodiment, the hybrid vehicle clutch control system according to the present invention can implement dynamic control of the clutch engagement process by using a segmented control method, which specifically includes the following steps:
s100: when the hybrid vehicle runs in a non-parallel driving mode (pure electric driving mode or series driving mode), the whole vehicle control unit calculates the equivalent energy consumption of the hybrid vehicle in the pure electric driving mode, the series driving mode and the parallel driving mode in real time, and when the equivalent energy consumption in the parallel driving mode is smaller than that in the pure electric driving mode or the series driving mode and lasts for a first time threshold, the whole vehicle control unit requests to enter the parallel driving mode.
In this embodiment, the first time threshold may be set to 0.1s, and when the equivalent energy consumption in the combined driving mode is smaller than the equivalent energy consumption in the pure electric driving mode or the series driving mode and lasts for 0.1s, the entire vehicle control unit requests to enter the parallel driving mode.
S110: and when the hybrid control unit detects that the speed of the vehicle is kept above a speed threshold value and the accelerator pedal is kept stable for a period of time (for example, 0.1s), and the condition of entering the parallel driving mode is met, sending a command of entering the parallel driving mode.
In the present embodiment, the vehicle speed threshold value in the above step S110 of the present invention may be set to 70 km/h. When a hybrid control unit in the system detects that the speed of the vehicle is kept above 70km/h and the accelerator pedal is kept stable for a period of time, the hybrid control unit issues an instruction to enter a parallel driving mode.
S120: the hybrid power control unit controls the generator to adjust the rotating speed of the engine by taking the rotating speed from the driving motor to the driven end of the clutch as a target rotating speed, so that the target rotating speed EMS from the engine to the driving end of the clutchTgtSpdSatisfies the following conditions:
Figure BDA0002815953470000091
in the formula i1To drive the motor to wheel ratio, i2For engine to wheel ratio, EM2SpdTo drive the actual rotational speed of the motor, EM2TgtSpdTo drive the target rotational speed of the motor, f0(EM2Spd) Is an engine speed compensation function obtained by fitting according to the rotating speed of the driving motor and the torque of the driving motor, and the fitting formula is f0(EM2Spd)＝a0×EM2Spd+100a0Has a value range of [0,0.03 ]]。
S130: judging whether the clutch control condition is met: the difference between the rotating speed of the driving end of the clutch and the rotating speed of the driven end of the clutch does not exceed a first rotating speed threshold, the generator is in a torque mode, the target torque of the engine is 0Nm, and the actual torque of the engine does not exceed the first torque threshold.
In the present embodiment, the first rotation speed threshold in step 130 may be controlled to be 70-100rpm, and the first torque threshold may be set to be 50 Nm.
S140: the hybrid power control unit controls the current of the electromagnetic valve and pushes the plunger to execute the clutch combination action, wherein the control slope EM of the electromagnetic valve current in the combination processsoldacc1Satisfies the following conditions:
f1(CltSpdDiff)≤EMsoldacc1≤f2(CltSpdDiff)
Figure BDA0002815953470000092
f1(CltSpdDiff)＝min(a×CltSpdDiff 2+b1×CltSpdDiff,20000)
Figure BDA0002815953470000093
in the formula, CltSpdDiffThe rotating speed difference between the driving end and the driven end of the clutch; f. of1(CltSpdDiff) The current control slope minimum limit value of the clutch combined electromagnetic valve is set; a is the equivalent coefficient of the rotation speed difference quadratic term, and the value range is [0,2 ]]；b1Is the equivalent coefficient of the first order term of the rotation speed difference, and the value range is [0,100 ]]；f2(CltSpdDiff) Combining a clutch with a solenoid valve to control the maximum limit value of the slope; b2Is a first order equivalent coefficient and has a value range of [60,200 ]]。
S150: judging whether the clutch combination is completed: and when the rotating speed difference between the driving end and the driven end of the clutch is smaller than a set threshold value, and the current of the electromagnetic valve reaches a preset first current threshold value and lasts for a period of time, judging that the clutch is combined.
In the present embodiment, in step S150, the first current threshold may be set to 800 mA. And when the rotating speed difference between the driving end and the driven end of the clutch is smaller than a set threshold value, and the current of the electromagnetic valve reaches a preset first current threshold value of 800mA and keeps stable for 0.3S, judging that the clutch is combined completely.
S160: and after the clutch is combined, the hybrid vehicle enters a parallel driving mode, and the engine and the driving motor drive the hybrid vehicle to run together.
S170: the priority of the step flow path P1 shown in fig. 2 is higher than that of the step flow path P2, and before the step S120 or S140, it may be determined whether the solenoid valve and the hybrid control unit have a failure, and if there is a failure, the control of the solenoid valve is not continued, and the clutch is directly opened.
S180: when the time exceeds a certain threshold value of 3S after entering S150, the process returns to S130 to continue the clutch engagement control.
S190: and according to the judgment of the timing overtime time of S180, acquiring the overtime times, synchronously starting counting, and after a certain time threshold value is exceeded, no clutch is combined, and the clutch is recovered after being electrified again.
In the present embodiment, in order to ensure that the current of the solenoid valve can respond accurately and quickly, when the running vehicle speed increases, the current of the solenoid valve needs to be increased, but the current does not exceed the maximum current limit value of 1000mA, and when the voltage of the low-voltage battery decreases, the current of the solenoid valve is also needed to ensure that the function is executed normally.
Furthermore, as shown in fig. 3, fig. 3 schematically shows the actual rotational speed EM2 of the drive motorSpdWith engine speed compensation function f0(EM2Spd) The specific data of the relationship are shown in table 1:
table 1.
EM2 Spd 0 3500 4000 4500 5000 6000 7000 8000 9000 10000 12000 14000 16000
f0(EM2Spd) 100 100 110 115 120 125 140 150 180 200 220 240 240
Correspondingly, in the step S130 of the present invention, the clutch combination control process may modify the current control slope of the clutch solenoid valve through data calibration, and obtain a precise, sensitive and comfortable clutch control algorithm through driver subjective evaluation, so as to compensate for the oil pressure delay. In the present embodiment, the clutch engagement solenoid current control slope limit is as shown in table 2 (the unit of the clutch engagement solenoid current control slope limit is mA/s).
Table 2.
CltSpdDiff -100 -80 -60 -40 -20 -5 0 5 20 40 60 80 100
f1(CltSpdDiff) 20000 10000 6000 3200 1200 8000 20000 8000 1600 3200 6000 10000 20000
f2(CltSpdDiff) 20000 14000 10000 6000 20000 20000 20000 20000 20000 6000 10000 14000 20000
Fig. 4 is a clutch engagement control process of the hybrid vehicle clutch control system according to an embodiment of the present invention.
As shown in fig. 4, with reference to fig. 2, in the above step S130 of the present invention, when the clutch control condition is satisfied, the current of the electromagnetic valve is controlled to push the plunger to perform the clutch engaging action, the clutch engaging process can be divided into three stages:
the first phase is a rapid increase phase, namely a phase of '-1-' shown in figure 4, which can ensure that the clutch solenoid valve can rapidly eliminate idle stroke;
the second section is a stable combination stage, namely a stage of '-2-' shown in figure 4, because oil has hysteresis, the plunger cannot eliminate an idle stroke in time due to rapid current control and needs to generate large displacement, so that combination impact is caused, and the stable combination stage can effectively reduce the combination impact;
the third phase is a combination completion phase, namely a phase of '-3-' shown in figure 4, and the phase can ensure that the clutch is quickly combined and locked by quickly increasing the current of the electromagnetic valve.
FIG. 5 is a control flow chart of a clutch engagement and disengagement control system of a hybrid vehicle according to one embodiment of the invention.
Fig. 6 shows a clutch release control process of the hybrid vehicle clutch control system according to an embodiment of the present invention.
As shown in fig. 5, with reference to fig. 6, it can be seen that in the hybrid vehicle clutch control system according to the present invention, rapid and smooth clutch disengagement is an important matter for improving driving comfort of the hybrid vehicle. In this embodiment, the hybrid vehicle clutch control system according to the present invention controls clutch engagement/disengagement, and specifically includes the steps of:
s200: when the hybrid vehicle runs in the parallel driving mode, the whole vehicle control unit calculates the equivalent energy consumption of the hybrid vehicle in the pure electric driving mode, the series driving mode and the parallel driving mode in real time, and when the equivalent energy consumption of the pure electric driving mode or the series driving mode is smaller than the equivalent energy consumption of the parallel driving mode and lasts for a first time threshold value, the whole vehicle control unit requests to exit the parallel driving mode.
S210: when the hybrid unit control module detects that the vehicle speed is reduced below a vehicle speed threshold value and is kept for a period of time (for example, 0.1s), and the actual torque of the engine is smaller than a preset threshold value, the hybrid unit control module exits the parallel driving mode, and then the hybrid unit control module sends an instruction of exiting the parallel driving mode.
In the present embodiment, the vehicle speed threshold value may be set to 70 km/h. And when the hybrid unit control module detects that the speed of the hybrid vehicle is less than 70km/h and lasts for 0.1s and the actual torque of the engine is less than 30Nm, sending a command of exiting the parallel driving mode.
S220: the hybrid control unit controls the current of the solenoid valve in the clutch actuator assembly to cause the clutch to complete disengagement, and the disengagement process may be divided into three phases, a fast disengagement phase (e.g., a "-1-" phase as shown in FIG. 6), a smooth disengagement phase (e.g., a "-2-" phase as shown in FIG. 6), and a disengagement completion phase (e.g., a "-3-" phase as shown in FIG. 6), wherein the solenoid valve current control slope EM of the disengagement processsoldacc2Satisfies the following conditions:
f3(CltSpdDiff)≤EMsoldacc2≤f4(CltSpdDiff)
f3(CltSpdDiff)＝-f2(CltSpdDiff)
f4(CltSpdDiff)＝-f1(CltSpdDiff)
in the formula (f)3(CltSpdDiff) Minimum limit of solenoid current control slope for clutch disengagement process, f4(CltSpdDiff) The maximum limit of the gradient of the current control of the solenoid valve during the clutch separation process.
S230: judging whether the clutch is separated or not: and when the current of the electromagnetic valve reaches a preset second current threshold value and lasts for a period of time, or the difference of the rotating speeds of the driving end and the driven end of the clutch exceeds a set threshold value, judging that the clutch is separated.
In step S230, in the present embodiment, when the solenoid current reaches the preset second current threshold 50mA for 0.25S, it is determined that the clutch is completely disengaged. If the difference in the rotational speeds of the driving end and the driven end of the clutch exceeds a set threshold value, it is similarly determined that the clutch has been disengaged.
In addition, in the step S230, if it is determined that the clutch is not disengaged, the timeout times are obtained according to the timeout time determination in the step S230, the counting is started synchronously, and after a certain threshold value is exceeded, the clutch is not engaged, and the clutch can be recovered only by powering up again.
S240: before step S220 is entered, it may be determined whether the solenoid valve and the hybrid control unit have a fault, and if the fault occurs, the clutch may be directly disconnected without continuously controlling the solenoid valve.
S250: when the time exceeds a certain threshold value of 3S after the operation of S230, the operation of S230 is resumed to continue the clutch release control.
S260: and according to the judgment of the timing overtime time in the S240, acquiring the overtime frequency, synchronously starting counting, and recovering after the overtime frequency exceeds a certain threshold value, without combining the clutch and electrifying again.
S270: and completing the clutch separation, and enabling the hybrid vehicle to enter a series driving mode or a pure electric driving mode.
In conclusion, the hybrid vehicle clutch control system can realize three different modes, namely a pure electric driving mode, a series driving mode and a parallel driving mode, through different power combinations. Correspondingly, in order to realize the switching between the non-parallel driving mode (pure electric driving mode and series driving mode) and the parallel driving mode, the hybrid vehicle clutch control method adjusts the power output of the generator set through the clutch, can ensure the clutch to be quickly and stably combined and separated, optimizes the driving energy consumption, improves the driving quality and prolongs the service life.
In addition, the hybrid vehicle clutch control system of the invention can be used for implementing the hybrid vehicle clutch control method of the invention, and the method also has the advantages and excellent effects.
It should be noted that the prior art in the protection scope of the present invention is not limited to the examples given in the present application, and all the prior art which is not inconsistent with the technical scheme of the present invention, including but not limited to the prior patent documents, the prior publications and the like, can be included in the protection scope of the present invention.
In addition, the combination of the features in the present application is not limited to the combination described in the claims of the present application or the combination described in the embodiments, and all the features described in the present application may be freely combined or combined in any manner unless contradictory to each other.
It should also be noted that the above-mentioned embodiments are only specific embodiments of the present invention. It is apparent that the present invention is not limited to the above embodiments and similar changes or modifications can be easily made by those skilled in the art from the disclosure of the present invention and shall fall within the scope of the present invention.

Claims (9)

1. A hybrid vehicle clutch control method characterized by comprising the steps of:
when the hybrid vehicle is running in the non-parallel drive mode:
101: calculating the equivalent energy consumption of the hybrid vehicle in a pure electric drive mode, a series drive mode and a parallel drive mode in real time, and when the equivalent energy consumption in the parallel drive mode is smaller than the equivalent energy consumption in the pure electric drive mode or the series drive mode and lasts for a first time threshold value, requesting the whole vehicle control unit to enter the parallel drive mode;
102: when the vehicle state is detected to meet the condition of entering the parallel driving mode, the hybrid power control unit sends a command of entering the parallel driving mode;
103: controlling the generator to adjust the rotating speed of the engine by taking the rotating speed from the driving motor to the driven end of the clutch as a target rotating speed, so that the target rotating speed EMS from the engine to the driving end of the clutchTgtSpdSatisfies the following conditions:
Figure FDA0002815953460000011
in the formula i1To drive the motor to wheel ratio, i2For engine to wheel ratio, EM2SpdTo drive the actual rotational speed of the motor, EM2TgtSpdTo drive the target rotational speed of the motor, f0(EM2Spd) As a function of engine speed compensation, based on drive motor speed and drive motor torqueFitting to obtain a fitting formula of f0(EM2Spd)＝a0×EM2Spd+100,a0Has a value range of [0,0.03 ]]；
104: when the clutch control condition is met, controlling the current of the electromagnetic valve, pushing the plunger to execute the clutch combination action, wherein the control slope EM of the electromagnetic valve current in the combination processsoldacc1Satisfies the following conditions:
f1(CltSpdDiff)≤EMsoldacc1≤f2(CltSpdDiff)
Figure FDA0002815953460000012
f1(CltSpdDiff)＝min(a×CltSpdDiff 2+b1×CltSpdDiff,20000)
Figure FDA0002815953460000013
in the formula, CltSpdDiffThe rotating speed difference between the driving end and the driven end of the clutch; f. of1(CltSpdDiff) The current control slope minimum limit value of the clutch combined electromagnetic valve is set; a is the equivalent coefficient of the rotation speed difference quadratic term, and the value range is [0,2 ]]；b1Is the equivalent coefficient of the first order term of the rotation speed difference, and the value range is [0,100 ]]；f2(CltSpdDiff) Combining a clutch with a solenoid valve to control the maximum limit value of the slope; b2Is a first order equivalent coefficient and has a value range of [60,200 ]]；
S105: after the clutch is combined, the hybrid vehicle enters a parallel driving mode, and the engine and the driving motor drive the hybrid vehicle to run together;
when the hybrid vehicle runs in the parallel drive mode:
s201: calculating the equivalent energy consumption of the hybrid vehicle in a pure electric drive mode, a series drive mode and a parallel drive mode in real time, and when the equivalent energy consumption of the pure electric drive mode or the series drive mode is less than the equivalent energy consumption of the parallel drive mode and lasts for a first time threshold value, requesting the whole vehicle control unit to exit the parallel drive mode;
s202: when the condition of exiting the parallel driving mode is detected to be met, the hybrid power control unit sends an instruction of exiting the parallel driving mode;
s203: controlling the current of the solenoid valve to enable the clutch to complete the separation, wherein the current of the solenoid valve during the separation process controls the gradient EMsoldacc2Satisfies the following conditions:
f3(CltSpdDiff)≤EMsoldacc2≤f4(CltSpdDiff)
f3(CltSpdDiff)＝-f2(CltSpdDiff)
f4(CltSpdDiff)＝-f1(CltSpdDiff)
in the formula (f)3(CltSpdDiff) Minimum limit of solenoid current control slope for clutch disengagement process, f4(CltSpdDiff) The maximum limit value of the current control slope of the electromagnetic valve in the clutch separation process;
s204: and completing the clutch separation, and enabling the hybrid vehicle to enter a series driving mode or a pure electric driving mode.
2. The hybrid vehicle clutch control method according to claim 1, wherein in step 102, the parallel drive mode entering condition is: the vehicle speed remains above the vehicle speed threshold and the accelerator pedal remains stationary for a period of time.
3. The hybrid vehicle clutch control method according to claim 1, wherein in step 202, the exit parallel drive mode condition is: the vehicle speed is reduced below a vehicle speed threshold value and kept for a period of time, and the actual torque of the engine is smaller than a preset threshold value.
4. The hybrid vehicle clutch control method according to claim 1, characterized in that in step 104, the clutch control conditions are: the difference between the rotating speed of the driving end of the clutch and the rotating speed of the driven end of the clutch does not exceed a first rotating speed threshold, the generator is in a torque mode, the target torque of the engine is 0Nm, and the actual torque of the engine does not exceed the first torque threshold.
5. The hybrid vehicle clutch control method of claim 4, wherein the first rotational speed threshold is 70-100 rpm; and/or the first torque threshold is 50 Nm.
6. The hybrid vehicle clutch control method according to claim 1, characterized in that between step 104 and step 105, further comprising step 105 a: judging whether the clutch combination is completed: and when the rotating speed difference between the driving end and the driven end of the clutch is smaller than a set threshold value, and the current of the electromagnetic valve reaches a preset first current threshold value and lasts for a period of time, judging that the clutch is combined.
7. The hybrid vehicle clutch control method according to claim 1, further comprising, between step 203 and step 204, step 203 a: judging whether the clutch is separated or not: and when the current of the electromagnetic valve reaches a preset second current threshold value and lasts for a period of time, or the difference of the rotating speeds of the driving end and the driven end of the clutch exceeds a set threshold value, judging that the clutch is separated.
8. The hybrid vehicle clutch control method according to claim 1, wherein before proceeding to steps 103, 104, 203, it is determined whether the solenoid valve and the hybrid control unit have a failure, and if there is a failure, the solenoid valve is not continuously controlled and the clutch is directly opened.
9. The utility model provides a hybrid vehicle clutch control system, its includes whole car the control unit, hybrid control unit and clutch executive component, its characterized in that:
when the hybrid vehicle is running in the non-parallel drive mode:
the whole vehicle control unit calculates the equivalent energy consumption of the hybrid vehicle in a pure electric drive mode, a series drive mode and a parallel drive mode in real time, and requests to enter the parallel drive mode when the equivalent energy consumption in the parallel drive mode is less than the equivalent energy consumption in the pure electric drive mode or the series drive mode and lasts for a first time threshold;
when the hybrid power control unit detects that the vehicle state meets the condition of entering the parallel driving mode, the hybrid power control unit sends a command of entering the parallel driving mode;
the hybrid power control unit controls the generator to adjust the rotating speed of the engine by taking the rotating speed from the driving motor to the driven end of the clutch as a target rotating speed, so that the target rotating speed EMS from the engine to the driving end of the clutchTgtSpdSatisfies the following conditions:
Figure FDA0002815953460000031
in the formula i1To drive the motor to wheel ratio, i2For engine to wheel ratio, EM2SpdTo drive the actual rotational speed of the motor, EM2TgtSpdTo drive the target rotational speed of the motor, f0(EM2Spd) Is an engine speed compensation function obtained by fitting according to the rotating speed of the driving motor and the torque of the driving motor, and the fitting formula is f0(EM2Spd)＝a0×EM2Spd+100,a0Has a value range of [0,0.03 ]]；
When the clutch control condition is met, the hybrid control unit controls the current of a solenoid valve in the clutch execution assembly and pushes a plunger in the clutch execution assembly to execute the clutch combination action, wherein the control slope EM of the solenoid valve current in the combination processsoldacc1Satisfies the following conditions:
f1(CltSpdDiff)≤EMsoldacc1≤f2(CltSpdDiff)
Figure FDA0002815953460000041
f1(CltSpdDiff)＝min(a×CltSpdDiff 2+b1×CltSpdDiff,20000)
Figure FDA0002815953460000042
in the formula, CltSpdDiffThe rotating speed difference between the driving end and the driven end of the clutch; f. of1(CltSpdDiff) The current control slope minimum limit value of the clutch combined electromagnetic valve is set; a is the equivalent coefficient of the rotation speed difference quadratic term, and the value range is [0,2 ]]；b1Is the equivalent coefficient of the first order term of the rotation speed difference, and the value range is [0,100 ]]；f2(CltSpdDiff) Combining a clutch with a solenoid valve to control the maximum limit value of the slope; b2Is a first order equivalent coefficient and has a value range of [60,200 ]]；
When the hybrid vehicle runs in the parallel drive mode:
the whole vehicle control unit calculates the equivalent energy consumption of the hybrid vehicle in a pure electric drive mode, a series drive mode and a parallel drive mode in real time, and requests to quit the parallel drive mode when the equivalent energy consumption of the pure electric drive mode or the series drive mode is less than the equivalent energy consumption of the parallel drive mode and lasts for a first time threshold;
when the hybrid unit control module detects that the condition of exiting the parallel driving mode is met, an instruction of exiting the parallel driving mode is sent out;
the hybrid power control unit controls the current of a solenoid valve in a clutch actuating assembly to enable the clutch to complete the separation, wherein the current of the solenoid valve of the separation process controls the gradient EMsoldacc2Satisfies the following conditions:
f3(CltSpdDiff)≤EMsoldacc2≤f4(CltSpdDiff)
f3(CltSpdDiff)＝-f2(CltSpdDiff)
f4(CltSpdDiff)＝-f1(CltSpdDiff)
in the formula (f)3(CltSpdDiff) Minimum limit of solenoid current control slope for clutch disengagement process, f4(CltSpdDiff) The maximum limit of the gradient of the current control of the solenoid valve during the clutch separation process.
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