CN112644454B - Hybrid vehicle control method, vehicle, vehicle terminal and storage medium - Google Patents

Abstract

The invention belongs to the technical field of hybrid electric vehicles, and relates to a control method of a hybrid electric vehicle, the hybrid electric vehicle, a vehicle-mounted terminal and a computer storage medium. The control method of the hybrid electric vehicle comprises the following steps: the method comprises the steps of obtaining the current working condition of a vehicle, starting a torque distribution function with priority of a motor when the current working condition accords with the working condition corresponding to the torque distribution function with priority of the motor, obtaining torque distribution factors, obtaining corresponding motor discharge torque according to the torque distribution factors, and controlling the motor and an engine according to the torque requested by a driver and the motor discharge torque. Therefore, the invention can enable the engine to run under the steady-state working condition under the corresponding working conditions of the low-temperature environment, the low-speed traffic jam and the like of the hybrid electric vehicle, reduce the oil consumption and improve the response, thereby improving the driving property, the economical efficiency, the response and the safety of the vehicle.

Description

Hybrid vehicle control method, vehicle, vehicle terminal and storage medium

technical field

The invention relates to the technical field of hybrid electric vehicles, in particular to a control method of a hybrid electric vehicle, a hybrid electric vehicle, a vehicle-mounted terminal and a computer storage medium.

Background technique

With the increasingly strict requirements on fuel consumption and emissions in national regulations, as well as the development of electrified systems, hybrid technology is the key to achieving energy saving and emission reduction. In order to adapt to national policies and meet emission regulations, OEMs and parts suppliers are looking for solutions. However, the battery technology of the current pure electric vehicle technology system is complex and the cost is high. The structure of the hybrid power system determines the types of working modes that can be realized. For example, the P2.5 configuration hybrid system motor has three torque output paths, ISG path, Efad path and Disengaged path. Different output paths are aimed at different usage conditions during the use of the car.

But at the same time, in the process of using a hybrid vehicle, according to the existing torque distribution control method, the engine has some operating conditions that the engine system has poor combustion, low combustion efficiency, and slow response. For example: (1) In order to respond, the driver When the sport mode is selected, the engine will always start, and the torque requested by the driver will be preferentially distributed to the engine, so that the engine load is constantly changing, resulting in poor fuel combustion and high fuel consumption; (2) When the ambient temperature in winter is very low (such as temperature When the temperature is lower than -4 degrees), because the heating function of the vehicle's air conditioner relies on the high water temperature of the engine coolant for heating, the engine keeps starting, resulting in poor fuel combustion and high fuel consumption; (3) In winter, the ambient temperature is very high. When the temperature is low (for example, when the temperature is lower than -4 degrees), the engine keeps starting. Under the condition of low-speed traffic jam, if the normal torque distribution strategy is followed, since the driver's request torque is small, the driver's request torque is all distributed to the engine, and the engine's The load is constantly changing, resulting in poor combustion and a slower response. Therefore, how to improve the working conditions that affect the engine combustion, fuel consumption and/or response speed of the hybrid vehicle needs to be considered by those skilled in the art.

For the above problems, those skilled in the art have been seeking solutions.

The preceding statements are intended to provide general background information and may not constitute prior art.

SUMMARY OF THE INVENTION

The technical problem solved by the present invention is to provide a control method for a hybrid electric vehicle, a hybrid electric vehicle, a vehicle-mounted terminal and a computer storage medium, which can make the engine operate under the corresponding working conditions of the hybrid electric vehicle's low temperature environment and low-speed traffic jam. Operating under steady state conditions reduces fuel consumption and improves responsiveness, thereby improving vehicle drivability, economy, responsiveness and safety.

The present invention solves its technical problem by adopting the following technical scheme to realize:

The present invention provides a control method for a hybrid electric vehicle, comprising the following steps: obtaining the current working condition of the vehicle, and when the current working condition conforms to the working condition corresponding to the motor-priority torque distribution function, enabling the motor-priority torque distribution function, and obtaining the The torque distribution factor includes the driving state, the driver's request torque and the vehicle speed. The corresponding motor discharge torque is obtained according to the torque distribution factor, and the motor and the engine are controlled according to the driver's request torque and motor discharge torque.

Further, the above step of obtaining the current working condition of the vehicle includes: obtaining a working condition identification factor, wherein the working condition identification factor includes driving mode information, vehicle speed, and ambient temperature information, and the current working condition of the vehicle is identified according to the working condition identification factor. condition.

Further, after the above-mentioned step of obtaining the current working condition of the vehicle, it includes: judging whether the current working condition conforms to the working condition corresponding to the torque distribution function with the priority of the motor; The normal torque distribution function is executed.

Further, the above step of obtaining the corresponding motor discharge torque according to the torque distribution factor includes: obtaining the motor discharge torque from preset motor torque distribution relationship information according to the torque distribution factor.

Further, when the above-mentioned current working condition conforms to the working condition corresponding to the motor-preferred torque distribution function, the step of enabling the motor-preferred torque distribution function includes: when the current working condition conforms to the working condition corresponding to the motor-preferred torque distribution function, Obtains the activation factor of the torque distribution function with motor priority. The activation factors include the current vehicle speed, the current driver's request torque, the current battery level, the current limit of the motor torque limited by the current motor discharge power integral, and the current motor torque transmission path information. When the conditions are met, the torque distribution function of the motor priority is turned on.

Further, the conditions that the above-mentioned activation factors meet the activation conditions include: the current vehicle speed is within the preset vehicle speed range, the current driver's request torque is less than the first preset request torque, the current power level is not less than the power level threshold, and the current motor discharge power integral limit is limited. The limit value of the motor torque is greater than the threshold value, and the current motor torque transmission path information meets the preset conditions.

Further, the above-mentioned control method for a hybrid electric vehicle is characterized in that, in the step of controlling the motor and the engine according to the driver's request torque and the motor discharge torque, the step includes: performing motor torque distribution according to the driver's request torque and the motor discharge torque. Optimal control and engine distribution torque optimization control to obtain motor target distribution torque and engine target distribution torque, wherein the motor torque distribution optimization control includes integral limit control, and the engine target distribution torque includes upper and lower limit limit control and/or engine model prediction control , the motor and the engine are controlled according to the target distribution torque of the motor and the target distribution torque of the engine.

Further, the above-mentioned motor discharge torque carries out integral limit control to obtain the motor estimated distribution torque, obtains the engine distribution torque according to the driver's request torque and the motor estimated distribution torque, and carries out upper and lower limit control and engine model prediction control according to the engine distribution torque. After obtaining the engine target distribution torque, the motor target distribution torque is obtained according to the driver's request torque and the engine target distribution torque, the motor is controlled according to the motor target distribution torque, and the engine is controlled according to the engine target distribution torque.

Further, after the above-mentioned step of controlling the motor and the engine according to the driver's request torque and the motor discharge torque, it includes: obtaining the exit factor of the motor-preferred torque distribution function, and the exit factor includes the current vehicle speed, the current driver's request torque, and the current power level. , The current motor discharge power integral limits the motor torque limit, the current motor torque transmission path information, when the exit factor meets the exit conditions, exit the motor priority torque distribution function.

Further, the above-mentioned exit factors meet the exit conditions, including: the current vehicle speed is not within the preset vehicle speed range, and/or the current driver request torque is greater than the second preset request torque, and/or the current power level is less than the power level threshold, and /or the limit value of the current motor discharge power integral limiting motor torque is smaller than the threshold value, and/or the current motor torque transmission path information does not meet the preset condition.

The present invention also provides a hybrid vehicle, which is characterized by comprising a current operating condition acquisition module, a function enabling module, a torque distribution factor acquisition module, a motor discharge torque acquisition module and a torque distribution control module. The current working condition acquisition module is used to obtain the current working condition of the vehicle; the function enabling module is used to enable the motor-preferred torque distribution function when the current working condition conforms to the working condition corresponding to the motor-preferred torque distribution function; torque distribution factor acquisition The module is used to obtain the torque distribution factors, wherein the torque distribution factors include the driving state, the torque requested by the driver and the vehicle speed; the motor discharge torque acquisition module is used to obtain the corresponding motor discharge torque according to the torque distribution factors; the torque distribution control module is used It is used to control the motor and engine according to the driver request torque and motor discharge torque.

The present invention also provides an in-vehicle terminal, which is characterized by comprising a processor and a memory: wherein the processor is used to execute a computer program stored in the memory to implement the steps in the hybrid electric vehicle control method provided by the present invention.

The present invention also provides a computer-readable storage medium, which is characterized in that the computer-readable storage medium stores a computer program, and when the computer program is executed by the processor, the steps in the control method of the hybrid electric vehicle provided by the present invention are implemented.

The invention provides a control method of a hybrid electric vehicle, a hybrid electric vehicle, a vehicle-mounted terminal and a computer storage medium. Wherein, the hybrid electric vehicle control method includes the following steps: obtaining the current working condition of the vehicle, when the current working condition conforms to the working condition corresponding to the motor-priority torque distribution function, enabling the motor-priority torque distribution function, obtaining torque distribution factors, and torque distribution The factors include the driving state, the driver's request torque and the vehicle speed, and the corresponding motor discharge torque is obtained according to the torque distribution factor, and the motor and the engine are controlled according to the driver's request torque and motor discharge torque. Therefore, the present invention can avoid the low efficiency problem of poor combustion in winter, in the low-speed creeping condition of the engine, avoid the engine speed sag, improve the response and economy, and improve the power mode, the response and economy of the vehicle ; Improve the low-speed traffic jam in winter, improve the engine torque to work in a steady state, reduce fuel consumption, and improve response. Thereby, the drivability, economy, responsiveness and safety of hybrid vehicles are improved.

The above description is only an overview of the technical solutions of the present invention, in order to be able to understand the technical means of the present invention more clearly, it can be implemented according to the content of the description, and in order to make the above and other purposes, features and advantages of the present invention more obvious and easy to understand , the preferred embodiments are given below and described in detail in conjunction with the accompanying drawings.

Description of drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the accompanying drawings that need to be used in the description of the embodiments or the prior art. Obviously, the accompanying drawings in the following description These are some embodiments of the present invention, and for those of ordinary skill in the art, other drawings can also be obtained from these drawings without any creative effort.

1 is a schematic structural diagram of a P2.5 configuration single-motor hybrid system described in a method for controlling a hybrid electric vehicle provided in a first embodiment of the present invention;

2 is a schematic diagram of the P2.5 configuration single-motor hybrid system described in the control method of the hybrid electric vehicle provided by the first embodiment of the present invention, the engine is driven in 1st gear and the motor Efad torque transmission path;

3 is a schematic diagram of the P2.5 configuration single-motor hybrid system described in the control method of the hybrid electric vehicle provided by the first embodiment of the present invention, the engine is driven in 1st gear and the motor ISG torque transmission path;

4 is a schematic flowchart of a control method for a hybrid electric vehicle provided by the first embodiment of the present invention;

Fig. 5 is the driver's request torque and vehicle speed look-up table in the forward gear in the control method of the hybrid electric vehicle provided by the first embodiment of the present invention;

FIG. 6 is a look-up table of driver requested torque and vehicle speed in reverse gear in the control method of the hybrid electric vehicle provided by the first embodiment of the present invention;

FIG. 7 is a look-up table of driver requested torque and vehicle speed at the time of ejection start in the control method of the hybrid electric vehicle provided by the first embodiment of the present invention;

FIG. 8 is a correspondence table between the energy of the power integral and the Efad torque limit in the control method of the hybrid electric vehicle provided by the first embodiment of the present invention;

9 is a schematic diagram of a torque distribution control strategy with motor priority in the control method for a hybrid electric vehicle provided by the first embodiment of the present invention;

10 is a schematic diagram of a normal torque distribution control strategy in the control method for a hybrid electric vehicle provided by the first embodiment of the present invention;

11 is a schematic flowchart of a torque distribution strategy of Efad bias in the control method for a hybrid electric vehicle provided by the first embodiment of the present invention;

12 is a diagram for identifying conditions for satisfying the Efad bias torque distribution strategy in the control method for a hybrid electric vehicle provided by the first embodiment of the present invention;

13 is a schematic diagram of functional modules of a hybrid electric vehicle provided by the second embodiment of the present invention;

FIG. 14 is a schematic structural diagram of a vehicle-mounted terminal according to a third embodiment of the present invention.

Detailed ways

In order to make the objectives, technical solutions and advantages of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the described embodiments are only some, but not all, embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

The embodiments of the present invention will be described in further detail below with reference to the accompanying drawings.

In order to clearly describe the control method of the hybrid electric vehicle provided by the first embodiment of the present invention, please refer to FIG. 1 to FIG. 12 .

The control method for a hybrid electric vehicle provided by the first embodiment of the present invention is preferably applied to a P2.5 configuration single-motor hybrid power system. For the structure of the P2.5 configuration single-motor hybrid power system, reference may be made to FIG. 1, wherein , For a hybrid vehicle with a P2.5 structure, the power system consists of an engine, a motor, a 7DCT transmission, a reducer, an axle shaft, and wheels. Specifically, C1 and C2 are two clutches respectively, D1 is a motor, D2 is an engine, and further, E1 corresponding to clutch C1 is the odd-numbered shaft gear position (1, 3, 5, 7) of the gearbox and is connected to the wheels; E2 corresponding to C2 is the gearbox even-numbered shaft gears (R, 2, 4, 6) and then connected to the wheels. The P2.5 configuration hybrid system motor has three torque output paths, ISG path, Efad path, and Disengaged path. Efad path means that the motor D1 is directly connected to the gearbox number shaft gear (E2) for boosting or charging, and the motor D1 and the engine D2 are disconnected, as shown in Figure 2. The ISG path refers to the disconnection between the motor D1 and the engine D2 through the clutch C2 and the disconnection between the motor D1 and the even-numbered shaft E2 of the gearbox, as shown in Figure 3. Disengaged path means that the motor D1 is disconnected from the engine D2 and the even-numbered shaft E2 of the gearbox.

Therefore, the control method for a hybrid electric vehicle provided by the first embodiment of the present invention defines a torque distribution strategy with priority on the motor.

Referring to FIG. 4 , the control method of the hybrid electric vehicle corresponding to the motor-priority torque distribution strategy (referred to as Efad bias) includes the following steps:

Step S1: Obtain the current working condition of the vehicle.

Step S2: When the current working condition complies with the working condition corresponding to the torque distribution function with the priority of the motor, the torque distribution function with the priority of the motor is turned on.

In one embodiment, in step S1: obtaining the current working condition of the vehicle, specifically: obtaining working condition identification factors, the working condition identification factors include driving mode information, vehicle speed, and ambient temperature information, and identifying the working condition according to the working condition. The factor identifies the current operating condition of the vehicle. Since the engine efficiency is relatively low, the combustion is relatively poor, and the engine speed drops under the low-speed conditions in winter, in order to improve the engine efficiency and drivability, it is defined that under the above engine operating conditions, when the Efadbias is enabled, the motor will partially drive The operator torque request is preferentially allocated to the motor, thereby reducing the load on the engine at this time, allowing the engine to work in a steady state, and improving system efficiency. Therefore, it is first necessary to determine that the vehicle is under this working condition, mainly for sports mode, low temperature, and low vehicle speed, that is, the working condition identification factor, and the corresponding information needs to be obtained.

In one embodiment, in step S2: when the current operating condition conforms to the operating condition corresponding to the motor-prioritized torque distribution function, the motor-prioritized torque distribution function is enabled. The current working condition conforms to the working condition corresponding to the torque distribution function of the motor priority. Preferably, the driving mode information in the working condition identification factor corresponds to the sports mode; the vehicle speed corresponds to a low vehicle speed, for example, when the vehicle speed is ≤5km/h; the ambient temperature information corresponds to The outside temperature is a low temperature environment, for example, it is preferably lower than -4°C. When any of the above conditions are met, it can be determined that the current working condition conforms to the working condition corresponding to the Efad bias, and the motor-priority torque distribution function can be turned on.

In one embodiment, the above-mentioned several working conditions are not a single existence, and any number of items can be combined, so there are the following three working conditions: (1) When the ambient temperature in winter is lower than -4 degrees , the engine keeps starting. During the low-speed creeping process, due to the poor combustion of the low-speed engine, the engine torque and clutch torque are difficult to control, and the torque fluctuates greatly, resulting in low-speed rotation loss, or even flameout, corresponding to low-temperature and low-speed conditions; ( 2) When the ambient temperature in winter is lower than -4 degrees, the engine keeps starting. Under the condition of low-speed traffic jam, if the normal torque distribution strategy is followed, since the driver's request torque is small, the driver's request torque is all distributed to the engine, causing the engine The load is always changing, the combustion is not good, and the response is relatively slow, which corresponds to the low temperature and low torque conditions; (3) In the sports mode, the engine is always started, and the driver's request torque is preferentially allocated to the engine, resulting in the engine's load always In the change, the combustion is not good, and the response is relatively slow, which corresponds to the sports mode. It is understandable that the common feature of these three working conditions is that the engine is always on. Therefore, for other operating conditions, the operating conditions that require the engine to start all the time and meet the conditions of EFAD BIAS are also applicable. Preferably, when the current working condition identified according to the working condition identification factor is one of the three working conditions described above, that is, the working condition corresponding to the torque distribution function according to the motor priority described in step S2 is satisfied, and it needs to be turned on. The torque distribution function of motor priority reduces the load of the engine at this time, allows the engine to work in a steady state, and improves the system efficiency. Further, satisfying the corresponding working conditions is not limited to the three working conditions exemplified above. For other working conditions, if the engine is always on, the working conditions that meet the conditions of other EFADBIAS are also applicable.

In one embodiment, in step S2: when the current operating condition complies with the operating condition corresponding to the motor-prioritized torque distribution function, after the motor-prioritized torque distribution function is turned on, the step includes: judging whether the current operating condition complies with the motor-prioritized torque distribution function. If the working condition corresponding to the function is the case, the step of enabling the motor-priority torque distribution function is executed; if not, the normal torque distribution function is executed. That is, it is to identify whether the current working condition meets the conditions for entering Efad bias. Therefore, when the conditions are met, the Efad bias is entered; if not, the normal torque distribution function is executed. Specifically, it will be explained later, and will not be described here.

In one embodiment, in the step of enabling the motor-prioritized torque distribution function, the step includes: when the current operating condition conforms to the operating condition corresponding to the motor-prioritized torque distribution function, obtaining an enabling factor for the motor-prioritized torque distribution function, the enabling factor Including the current vehicle speed, the current driver's request torque, the current power level, the current motor discharge power integral limit limit of the motor torque, and the current motor torque transmission path information. When the activation factor meets the activation conditions, the motor priority torque distribution function is activated.

In one embodiment, the conditions that the above-mentioned turn-on factors meet the turn-on conditions include: the current vehicle speed is within a preset vehicle speed range, the current driver request torque is less than the first preset request torque, the current power level is not less than the power level threshold, and the current motor is discharged. The limit value of the motor torque limited by the power integral is greater than the threshold value, and the current motor torque transmission path information meets the preset conditions. Specifically, the preset vehicle speed range corresponding to the current vehicle speed is preferably satisfied when the vehicle speed is less than or equal to 5km/h, otherwise the condition is not satisfied; the first preset request torque corresponding to the current driver's request torque is preferably less than 90Nm. If the condition is met, and when the driver's wheel-end torque request > 100Nm and the delay time is 10s, the Efadbias will be exited if the condition is not met. The power threshold range corresponding to the current power can preferably be based on the information on the state of charge (SOC) corresponding to the current power. If the SOC is greater than the ISG torque transmission path, the ISG torque transmission path has been exited at this time. The current motor discharge power integral limit limit of motor torque is obtained according to the energy value after obtaining the energy value of the motor power integral. According to the energy value of the motor power integral at Efadbias, the torque of the motor Efad bias is limited. The lower the torque, to avoid over-discharge of battery power. Preferably, when the limit value is greater than 300Nm, the condition is satisfied; on the contrary, if it is less than 100Nm, the Efad bias is exited. And the current motor torque transmission path information complies with the preset conditions, wherein the preset conditions are met when the motor torque output path is the Efad path, and otherwise the preset conditions are not met. Specifically, the torque of the Efad bias motor needs to limit the torque of the motor Efad bias by the energy value of the motor power integral during the Efad bias, so as to avoid excessive discharge of the battery. The higher the integral value is, the smaller the motor torque is limited. For the corresponding value, please refer to FIG. 8 . FIG. 8 is a control method for a hybrid electric vehicle provided by the first embodiment of the present invention. ) of the corresponding table, where X is: the energy of power integration (unit KJ); Z is: Efad bias torque distribution limit. Therefore, for the factors that need to be considered for the opening factor to meet the opening conditions, please refer to Figure 12. Figure 12 is a condition identification diagram that satisfies the Efad bias torque distribution strategy. Through Figure 12, it can intuitively and clearly understand the five conditions that need to be satisfied at the same time to enter the Efad bias.

Step S3: Obtaining torque distribution factors, which include driving state, driver requested torque and vehicle speed.

Step S4: Obtain the corresponding motor discharge torque according to the torque distribution factor.

In one embodiment, in step S4: obtaining the corresponding motor discharge torque according to the torque distribution factor, including: obtaining the motor discharge torque from preset motor torque distribution relationship information according to the torque distribution factor. Specifically, the driving state in the torque distribution factor corresponds to three types of situations: forward gear, reverse gear and ejection start, that is, the driving state of the vehicle determined by the gear information or accelerator information of the vehicle. Furthermore, for different driving states, the Efad bias request torque (ie, the motor discharge torque) can be obtained according to the driver's request torque and the vehicle speed. Specifically, please refer to FIG. 5 , FIG. 6 and FIG. 7 , which correspond to the driver's request torque and the vehicle speed look-up table in the three driving states of forward gear, reverse gear and ejection start respectively, that is, the torque requested by the driver can be checked according to the driver's request. and vehicle speed to obtain Efad bias request torque, where X is: driver request torque, Y is: vehicle speed, Z is: Efad bias request torque.

Step S5: Control the motor and the engine according to the driver's request torque and the motor discharge torque.

In one embodiment, in step S5: controlling the motor and the engine according to the driver request torque and the motor discharge torque, including: performing the motor torque distribution optimization control and the engine distribution torque optimization control according to the driver request torque and the motor discharge torque , to obtain the motor target distribution torque and the engine target distribution torque, wherein the motor torque distribution optimization control includes integral limit control, and the engine target distribution torque includes upper and lower limit limit control and/or engine model prediction control, according to the motor target distribution torque and engine The target distribution torque controls the motor and engine.

In one embodiment, the above-mentioned motor discharge torque is subjected to integral limit control to obtain the estimated motor distribution torque, the engine distribution torque is obtained according to the driver request torque and the motor estimated distribution torque, and the upper and lower limit control and the engine model are performed according to the engine distribution torque. After the estimated control, the engine target distribution torque is obtained, the motor target distribution torque is obtained according to the driver's request torque and the engine target distribution torque, the motor is controlled according to the motor target distribution torque, and the engine is controlled according to the engine target distribution torque.

That is to say, the Efad bias request torque mentioned above corresponds to the discharge torque of the motor, and the estimated distribution torque of the motor will be obtained after the discharge torque of the motor is limited and controlled by the energy integral. The requested torque also includes the charging torque, but when the target distribution torque of the motor is obtained, the estimated distribution torque of the motor (positive) and the charging torque (negative) will take a larger step. Since the charging torque is negative, the charging torque is actually ignored in the Efad bias, and the motor is discharged without considering the charging condition, so as to obtain the target distribution torque of the motor. In another embodiment, the control of the engine distribution torque includes upper and lower limit control and/or engine model prediction control, which is actually an estimation of the engine enabling, that is, how much torque the engine is expected to provide. .

In general, Efad bias, that is, the process corresponding to the motor-priority torque distribution function, can refer to FIG. 9 , which is the motor-priority torque distribution control strategy in the hybrid electric vehicle control method provided by the first embodiment of the present invention. . Specifically, if the Efad bias mode is entered, the torque distribution control strategy with motor priority is entered. The torque requested by Efad bias is the discharge torque of the motor, which is limited by the energy integral and is greater than the charging torque request in the energy management module to obtain the estimated torque distribution of the motor. The total torque is obtained by subtracting the driver's request torque from the motor's estimated distribution torque (positive), and the total torque is distributed to the torque request of the engine. Target Distribution Torque Gets the motor target distribution torque distributed to the motor. That is, the target torque distribution of the motor is used to satisfy the total torque request first, and if there is a shortage, it will be supplemented by the upper and lower limits of the engine torque and the estimation of the engine model. Therefore, due to the definition of Efad bias torque, the torque requested by Efad bias will not be greater than the torque requested by the driver. Therefore, according to this distribution strategy, there are two situations in practice, which can be briefly exemplified:

1) If the driver's request torque is 80Nm, and if the Efad bias request torque is still 80Nm after the integral limit, then the driver's request torque (80Nm) is preferentially allocated to the motor (80Nm), and the engine request torque is 0Nm, which is allocated to the motor request Torque 80Nm.

2) If the driver's request torque is 85Nm, and if the Efad bias request torque is 80Nm after the integral limit, then the driver's request torque (85Nm) is preferentially allocated to the motor (80Nm), the engine request torque is 5Nm, and the motor request torque is 80Nm .

In another embodiment, the normal torque distribution control strategy is also mentioned above. For details, please refer to FIG. 10 . Control Strategy. The two are described together here, so that the difference between the two can be easily and clearly understood. As shown in Figure 10, if the battery heating mode is not entered, then the normal torque distribution mode is entered, and the total torque request obtained by subtracting the driver torque request from the charging torque request from the energy management module (charging torque is negative) The total torque is preferentially allocated to the torque request of the engine side. After the upper and lower limits of the engine torque and the estimation of the engine model, the driver's request torque minus the engine torque is the request torque allocated to the motor. For example, if the driver requests a torque of 100Nm, and the charging request is -50Nm, then the total torque request is 150Nm, then 150Nm is allocated to the engine. If the maximum torque capacity of the engine is greater than 150Nm, then -50Nm is allocated to the motor for charging. If the maximum torque capacity of the engine is 120Nm, then -20Nm is allocated to the electric motor for charging. If the maximum torque capacity of the engine is 70Nm, then 30Nm is allocated to the electric motor for discharge.

In one embodiment, since the specific target distribution torque is obtained, the torque distribution control module can be used to control the motor and the engine according to the driver's request torque and the motor discharge torque, so as to realize the torque distribution of the hybrid vehicle in each case. .

In one embodiment, after step S5: controlling the motor and the engine according to the driver's request torque and the motor discharge torque, it includes: obtaining an exit factor of the motor-priority torque distribution function, where the exit factor includes the current vehicle speed, the current driver's request Torque, current power, current motor discharge power integral limit motor torque limit, current motor torque transmission path information, when the exit factor meets the exit conditions, exit the motor priority torque distribution function.

Further, the above-mentioned exit factors meet the exit conditions, including: the current vehicle speed is not within the preset vehicle speed range, and/or the current driver request torque is greater than the second preset request torque, and/or the current power level is less than the power level threshold, and /or the limit value of the current motor discharge power integral limiting motor torque is smaller than the threshold value, and/or the current motor torque transmission path information does not meet the preset condition. Specifically, it can be understood that the exit factor and the opening factor correspond to each other. The preferred ranges and conditions that are satisfied and not satisfied by the opening factor have been described in detail above. For details, please refer to the corresponding expressions in the previous section. Repeat. The difference is that the opening factor needs to be satisfied at the same time to meet the conditions, while for the exit factor at least one of the conditions is not satisfied, the Efad bias is exited. In general, whether to enter and whether to exit the Efad bias is also determined by whether it meets the opening factor or the exit factor. For the exit factor, it is preferable to judge whether the vehicle speed exceeds the limit value, preferably whether it exceeds 5km/ h is the limit. Therefore, reference may be made to FIG. 11 , which is a schematic flowchart of the torque distribution strategy of Efad bias in the control method of the hybrid electric vehicle provided by the first embodiment of the present invention. And can refer to Fig. 12, Fig. 12 is the condition identification diagram of whether the torque distribution strategy of Efad bias is satisfied in the control method of the hybrid electric vehicle provided by the first embodiment of the present invention, when the above conditions are satisfied at the same time, the Efad bias is entered. If not, the normal torque distribution logic is performed. And when the vehicle speed does not exceed the limit value, it is repeatedly judged, and when the vehicle speed exceeds the limit value, the Efad bias is ended, that is, the schematic flow chart of the torque distribution strategy of Efad bias as shown in FIG. 11 .

The control method for a hybrid electric vehicle provided by the first embodiment of the present invention includes: step S1: obtaining the current working condition of the vehicle; step S2: turning on the motor priority when the current working condition conforms to the working condition corresponding to the torque distribution function of motor priority step S3: obtain torque distribution factors, including driving state, driver requested torque and vehicle speed; step S4: obtain the corresponding motor discharge torque according to the torque distribution factors; step S5: according to the driver request torque and The motor discharge torque controls the motor and engine. Therefore, the present invention can avoid the low efficiency problem of poor combustion in winter, in the low-speed creeping condition of the engine, avoid the engine speed sag, improve the response and economy, and improve the power mode, the response and economy of the vehicle ; Improve the low-speed traffic jam in winter, improve the engine torque to work in a steady state, reduce fuel consumption, and improve response. Thereby, the drivability, economy, responsiveness and safety of hybrid vehicles are improved.

Second Embodiment

FIG. 13 is a schematic diagram of functional modules of a hybrid electric vehicle according to the second embodiment of the present invention. For a clear description of the hybrid vehicle provided by the second embodiment of the present invention, please refer to FIG. 1 to FIG. 13 .

The hybrid electric vehicle provided by the present invention includes the following functional modules: a current operating condition acquisition module 110 , a function enabling module 120 , a torque distribution factor acquisition module 130 , a motor discharge torque acquisition module 140 and a torque distribution control module 150 .

Specifically, it includes: a current working condition obtaining module 110, which is used to obtain the current working condition of the vehicle;

The function enabling module 120 is configured to enable the motor-prioritized torque distribution function when the current operating condition conforms to the operating condition corresponding to the motor-prioritized torque distribution function;

a torque distribution factor obtaining module 130, configured to obtain a torque distribution factor, wherein the torque distribution factor includes a driving state, a driver's requested torque, and a vehicle speed;

a motor discharge torque acquisition module 140, configured to acquire the corresponding motor discharge torque according to the torque distribution factor;

The torque distribution control module 150 is used to control the motor and the engine according to the driver request torque and the motor discharge torque.

In one embodiment, each functional module of the hybrid electric vehicle provided in this embodiment is functionally connected step by step, wherein each specific module may belong to the same hardware, for example, be collected in a vehicle terminal. . It can also belong to different hardware. For example, the current working condition acquisition module 110 for acquiring information can be placed in each vehicle information collector, and the motor discharge torque acquisition module 140 for obtaining the target distribution torque of the motor from information processing can be placed in. In the vehicle terminal, the torque distribution control module 150 that actually controls the engine and the motor according to the obtained target distribution torque of the motor and the target distribution torque of the engine may be installed in a controller on the engine or the motor. That is to say, the modules included in the hybrid electric vehicle provided in this embodiment are distinguished according to their functions, not according to the attributes of the hardware, and the specific hardware configuration is based on the actual situation of the hybrid electric vehicle. Make the appropriate changes. Therefore, in this embodiment, the related descriptions are only used to illustrate the technology, rather than to limit the technology.

The above functional modules of the hybrid electric vehicle provided by the second embodiment of the present invention can realize the control method of the hybrid electric vehicle provided by the first embodiment of the present invention. Reference is made to the relevant description in the hybrid electric vehicle control method provided by the first embodiment of the present invention, which will not be repeated here.

Third Embodiment

FIG. 14 is a schematic structural diagram of a vehicle-mounted terminal according to a third embodiment of the present invention. For a clear description of the vehicle-mounted terminal 100 provided by the third embodiment of the present invention, please refer to FIG. 1 to FIG. 14 .

The in-vehicle terminal 100 provided by the third embodiment of the present invention includes: a processor A101 and a memory A201, wherein the processor A101 is configured to execute the computer program A6 stored in the memory A201 to realize the hybrid electric vehicle as described in the first embodiment steps of the control method.

In one embodiment, the vehicle-mounted terminal 100 provided in this embodiment may include at least one processor A101 and at least one memory A201. Wherein, at least one processor A101 may be referred to as a processing unit A1, and at least one memory A201 may be referred to as a storage unit A2. Specifically, the storage unit A2 stores a computer program A6. When the computer program A6 is executed by the processing unit A1, the in-vehicle terminal 100 provided by this embodiment realizes the steps of the control method for the hybrid electric vehicle as described in the first embodiment. . For example, step S1 shown in FIG. 1 : obtaining the current working condition of the vehicle; step S2 : turning on the torque distribution function of motor priority when the current working condition conforms to the working condition corresponding to the torque distribution function of motor priority; step S3 : obtaining Torque distribution factor, the torque distribution factor includes driving state, driver's request torque and vehicle speed; Step S4: obtain the corresponding motor discharge torque according to the torque distribution factor; Step S5: control the motor and the engine according to the driver's request torque and motor discharge torque .

In one embodiment, the in-vehicle terminal 100 provided in this embodiment may include a plurality of memories A201 (referred to as storage units A2 for short).

The storage unit A2 may be a volatile memory or a non-volatile memory, and may also include both volatile and non-volatile memories. Among them, the non-volatile memory may be a read-only memory (ROM, Read Only Memory), a programmable read-only memory (PROM, Programmable Read-Only Memory), an erasable programmable read-only memory (EPROM, Erasable Programmable Read-only memory) Only Memory), Electrically Erasable Programmable Read-Only Memory (EEPROM, Electrically Erasable Programmable Read-Only Memory), Magnetic Random Access Memory (FRAM, ferromagnetic random access memory), Flash Memory (Flash Memory), Magnetic Surface Memory , CD-ROM, or Compact Disc Read-Only Memory (CD-ROM, Compact Disc Read-Only Memory); the magnetic surface memory can be a magnetic disk memory or a tape memory. The volatile memory may be Random Access Memory (RAM), which is used as an external cache memory. By way of example and not limitation, many forms of RAM are available, such as Static Random Access Memory (SRAM), Synchronous Static Random Access Memory (SSRAM), Dynamic Random Access Memory Memory (DRAM, Dynamic Random Access Memory), Synchronous Dynamic Random Access Memory (SDRAM, SynchronousDynamic Random Access Memory), Double Data Rate Synchronous Dynamic Random Access Memory (DDRSDRAM, Double Data Rate Synchronous Dynamic Random Access Memory), Enhanced Synchronous Dynamic Random Access Memory (ESDRAM, Enhanced Synchronous Dynamic Random Access Memory), Synchronous Link Dynamic Random Access Memory (SLDRAM, SyncLink Dynamic Random Access Memory), Direct Memory Bus Random Access Memory (DRRAM, Direct Rambus Random Access Memory) . The storage unit A2 described in the embodiment of the present invention is intended to include but not limited to these and any other suitable types of memory.

The in-vehicle terminal 100 provided by the third embodiment of the present invention includes a memory A101 and a processor A201, and the processor A101 is configured to execute the computer program A6 stored in the memory A201 to realize the control of the hybrid electric vehicle as described in the first embodiment Therefore, the in-vehicle terminal 100 provided in this embodiment can avoid the problem of poor combustion and low efficiency in the winter when the engine is creeping at a low speed, avoid the engine speed sag, and improve the response and economy; Improve the power mode, vehicle response and economy; improve the low-speed traffic jam in winter, improve the engine torque to work in a steady state, reduce fuel consumption, and improve response. Thereby, the drivability, economy, responsiveness and safety of hybrid vehicles are improved.

In one embodiment, since this embodiment is an in-vehicle terminal installed in a hybrid vehicle, it is used to implement the method for a hybrid vehicle provided by the first embodiment of the present invention. Secondly, for the method provided by the second embodiment of the present invention The hybrid electric vehicle includes the following functional modules: a current operating condition acquisition module 110 , a function enabling module 120 , a torque distribution factor acquisition module 130 , a motor discharge torque acquisition module 140 and a torque distribution control module 150 . Specifically, the above functional modules may all belong to the vehicle-mounted terminal 100 provided in this embodiment. Further, all of the above functional modules may be included, or adaptive changes may be made according to the functions of each module and the characteristics of the vehicle terminal 100. in the in-vehicle terminal 100, while others are placed in other hardware. Therefore, the above functional modules of the hybrid vehicle provided by the second embodiment of the present invention can be combined with the in-vehicle terminal 100 provided by the present invention, and combined according to their respective attributes, not limited to the above description, the above The representations are illustrative and not restrictive.

The third embodiment of the present invention also provides a computer-readable storage medium, where the computer-readable storage medium stores a computer program A6, and when the computer program A6 is executed by the processor A101, realizes the hybrid power as described in the first embodiment The steps of the control method of the car.

In one embodiment, the computer-readable storage medium provided by this embodiment may include any entity or device capable of carrying computer program code, a recording medium, such as ROM, RAM, magnetic disk, optical disk, flash memory, and the like.

When the computer program A6 stored in the computer-readable storage medium provided by the third embodiment of the present invention is executed by the processor A101, the low-efficiency problem of poor combustion in the low-speed creeping condition of the engine in winter can be avoided, and the engine speed can be avoided. Falling into a pit, improving the response and economy; improving the power mode, vehicle response and economy; improving the low-speed traffic jam in winter, improving the engine torque to work in a steady state, reducing fuel consumption and improving response. Thereby, the drivability, economy, responsiveness and safety of hybrid vehicles are improved.

The technical features of the above-described embodiments can be combined arbitrarily. For the sake of brevity, all possible combinations of the technical features in the above-described embodiments are not described. However, as long as there is no contradiction between the combinations of these technical features, All should be regarded as the scope described in this specification.

It should be noted that, herein, the terms "comprising", "comprising" or any other variation thereof are intended to encompass non-exclusive inclusion, such that a process, method, article or device comprising a series of elements includes not only those elements, It also includes other elements not expressly listed or inherent to such a process, method, article or apparatus. Without further limitation, an element defined by the phrase "comprises a..." does not preclude the presence of additional identical elements in the process, method, article, or device that includes the element, and further, different implementations of the present application Components, features and elements with the same names in the examples may have the same meaning or may have different meanings, and their specific meanings need to be determined by their explanations in this specific embodiment or further combined with the context in this specific embodiment. As used herein, unless stated otherwise, "plurality" and "several" mean two or more.

It should be understood that, although the steps in the flowcharts in the embodiments of the present application are displayed in sequence according to the arrows, these steps are not necessarily executed in the sequence indicated by the arrows. Unless explicitly stated herein, the execution of these steps is not strictly limited to the order and may be performed in other orders. Moreover, at least a part of the steps in the figure may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily executed at the same time, but may be executed at different times, and the execution order is not necessarily sequential. but may be performed alternately or alternately with other steps or at least a portion of sub-steps or stages of other steps.

Those of ordinary skill in the art can understand that all or part of the steps of implementing the above method embodiments can be completed by program instructions related to hardware, and the aforementioned program can be stored in a computer-readable storage medium, and when the program is executed, execute The steps of the above method embodiments are included. The aforementioned storage medium includes: ROM, RAM, magnetic disk or optical disk and other mediums that can store program codes.

The above are only specific embodiments of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art can easily think of changes or substitutions within the technical scope disclosed by the present invention. should be included within the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims (12)

1. A control method of a hybrid electric vehicle is applied to a P2.5 configuration single-motor hybrid power system, and is characterized by comprising the following steps:

acquiring working condition identification factors, and identifying the current working condition of the vehicle according to the working condition identification factors, wherein the working condition identification factors comprise driving mode information, vehicle speed and environment temperature information;

when the current working condition accords with the working condition corresponding to the preferential torque distribution function of the motor, starting the preferential torque distribution function of the motor;

acquiring torque distribution factors, wherein the torque distribution factors comprise a driving state, a driver requested torque and a vehicle speed;

acquiring corresponding motor discharge torque according to the torque distribution factor;

and controlling the motor and the engine according to the driver request torque and the motor discharge torque.

2. The control method of a hybrid vehicle according to claim 1, wherein the step of obtaining the operating condition identifying factor and identifying the current operating condition of the vehicle based on the operating condition identifying factor is followed by:

judging whether the current working condition accords with a working condition corresponding to a preferential torque distribution function of the motor;

if yes, executing the step of starting the priority torque distribution function of the motor;

if not, a normal torque distribution function is executed.

3. The control method of the hybrid vehicle according to claim 1, wherein the step of obtaining the respective motor discharge torques based on the torque distribution factors comprises:

and acquiring the motor discharge torque from preset motor torque distribution relation information according to the torque distribution factor.

4. The control method of the hybrid vehicle according to claim 1, wherein the step of activating the motor-prioritized torque distribution function when the current operating condition corresponds to an operating condition corresponding to the motor-prioritized torque distribution function includes:

when the current working condition accords with the working condition corresponding to the priority torque distribution function of the motor, acquiring starting factors of the priority torque distribution function of the motor, wherein the starting factors comprise the current vehicle speed, the current driver request torque, the current electric quantity, the limit value of the current motor discharging power integral limiting motor torque and the current motor torque transmission path information;

and when the starting factor meets the starting condition, starting a priority torque distribution function of the motor.

5. The control method of a hybrid vehicle according to claim 4, wherein the case where the opening factor meets the opening condition includes:

the current vehicle speed is within a preset vehicle speed range;

the current driver requested torque is less than a first preset requested torque;

the current electric quantity is not less than an electric quantity threshold value;

the limit value of limiting the motor torque by the current motor discharge power integral is larger than a threshold value;

and the current motor torque transmission path information meets the preset condition.

6. The control method of a hybrid vehicle according to any one of claims 1 to 5, wherein the step of controlling a motor and an engine in accordance with the driver requested torque and the motor discharge torque includes:

performing motor torque distribution optimization control and engine distribution torque optimization control according to the driver requested torque and the motor discharge torque to obtain a motor target distribution torque and an engine target distribution torque, wherein the motor torque distribution optimization control comprises integral limit control, and the engine target distribution torque comprises upper and lower limit control and/or engine model prediction control;

and controlling the motor and the engine according to the motor target distribution torque and the engine target distribution torque.

7. The control method of a hybrid vehicle according to claim 6, wherein the integral limit control is performed on the motor discharge torque to obtain a motor estimated distribution torque;

obtaining engine distribution torque according to the driver request torque and the motor estimated distribution torque;

performing upper and lower limit control and engine model predictive estimation control according to the engine distributed torque to obtain the engine target distributed torque;

acquiring the motor target distribution torque according to the driver request torque and the engine target distribution torque;

and controlling the motor according to the target distribution torque of the motor, and controlling the engine according to the target distribution torque of the engine.

8. The control method of a hybrid vehicle according to any one of claims 1 to 5, characterized in that the step of controlling a motor and an engine in accordance with the driver requested torque and the motor discharge torque is followed by:

obtaining exit factors of the torque distribution function with priority of the motor, wherein the exit factors comprise the current vehicle speed, the current driver request torque, the current electric quantity, the current motor discharging power integral limit value for limiting the motor torque and the current motor torque transmission path information;

and when the exit factor meets the exit condition, exiting the priority torque distribution function of the motor.

9. The control method of a hybrid vehicle according to claim 8, wherein the case where the exit factor meets the exit condition includes:

the current vehicle speed is not within a preset vehicle speed range; and/or the presence of a gas in the gas,

the current driver requested torque is greater than a second preset requested torque; and/or the presence of a gas in the gas,

the current electric quantity is less than an electric quantity threshold value; and/or the presence of a gas in the gas,

the limit value of the current motor discharge power integral limiting motor torque is smaller than the threshold value; and/or the presence of a gas in the gas,

and the current motor torque transmission path information does not accord with a preset condition.

10. A hybrid vehicle, characterized by comprising: the device comprises a current working condition acquisition module, a function starting module, a torque distribution factor acquisition module, a motor discharge torque acquisition module and a torque distribution control module;

the current working condition acquisition module is used for acquiring working condition identification factors and identifying the current working condition of the vehicle according to the working condition identification factors, wherein the working condition identification factors comprise driving mode information, vehicle speed and environment temperature information;

the function starting module is used for starting the torque distribution function preferred by the motor when the current working condition accords with the working condition corresponding to the torque distribution function preferred by the motor;

the torque distribution factor acquisition module is used for acquiring torque distribution factors, wherein the torque distribution factors comprise a driving state, a driver request torque and a vehicle speed;

the motor discharging torque obtaining module is used for obtaining corresponding motor discharging torque according to the torque distribution factors;

the torque distribution control module is used for controlling a motor and an engine according to the driver request torque and the motor discharge torque.

11. An in-vehicle terminal, comprising a processor and a memory:

the processor is configured to execute the computer program stored in the memory to implement the control method steps of the hybrid vehicle according to any one of claims 1 to 9.

12. A computer-readable storage medium, characterized in that the computer-readable storage medium stores a computer program which, when executed by a processor, implements the steps of the control method of the hybrid vehicle according to any one of claims 1 to 9.

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