CN112590755B - Engine stop control method, system and computer storage medium - Google Patents
Engine stop control method, system and computer storage medium Download PDFInfo
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- CN112590755B CN112590755B CN202011396191.XA CN202011396191A CN112590755B CN 112590755 B CN112590755 B CN 112590755B CN 202011396191 A CN202011396191 A CN 202011396191A CN 112590755 B CN112590755 B CN 112590755B
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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
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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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
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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
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
- B60W10/11—Stepped gearings
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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
- 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
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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
- B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
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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
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/10—Accelerator pedal position
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/08—Electric propulsion units
- B60W2710/081—Speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/08—Electric propulsion units
- B60W2710/083—Torque
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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Abstract
The invention provides an engine stop control method, an engine stop control system and a computer storage medium, wherein the engine stop control method comprises the following steps: judging whether the motor has a gear shifting request or not when a stop request of the engine is received; if the motor has a gear shifting request, acquiring a target gear and an actual gear of the motor; and if the target gear is not consistent with the actual gear, adjusting the actual gear to be consistent with the target gear, and executing the operation of stopping the engine. The invention can solve the problems of acceleration drop caused by starting a clutch and huge impact caused by stopping and accelerating in the gear shifting process of the motor and the problem of power loss possibly caused by stopping the engine in the process of switching the torque output path of the motor by controlling the strategy of delaying the stopping of the engine in the process of inconsistent target gear and actual gear of the motor.
Description
Technical Field
The invention relates to the field of engine control, in particular to an engine stop control method, an engine stop control system and a computer storage medium.
Background
With increasingly strict requirements of national regulations on oil consumption and emission and development of electrified systems, the hybrid power technology is the key for realizing energy conservation and emission reduction. In order to meet national policies and emission regulations, the entire car factory and parts suppliers are looking for solutions. However, the battery technology of the current pure electric vehicle technology system is complex, the cost is high, and the structure of the hybrid power system determines the types of the working modes which can be realized, so that the hybrid power system generally has a relatively complex structure in order to realize a plurality of working modes. In some single-motor hybrid power systems, the problem of acceleration drop caused by the stop of the engine in the motor gear shifting process and the problem of power loss possibly caused by the stop of the engine in the motor torque output path switching process often occur, and the driving experience is seriously influenced.
Disclosure of Invention
In view of the above, the present invention provides an engine stop control method, system and computer storage medium, which delays an engine stop under a preset condition to solve the problems of acceleration drop and large impact caused by clutch start-up during the motor shift process and acceleration, and power loss which may occur during the engine stop during the motor torque output path switching.
In a first aspect, the present invention provides an engine stop control method comprising:
judging whether the motor has a gear shifting request or not when a stop request of the engine is received;
if the motor has a gear shifting request, acquiring a target gear and an actual gear of the motor;
and if the target gear is not consistent with the actual gear, adjusting the actual gear to be consistent with the target gear, and then executing the operation of stopping the engine.
Wherein, the target gear of obtaining the motor comprises:
and acquiring the target gear according to a motor torque output path change request or a motor downshift request in the braking process.
Wherein the motor torque output path change request comprises:
a request to switch a first torque output path to a second torque output path, the first torque output path being that the electric machine is connected with the engine and the electric machine is disconnected with a transmission, the second torque output path being that the electric machine is disconnected with the engine and the electric machine is connected with the transmission.
Wherein, motor downshift request in the braking process includes:
a motor downshift request triggered by braking when the electric machine is disconnected from the engine and the electric machine is connected to the transmission.
Wherein said adjusting said actual gear to be consistent with said target gear comprises:
if the gear shifting condition is met, reducing the torque of the motor to be zero;
the motor executes gear-off operation and is put into a neutral gear;
determining a target rotating speed of the motor according to the target gear, and controlling the motor to enter a rotating speed closed-loop mode so as to adjust the rotating speed of the motor to the target rotating speed;
and engaging to the target gear.
Wherein, after the operation of performing the engine stop, further comprising:
calculating a target torque value according to preset parameters;
sending a torque recovery request;
and controlling the motor to recover the torque on the basis of the no-load torque according to the target torque value.
Wherein the preset parameter includes at least one of an accelerator opening, a vehicle speed, a reference output torque, and a current driving state of the vehicle.
Wherein, the method further comprises:
and if the target gear of the motor is consistent with the actual gear, executing the operation of stopping the engine.
In a second aspect, the present invention also provides an engine stop control system comprising:
at least one processor;
at least one memory coupled to the at least one processor and storing instructions for execution by the at least one processor, which when executed by the at least one processor, cause the apparatus to perform, when executed, the engine shutdown control method as described above.
In a third aspect, the present invention also provides a computer storage medium having computer program instructions stored thereon; the computer program instructions, when executed by a processor, implement the engine stop control method as described above.
In summary, the engine stop control method, system and computer storage medium of the present invention includes: judging whether the motor has a gear shifting request or not when a stop request of the engine is received; if the motor has a gear shifting request, acquiring a target gear and an actual gear of the motor; and if the target gear is not consistent with the actual gear, adjusting the actual gear to be consistent with the target gear, and executing the operation of stopping the engine. The invention can solve the problem of acceleration drop caused by the stop of the engine in the gear shifting process of the motor and the problem of power loss possibly caused by the stop of the engine in the torque output path switching process of the motor by controlling the strategy of delaying the stop of the engine in the process of inconsistent target gear and actual gear of the motor.
The foregoing description is only an overview of the technical solutions of the present invention, and in order to make the technical means of the present invention more clearly understood, the present invention may be implemented in accordance with the content of the description, and in order to make the above and other objects, features, and advantages of the present invention more clearly understood, the following preferred embodiments are described in detail with reference to the accompanying drawings.
Drawings
FIG. 1 is a flowchart illustrating an engine stop control method according to a first embodiment;
fig. 2 is a structural view of the vehicle control unit according to the first embodiment;
fig. 3 is a diagram showing an ISG path structure according to the first embodiment;
FIG. 4 is a diagram showing an EFAD path structure according to the first embodiment;
FIG. 5 is a detailed flowchart of an engine stop control method according to a first embodiment;
FIG. 6 is a detailed flowchart of an engine stop control method according to a second embodiment;
fig. 7 is a detailed flowchart showing an engine stop control method according to the third embodiment.
Detailed Description
To further illustrate the technical means and effects of the present invention adopted to achieve the predetermined objects, the present invention is described in detail below with reference to the accompanying drawings and preferred embodiments.
First embodiment
Fig. 1 is a flowchart illustrating an engine stop control method according to a first embodiment. As shown in fig. 1, an embodiment of the present invention provides an engine stop control method, including:
step 201: judging whether the motor has a gear shifting request or not when a stop request of the engine is received;
step 202: if the motor has a gear shifting request, acquiring a target gear and an actual gear of the motor;
step 203: and if the target gear is not consistent with the actual gear, adjusting the actual gear to be consistent with the target gear, and executing the operation of stopping the engine.
Fig. 2 is a structural diagram of a vehicle control unit according to an embodiment of the present invention. As shown in fig. 3, the VCM is a vehicle controller, wherein the DCDC is a high-voltage low-voltage dc-dc conversion device, and is directly connected to the motor. The ECM is an engine controller and is directly connected to the engine. And the IGM is connected with the DCDC and is a controller of the DCDC and the motor. The TCM is connected with the transmission and is a transmission controller. The BECM is connected with a high-voltage battery and is a battery controller. In addition, the vehicle controller also comprises an OBC external charging controller, a CEM vehicle electronic and electric controller and a CCM air-conditioning controller. The power system of the vehicle is composed of an engine, a motor, a 7DCT (double-clutch transmission), a speed reducer, a half shaft and wheels, has seven power output modes and comprises:
1. unpowered output: c1 and C2 are in a separated state, and both the odd shaft and the even shaft are not in gear;
2. and (3) idle speed power generation: c1 is separated, C2 is meshed, even shafts do not have pre-gear, an engine works to drive a motor to generate electricity;
3. starting an engine: c1 is separated, C2 is meshed, even shafts are not pre-geared, and a motor drives an engine to start;
4. pure electric drive: c1 and C2 are separated, even axles are in gear, and the motor provides power to drive the vehicle to run;
5. energy recovery: c1 and C2 are separated, even number shafts are in gear, and braking energy drives the engine to generate electricity;
6. charging in a running mode: c1 and C2 are meshed, the engine drives the vehicle to run through an odd gear, and the motor drives the motor to generate electricity through the C2 clutch;
7. hybrid driving: c1 is engaged, C2 is disengaged, both odd shafts and even shafts are engaged, the engine outputs power through the odd gears, the motor outputs power through the even shafts, and the motor and the even shafts drive the two vehicles to run together.
Fig. 3 is a diagram showing an ISG path structure according to the first embodiment. Fig. 4 is a diagram showing an EFAD path structure according to the first embodiment. As shown in fig. 3 and 4, the motor has three torque output paths: an ISG path, an EFAD path, and a disabled path. The ISG path refers to the condition that the motor is connected with the engine through the C2 clutch and is disconnected with the even number shaft of the gearbox, when the motor is in the ISG path, the motor is connected with the even number shaft clutch, and the gear of the motor is 0 gear. The EFAD path means that the motor is directly connected with even shaft gears (2, 4, 6) of the gearbox for assisting or charging, the motor is disconnected with the engine, when the motor is in the EFAD path, the motor has three gears of 2-4-6, and when the conditions of vehicle speed and accelerator are met, the motor can shift gears. The Disengaged path means that the electric machine is disconnected from both the engine and the even shafts of the transmission. The torque of the engine refers to the torque output from the crankshaft end of the engine. When the motor is connected with the input shaft end of an even shaft of the transmission, two conditions exist when the target gear and the actual gear of the motor are inconsistent:
1) in the process of shifting the motor; for example, when the speed of the gear is reduced to 46km/h during braking, the speed of the gear 4 is reduced to 2, because SOC (state of charge) is increased during braking, if the engine is stopped and the driver steps on the accelerator, positive torque cannot be output because the motor is shifted, and the speed of the gear exceeds 10km/h, the engine cannot be started by 12V for functional safety, a clutch is required to pull the engine up, about 80-120NM, and the large load is caused to the running vehicle. Under normal conditions, the torque of the clutch dragging engine needs to be compensated by the torque of the motor, and the torque of the clutch dragging engine cannot be compensated by the motor during gear shifting, so that acceleration drop and huge impact can be caused, and the influence on the drivability is great;
2) in the process of switching the torque output path of the motor, for example, switching the ISG path to the EFAD path, wherein the gear of the motor is 0, and the target gear is 2; the motor speed in the ISG path is about 1000 revolutions, while the motor speed in the EFAD path is about 300 revolutions, so the motor is required to regulate the speed. The motor is charged during the vehicle crawling process of the ISG path, when the SOC is full, the ISG path is exited and the stop is requested, and if the stop is carried out, the power is lost because the motor is used for regulating the speed and the engine is not started yet.
Therefore, the invention avoids the situation by defining the strategy that even if the engine meets the stop condition in the process that the target gear of the motor is inconsistent with the actual gear, the engine is delayed to stop until the motor is hung on the target shaft gear, and the stop is allowed.
In the embodiment of the invention, whether the motor has a gear shifting request is judged when the stop request of the engine is received. If the motor has a gear shifting request, a target gear and an actual gear of the motor are obtained, and whether the target gear is consistent with the actual gear is judged. And if the target gear is consistent with the actual gear, executing the operation of stopping the engine. And if the target gear is not consistent with the actual gear, adjusting the actual gear to be consistent with the target gear, and then executing the operation of stopping the engine. The target gear and the actual gear are not consistent, one is a motor gear shifting process in the braking process, and the other is a motor torque output path changing process. The motor gear shifting process in the braking process comprises a motor gear-down request in the braking process under a second torque output path, wherein the second torque output path is an EFAD path which is formed by disconnecting the motor from the engine and connecting the motor with the gearbox. The motor torque output path change process includes a request for switching a first torque output path, which is a connection of the motor with the engine and a disconnection of the motor from the transmission, to a second torque output path, i.e., an ISG path.
In step 203, when the actual gear is adjusted to be consistent with the target gear, if the gear shifting condition is met, reducing the torque of the motor to be zero; the motor executes gear-off operation and is put into a neutral gear; determining a target rotating speed of the motor according to the target gear, and controlling the motor to enter a rotating speed closed-loop mode to adjust the rotating speed of the motor to the target rotating speed; and (5) engaging to a target gear. Calculating a target torque value according to a preset parameter after an operation of stopping the engine is performed; sending a torque recovery request; and controlling the motor to recover the torque on the basis of the no-load torque according to the target torque value. The preset parameters comprise the opening degree of an accelerator pedal, the speed of the vehicle, the reference output torque, the current running state of the vehicle and the like.
Specifically, fig. 5 is a detailed flowchart of an engine stop control method according to the first embodiment. As shown in fig. 5, in the engine stop control method, after an initial engine stop request is received, whether a clicked target gear is consistent with an actual gear is judged, if not, the actual gear is adjusted to be consistent with the target gear, then a final engine stop request is determined, an engine stop operation is executed, and pure electric driving is performed through motor driving.
The engine stop control method provided by the embodiment of the invention comprises the following steps: judging whether the motor has a gear shifting request or not when a stop request of the engine is received; if the motor has a gear shifting request, acquiring a target gear and an actual gear of the motor; and if the target gear is not consistent with the actual gear, adjusting the actual gear to be consistent with the target gear, and executing the operation of stopping the engine. The invention can solve the problems of acceleration drop caused by starting a clutch and huge impact caused by stopping and accelerating in the gear shifting process of the motor and the problem of power loss possibly caused by stopping the engine in the process of switching the torque output path of the motor by controlling the strategy of delaying the stopping of the engine in the process of inconsistent target gear and actual gear of the motor.
Second embodiment
Fig. 6 is a detailed flowchart showing an engine stop control method according to the second embodiment. As shown in fig. 6, in the embodiment of the present invention, when the motor steps on the brake in the EFAD path, and the engine is changed from the running state to the shutdown state in the process of 6-gear down 4-gear or 4-gear down 2-gear, if the driver steps on the accelerator, because the vehicle speed is high (greater than 10km/h), the 12V start is forbidden due to the safety problem caused by the pressure drop caused by the 12V start, and the engine is started by using the clutch, but at this time, the motor cannot compensate the torque lost by the clutch during starting the engine during shifting, so that a large impact is caused, and the acceleration drops seriously. In the process of stepping on the brake 4-2, the engine is stopped, at the moment, a driver starts a large throttle and selects the clutch to start, but the motor cannot compensate the torque of the clutch, so that the acceleration drop is serious, and the drivability is influenced. Normal clutch launch as shown in fig. 4, the motor is to compensate for 80Nm-100Nm of torque. The control flow defining the engine request to stop during a motor shift in the EFAD path is shown in FIG. 5:
1) requested shift phase
In the normal driving process, the TCM collects signals of vehicle speed, accelerator pedal opening and the like in real time and judges whether gear shifting is performed or not. And when the gear shifting condition is met, transmitting a gear shifting request to the VCM, arbitrating and deciding the gear shifting request by the VCM, transmitting a gear shifting permission instruction to the TCM, and handing the highest control right of the whole vehicle power system to the TCM.
2) Motor torque reduction stage
In order to ensure smooth gear shifting, the TCM sends a torque reduction request to the IGM, controls the motor to reduce the torque, and ensures the stability of the motor rotating speed at the moment of neutral gear shifting.
3) Gear off stage
After the motor finishes torque reduction, the TCM controls the gear shifting executing mechanism to act, so that the transmission is engaged in a neutral gear.
4) Speed regulation stage of motor
After gear shifting is finished, in order to enable the rotating speed of the meshing gear of the target gear and the synchronizer to reach a synchronous state as soon as possible, the TCU sends a request to the IGM, controls the motor to enter a rotating speed closed-loop working mode, dynamically adjusts the target rotating speed of gear shifting serving as an adjustment target amount, and judges whether the requirement of the rotating speed difference range before gear shifting is met or not according to the rotating speed synchronization condition of each gear.
5) Stage of putting into gear
In order to quickly and smoothly engage a target gear and reduce gear shifting impact, the interaction force between the meshing teeth is ensured to be as small as possible, similar to the gear disengaging stage, and when the actual output torque of the motor is zero, the interaction force between the meshing teeth is minimum. Therefore, after the rotating speed synchronization condition is met and before the gear is engaged, the TCM controls the torque of the motor, and on the basis that the rotating speed of the motor meets the gear shifting synchronization requirement, the actual output torque of the motor is zero, so that the gear is engaged quickly and smoothly without impact and noise.
6) Engine allowed shutdown and motor torque recovery
After the transmission is engaged in the target gear, the engine can be stopped and the motor should be torque-restored to meet the power demand of the vehicle. The VCM calculates a target torque output value according to the opening degree of an accelerator pedal, the vehicle speed, the reference output torque and the current running state of the vehicle and sends the target torque output value to the TCM; the TCM sends a torque recovery request and a target torque value to the IGM, and controls the motor to recover the torque based on the original no-load torque. And when the output torque of the motor reaches the target torque calculated by the VCM, the motor directly enters a normal driving mode, and the vehicle recovers a normal driving state.
The specific implementation process of this embodiment is described in detail in the first embodiment, and this embodiment is not described again.
Third embodiment
Fig. 7 is a detailed flowchart of an engine stop control method according to a third embodiment. As shown in fig. 7, in the embodiment of the present invention, the motor is in the 0 gear in the ISG path of the motor, and the motor may be in the 2, 4, and 6 gears in the EFAD path of the motor. When the ISG path is switched to the EFAD path, the motor requests the gear to be 2, and the actual gear is 0. When the EFAD path is switched to the ISG path, the motor requests the gear to be 0 gear, and the actual gear is 2 gear. Because one of the conditions of the ISG path is engine startup, when the EFAD path is switched to the ISG path, the problem of shutdown does not exist. However, when switching from the ISG path to the EFAD path, if the SOC is full and there are no other start conditions, the engine may send a stop request, and if the engine is stopped and the motor is still shifting gears at this time, a power interruption phenomenon may occur.
When the ISG path requests to be switched to the EFAD path, the gear of the motor needs to be shifted from 0 gear to 2 gear, the vehicle speed is about 4km/h, the motor speed in the EFAD path is determined by the vehicle speed, namely the motor speed in the EFAD path is about 300 revolutions at the gear 2. Because the rotating speed of the motor in the ISG path is about 1000 revolutions, and the rotating speed of the motor in the EFAD path is about 300 revolutions, the speed of the motor needs to be regulated, and the motor can be engaged in the 2 gear after the speed regulation is finished. If the ISG path is exited and the stop is requested when the motor is charged to the full SOC in the vehicle crawling process of the ISG path, and if the stop is performed at the moment, the power can not be supplied due to the fact that the motor cannot supply power in the speed regulating and gear shifting process, and the engine is not started yet, so that the power loss can be caused. In the ISG path crawling process, the SOC is full, the engine is stopped, the ISG path of the motor is withdrawn, the ISG path is switched to the EFAD path, at the moment, if the engine is stopped and a driver continues crawling, the EFAD path is switched and the gear 2 is hung due to the fact that the motor needs to adjust the speed, the motor cannot provide power in the process, the engine cannot start due to enough electric quantity, and therefore the power can be lost, and the power can be continuously output until the motor is shifted. Thus, a control flow is defined for an engine request shutdown when the ISG path requests a switch to the EFAD path as shown in fig. 7:
next, a control flow of engine stop during the switching of the motor torque output path request is defined, as shown in fig. 7 below:
1) motor torque output path request change (from ISG to EFAD)
The purpose of the motor in the ISG path is low speed charging, so during ISG path crawling, when the SOC is full, the ISG path is to exit the switch to the EFAD path.
2) Requested shift phase
The motor is 0 gear in the ISG path of the motor, and the motor gear can be 2, 4 and 6 gears in the EFAD path of the motor. When the ISG path is switched to the EFAD path, the motor requests the gear to be 2, and the actual gear is 0. The electric machine therefore requests a 2-shift.
2) Motor torque reduction stage
In order to ensure smooth gear shifting, the TCM sends a torque reduction request to the IGM, controls the motor to reduce the torque, and ensures the stability of the motor rotating speed at the moment of neutral gear shifting.
3) Gear off stage
After the motor is turned down, the TCM controls the gear shifting executing mechanism to act, so that the transmission is engaged in a neutral gear.
4) Speed regulation stage of motor
After gear shifting is finished, in order to enable the rotating speed of the meshing gear of the target gear and the synchronizer to reach a synchronous state as soon as possible, the TCU sends a request to the IGM, controls the motor to enter a rotating speed closed-loop working mode, dynamically adjusts the target rotating speed of gear shifting serving as an adjustment target amount, and judges whether the requirement of the rotating speed difference range before gear shifting is met or not according to the rotating speed synchronization condition of each gear.
5) Stage of putting into gear
In order to quickly and smoothly engage a target gear and reduce gear shifting impact, the interaction force between the meshing teeth is ensured to be as small as possible, similar to the gear disengaging stage, and when the actual output torque of the motor is zero, the interaction force between the meshing teeth is minimum. Therefore, after the rotating speed synchronization condition is met and before the gear is engaged, the TCM controls the torque of the motor, and on the basis that the rotating speed of the motor meets the gear shifting synchronization requirement, the actual output torque of the motor is zero, so that the gear is engaged quickly and smoothly without impact and noise.
6) After the motor torque output path is changed, the engine is allowed to stop, and after the motor torque recovery transmission is shifted into the target gear, the motor torque output path is changed, the engine can be stopped, and the motor is required to perform torque recovery so as to meet the power requirement of the vehicle. The VCM calculates a target torque output value according to the opening degree of an accelerator pedal, the vehicle speed, the reference output torque and the current running state of the vehicle and sends the target torque output value to the TCM; the TCM sends a torque recovery request and a target torque value to the IGM, and controls the motor to recover the torque based on the original no-load torque. And when the output torque of the motor reaches the target torque calculated by the VCM, the motor directly enters a normal driving mode, and the vehicle recovers a normal driving state.
An embodiment of the present invention further provides an engine stop control system, including:
at least one processor;
at least one memory coupled to the at least one processor and storing instructions for execution by the at least one processor, the instructions when executed by the at least one processor, cause the apparatus to perform the engine shutdown control method as described above.
The embodiment of the invention also provides a computer storage medium, wherein the computer storage medium is stored with computer program instructions; the computer program instructions, when executed by the processor, implement the engine stop control method as described above.
The technical features of the above embodiments can be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the above embodiments are not described, but should be considered as the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
As used herein, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, including not only those elements listed, but also other elements not expressly listed.
The above description is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present invention, and all the changes or substitutions should be covered within the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (7)
1. An engine stop control method characterized by comprising:
judging whether the motor has a gear shifting request or not when a stop request of the engine is received;
if the motor has a gear shifting request, acquiring a target gear and an actual gear of the motor;
if the target gear is not consistent with the actual gear, adjusting the actual gear to be consistent with the target gear, and then executing the operation of stopping the engine;
acquiring a target gear of the motor, comprising:
acquiring the target gear according to a motor torque output path change request or a motor gear reduction request in a braking process;
the motor torque output path change request includes:
a request to switch a first torque output path to a second torque output path, the first torque output path being with the motor connected to the engine and the motor disconnected from a transmission, the second torque output path being with the motor disconnected from the engine and the motor connected to the transmission;
the motor downshift request in the braking process comprises the following steps:
a motor downshift request triggered by braking when the electric machine is disconnected from the engine and the electric machine is connected to the transmission.
2. The engine stop control method according to claim 1, wherein the adjusting the actual gear to coincide with the target gear includes:
if the gear shifting condition is met, reducing the torque of the motor to be zero;
the motor executes gear-off operation and is put into a neutral gear;
determining a target rotating speed of the motor according to the target gear, and controlling the motor to enter a rotating speed closed-loop mode so as to adjust the rotating speed of the motor to the target rotating speed;
and engaging to the target gear.
3. The engine stop control method according to claim 2, characterized by further comprising, after the operation of performing the engine stop:
calculating a target torque value according to preset parameters;
sending a torque recovery request;
and controlling the motor to recover the torque on the basis of no-load torque according to the target torque value.
4. The engine stop control method according to claim 3, characterized in that the preset parameter includes at least one of an accelerator pedal opening degree, a vehicle speed, a reference output torque, and a current running state of the vehicle.
5. The engine stop control method according to claim 1, characterized by further comprising:
and if the target gear of the motor is consistent with the actual gear, executing the operation of stopping the engine.
6. An engine stop control system, comprising:
at least one processor;
at least one memory coupled to the at least one processor and storing instructions for execution by the at least one processor, the instructions when executed by the at least one processor causing the engine shutdown control system to perform the engine shutdown control method of any one of claims 1 to 5.
7. A computer storage medium having computer program instructions stored thereon; the computer program instructions, when executed by a processor, implement the engine stop control method of any one of claims 1 to 5.
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| CN202210344416.XA CN114852039A (en) | 2020-12-03 | 2020-12-03 | Engine stop control method, system and computer storage medium |
| CN202011396191.XA CN112590755B (en) | 2020-12-03 | 2020-12-03 | Engine stop control method, system and computer storage medium |
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| CN117841970A (en) * | 2022-09-30 | 2024-04-09 | 广州汽车集团股份有限公司 | Gear shifting control method, gear shifting control system and dual-motor vehicle |
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| CN103998307A (en) * | 2011-12-15 | 2014-08-20 | 丰田自动车株式会社 | Hybrid vehicle control apparatus |
| CN107031372A (en) * | 2015-09-10 | 2017-08-11 | 丰田自动车株式会社 | Motor vehicle driven by mixed power |
| CN109094552A (en) * | 2018-07-25 | 2018-12-28 | 重庆长安汽车股份有限公司 | A kind of halt control method of engine, system and hybrid vehicle |
| CN109606349A (en) * | 2018-12-24 | 2019-04-12 | 浙江吉利汽车研究院有限公司 | Engine halt control method, device, system and entire car controller |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| JP4972988B2 (en) * | 2006-05-02 | 2012-07-11 | 日産自動車株式会社 | Hybrid vehicle transmission state switching control device |
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Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103998307A (en) * | 2011-12-15 | 2014-08-20 | 丰田自动车株式会社 | Hybrid vehicle control apparatus |
| CN107031372A (en) * | 2015-09-10 | 2017-08-11 | 丰田自动车株式会社 | Motor vehicle driven by mixed power |
| CN109094552A (en) * | 2018-07-25 | 2018-12-28 | 重庆长安汽车股份有限公司 | A kind of halt control method of engine, system and hybrid vehicle |
| CN109606349A (en) * | 2018-12-24 | 2019-04-12 | 浙江吉利汽车研究院有限公司 | Engine halt control method, device, system and entire car controller |
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| CN112590755A (en) | 2021-04-02 |
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Address after: 310051 No. 1760, Jiangling Road, Hangzhou, Zhejiang, Binjiang District Applicant after: ZHEJIANG GEELY HOLDING GROUP Co.,Ltd. Applicant after: NINGBO GEELY ROYAL ENGINE COMPONENTS Co.,Ltd. Applicant after: Aurobay Technology Co.,Ltd. Address before: 310051 No. 1760, Jiangling Road, Hangzhou, Zhejiang, Binjiang District Applicant before: ZHEJIANG GEELY HOLDING GROUP Co.,Ltd. Applicant before: NINGBO GEELY ROYAL ENGINE COMPONENTS Co.,Ltd. Applicant before: ZHEJIANG GEELY POWER ASSEMBLY Co.,Ltd. |