CN112644454B - Control method of hybrid electric vehicle, vehicle-mounted terminal, and storage medium - Google Patents
Control method of hybrid electric vehicle, vehicle-mounted terminal, and storage medium Download PDFInfo
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- 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
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/15—Control strategies specially adapted for achieving a particular effect
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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
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- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0666—Engine torque
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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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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
Technical Field
The present invention relates to the field of hybrid vehicles, and in particular, to a control method for a hybrid vehicle, a vehicle-mounted terminal, 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 technical 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. For example, the P2.5 configuration hybrid system motor has three torque output paths, namely an ISG path, an Efad path and a Disengaged path, and different output paths are used for different conditions in the using process of the automobile.
Meanwhile, in the use process of the hybrid electric vehicle, according to the existing torque distribution control mode, the engine has the working conditions of poor combustion, low combustion efficiency and slow response of some engine systems, such as: (1) in order to respond, a driver selects a motion mode, the engine is started all the time, and the torque requested by the driver is preferentially distributed to the engine, so that the load of the engine is changed all the time, fuel combustion is poor, and fuel consumption is high; (2) when the environmental temperature is very low in winter (for example, the temperature is lower than-4 ℃), the engine is started all the time because the heating function of the air conditioner of the vehicle is to heat by blowing high water temperature of the engine cooling liquid, so that fuel combustion is poor and the fuel consumption is high; (3) during winter when the ambient temperature is very low (for example, when the ambient temperature is lower than-4 ℃), the engine is started all the time, and under the low-speed traffic jam condition, if the normal torque distribution strategy is adopted, the driver request torque is distributed to the engine because the driver request torque is smaller, the load of the engine is changed all the time, the combustion is poor, and the response is slow. Therefore, it is considered by those skilled in the art how to improve the operating conditions affecting the combustion, fuel consumption and/or response speed of the engine of the hybrid vehicle.
In view of the above problems, those skilled in the art have sought solutions.
The foregoing description is provided for general background information and is not admitted to be prior art.
Disclosure of Invention
The technical problem to be solved by the invention is to provide a control method of a hybrid electric vehicle, the hybrid electric vehicle, a vehicle-mounted terminal and a computer storage medium, which can enable an engine to operate under a steady-state working condition under corresponding working conditions of a low-temperature environment, low-speed traffic jam and the like of the hybrid electric vehicle, reduce oil consumption and improve response, thereby improving the driving performance, the economical efficiency, the responsiveness and the safety of the vehicle.
The technical problem to be solved by the invention is realized by adopting the following technical scheme:
the invention provides a control method of a hybrid electric vehicle, which 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.
Further, the step of obtaining the current operating condition of the vehicle includes: and acquiring working condition identification factors, wherein the working condition identification factors comprise driving mode information, vehicle speed and environment temperature information, and identifying the current working condition of the vehicle according to the working condition identification factors.
Further, the step of obtaining the current operating condition of the vehicle includes: judging whether the current working condition accords with the working condition corresponding to the preferential torque distribution function of the motor, if so, executing the step of starting the preferential torque distribution function of the motor; if not, a normal torque distribution function is executed.
Further, the step of obtaining the corresponding motor discharge torque according to the torque distribution factor includes: and acquiring the motor discharge torque from preset motor torque distribution relation information according to the torque distribution factor.
Further, when the current working condition meets the working condition corresponding to the motor priority torque distribution function, the step of starting the motor priority torque distribution function includes: and when the current working condition accords with the working condition corresponding to the motor priority torque distribution function, acquiring the starting factors of the motor priority torque distribution function, wherein the starting 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 starting factors accord with the starting condition, starting the motor priority torque distribution function.
Further, the condition that the opening factor meets the opening condition includes: the current vehicle speed is within a preset vehicle speed range, the current driver request torque is smaller than a first preset request torque, the current electric quantity is not smaller than an electric quantity threshold value, the limit value of the current motor discharge power integral limiting motor torque is larger than the threshold value, and the current motor torque transmission path information accords with preset conditions.
Further, the control method of the hybrid vehicle described above, wherein the step of controlling the motor and the engine in accordance with the driver requested torque and the motor discharge torque, includes: and performing motor torque distribution optimization control and engine distribution torque optimization control according to the torque requested by the driver 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, the engine target distribution torque comprises upper and lower limit control and/or engine model prediction control, and the motor and the engine are controlled according to the motor target distribution torque and the engine target distribution torque.
Further, the motor discharge torque is subjected to integral limit control to obtain motor estimated distribution torque, engine distribution torque is obtained according to driver request torque and the motor estimated distribution torque, upper and lower limit control and engine model estimation control are carried out according to the engine distribution torque to obtain engine target distribution torque, motor target distribution torque is obtained according to the driver 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, the step of controlling the motor and the engine according to the driver requested torque and the motor discharge torque includes: and 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 limit value of the motor torque limited by the current motor discharge power integral and the current motor torque transmission path information, and when the exit factors meet the exit conditions, the torque distribution function with priority of the motor exits.
Further, the condition that the exit factor meets the exit condition includes: the current vehicle speed is not in the preset vehicle speed range, and/or the current driver request torque is larger than the second preset request torque, and/or the current electric quantity is smaller than the electric quantity threshold value, and/or the current motor discharging power integral limits the motor torque to be smaller than the threshold value, and/or the current motor torque transmission path information does not accord with the preset condition.
The invention also provides a hybrid electric vehicle which is characterized by comprising 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 the current working condition of the vehicle; the function starting module is used for starting the preferential torque distribution function of the motor when the current working condition accords with the working condition corresponding to the preferential torque distribution function of 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 discharge torque acquisition module is used for acquiring corresponding motor discharge torque according to the torque distribution factor; and the torque distribution control module is used for controlling the motor and the engine according to the driver request torque and the motor discharge torque.
The invention also provides a vehicle-mounted terminal, which is characterized by comprising a processor and a memory: wherein the processor is used for executing the computer program stored in the memory to realize the steps in the control method of the hybrid electric vehicle provided by the invention.
The present invention also provides a computer-readable storage medium, characterized in that the computer-readable storage medium stores a computer program, and the computer program, when executed by a processor, implements the steps in the control method of the hybrid vehicle as provided by the present invention.
The invention provides a control method of a 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 avoid the problem of poor combustion and low efficiency in the working condition of low-speed creeping of the engine in winter, avoid the falling of the rotating speed of the engine, and improve the response and the economy; the power mode, the response and the economy of the vehicle are improved; the method improves the steady-state working of the engine torque under the working condition of low-speed traffic jam in winter, reduces the oil consumption and improves the response. Thereby improving the drivability, economy, responsiveness, and safety of the hybrid vehicle.
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 specifically described in detail with reference to the accompanying drawings.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
Fig. 1 is a schematic structural diagram of a P2.5 configuration single-motor hybrid system described in a control method of a hybrid vehicle according to a first embodiment of the present invention;
fig. 2 is a schematic diagram of a P2.5 configuration single-motor hybrid system engine 1-gear driving and motor Efad torque transmission path in the control method of the hybrid electric vehicle according to the first embodiment of the invention;
fig. 3 is a schematic diagram of a P2.5 configuration single-motor hybrid system engine 1-gear driving and motor ISG torque transmission path in the control method of the hybrid electric vehicle according to the first embodiment of the invention;
fig. 4 is a flowchart illustrating a control method of a hybrid vehicle according to a first embodiment of the present invention;
FIG. 5 is a table lookup of a driver requested torque and a vehicle speed in a forward gear in a control method of a hybrid vehicle according to a first embodiment of the present invention;
FIG. 6 is a table lookup of a driver requested torque and a vehicle speed in reverse gear according to a control method of a hybrid vehicle according to a first embodiment of the present invention;
fig. 7 is a table lookup of a driver requested torque and a vehicle speed at the time of a launch start in the control method for a hybrid vehicle according to the first embodiment of the present invention;
fig. 8 is a table showing a correspondence between energy of power integration and an Efad torque limit in a control method of a hybrid vehicle according to a first embodiment of the present invention;
FIG. 9 is a schematic diagram illustrating a preferential torque distribution control strategy for the electric machines in the control method of the hybrid vehicle according to the first embodiment of the present invention;
FIG. 10 is a schematic diagram illustrating a normal torque distribution control strategy in a control method of a hybrid vehicle according to a first embodiment of the present invention;
FIG. 11 is a schematic flow chart illustrating a torque distribution strategy of Efad bias according to a control method of a hybrid vehicle according to a first embodiment of the present invention;
fig. 12 is a diagram illustrating condition recognition for satisfying the Efad bias torque distribution strategy in the control method of the hybrid vehicle according to the first embodiment of the present invention;
fig. 13 is a functional block diagram of a hybrid vehicle according to a 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 Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It is to be understood that the described embodiments are merely a few embodiments of the invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The following describes embodiments of the present invention in detail with reference to the accompanying drawings.
For a clear description of the control method of the hybrid electric vehicle according to the first embodiment of the present invention, please refer to fig. 1 to 12.
The control method of the hybrid electric vehicle provided by the first embodiment of the invention is preferably applied to a P2.5 configuration single-motor hybrid electric system, and reference can be made to fig. 1 for the structure of the P2.5 configuration single-motor hybrid electric system, wherein for the hybrid electric vehicle with the P2.5 configuration, the power system is composed of an engine, a motor, a 7DCT (differential motion controller), a speed reducer, half shafts and wheels. Specifically, C1 and C2 are two clutches respectively, D1 is a motor, D2 is an engine, and further, E1 corresponding to the clutch C1 is connected with wheels after the gear (1, 3, 5 and 7) of an odd shaft of the gearbox is adopted; e2 corresponding to the clutch C2 is connected with wheels after the gear (R, 2, 4 and 6) of the even number shaft of the gearbox. The P2.5 configuration hybrid system motor has three torque output paths, namely an ISG path, an Edad path and a Disengaged path. Efad path means that the electric machine D1 is directly connected to the transmission number shaft gear (E2) for power assist or charging and the electric machine D1 is disconnected from the engine D2 as shown in fig. 2. ISG path refers to when the electric machine D1 is coupled to the engine D2 via clutch C2 while the electric machine D1 is disconnected from the transmission even shaft E2, as shown in fig. 3. Disabled path means that the electric machine D1 is disconnected from both the engine D2 and the transmission even shaft E2.
The control method of the hybrid vehicle according to the first embodiment of the invention thus defines a preferential torque distribution strategy for the electric machine.
Referring to fig. 4, a method for controlling a hybrid vehicle according to a preferred torque distribution strategy (Efad bias) of a motor includes the following steps:
step S1: and acquiring the current working condition of the vehicle.
Step S2: and when the current working condition accords with the working condition corresponding to the priority torque distribution function of the motor, starting the priority torque distribution function of the motor.
In one embodiment, at step S1: obtaining the current working condition of the vehicle, specifically: and acquiring working condition identification factors, wherein the working condition identification factors comprise driving mode information, vehicle speed and environment temperature information, and identifying the current working condition of the vehicle according to the working condition identification factors. Because the engine efficiency is lower, the combustion is worse, the engine speed falls into the pit in the low-speed working condition in winter, and in order to improve the engine efficiency and the drivability, it is defined that under the engine running working condition, when the motor is enabled by the Efad bias, a part of the driver torque request is preferentially distributed to the motor, thereby reducing the load of the engine at this time, enabling the engine to work under the steady-state working condition, and improving the system efficiency. Therefore, it is first determined that the vehicle is under the working condition, mainly aiming at the conditions of motion mode, low temperature and low vehicle speed, namely the working condition identification factors, and corresponding information needs to be obtained.
In one embodiment, at step S2: and when the current working condition accords with the working condition corresponding to the priority torque distribution function of the motor, starting the priority torque distribution function of the motor. The current working condition accords with the working condition corresponding to the prior torque distribution function of the motor, preferably, the driving mode information in the working condition identification factors corresponds to the movement mode; the vehicle speed corresponds to a low vehicle speed, for example, the vehicle speed is less than or equal to 5 km/h; the ambient temperature information corresponds to an environment where the outside temperature is low, for example, preferably lower than-4 ℃. When any one of the above conditions is satisfied, the current working condition can be determined to be in accordance with the working condition corresponding to the Efad bias, and the preferential torque distribution function of the motor can be started.
In one embodiment, the above-mentioned several operating conditions are not single, and any of the following items may be combined, so that the following three operating conditions exist: (1) when the environmental temperature is lower than-4 ℃ in winter, the engine is started all the time, and in the low-speed crawling process, because the low-speed engine is not good in combustion, the torque of the engine and the torque of a clutch are difficult to control, the torque fluctuation is large, the low-speed rotation speed is caused, even the engine is flamed out, and the corresponding low-temperature low-speed working condition is realized; (2) when the environmental temperature is lower than-4 ℃ in winter, the engine is started all the time, and under the working condition of low-speed traffic jam, if the torque is distributed to the engine according to a normal torque distribution strategy, because the torque requested by the driver is smaller, the torque requested by the driver is distributed to the engine, so that the load of the engine is changed all the time, the combustion is poor, the response is slow, and the working condition of low-temperature and low-torque corresponds to the working condition of low-temperature and low-torque; (3) in the sport mode, the engine is started all the time, and the driver request torque is preferentially distributed to the engine, so that the load of the engine is changed all the time, the combustion is poor, the response is slow, and the sport mode corresponds to the sport mode. It will be appreciated that the common features of these three conditions are: the engine is always started. Therefore, for other working conditions, the working condition that the engine needs to be started all the time and the EFAD BIAS condition is met, and the method is 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 corresponding to the priority of the motor in step S2 is satisfied, and the torque distribution function corresponding to the priority of the motor needs to be started, the load of the engine is reduced at this time, and the engine is made to operate under a steady-state working condition, so that the system efficiency is improved. Furthermore, the requirements for the corresponding operating conditions are not limited to the three operating conditions exemplified above, and for other operating conditions, the operating conditions that also satisfy the conditions of other EFAD BIAS if the engine is started all the time are also applicable.
In one embodiment, at step S2: when the current working condition accords with the working condition corresponding to the preferential torque distribution function of the motor, the method for starting the preferential torque distribution function of the motor comprises the following steps: judging whether the current working condition accords with the working condition corresponding to the motor priority torque distribution function, if so, executing the step of starting the motor priority torque distribution function; if not, a normal torque distribution function is executed. Namely, whether the current working condition meets the condition of entering the eFad bias or not is identified. Therefore, when the conditions are met, entering Efad bias; if not, a normal torque distribution function is performed, which will be explained later, and will not be described here.
In one embodiment, the step of activating the motor priority torque distribution function includes: and when the current working condition accords with the working condition corresponding to the motor priority torque distribution function, acquiring the starting factors of the motor priority torque distribution function, wherein the starting 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 starting factors accord with the starting condition, starting the motor priority torque distribution function.
In one embodiment, the condition that the opening factor meets the opening condition includes: the current vehicle speed is within a preset vehicle speed range, the current driver request torque is smaller than a first preset request torque, the current electric quantity is not smaller than an electric quantity threshold value, the limit value of the current motor discharge power integral limiting motor torque is larger than the threshold value, and the current motor torque transmission path information accords with preset conditions. Specifically, the condition is met when the current vehicle speed is within a preset vehicle speed range corresponding to the current vehicle speed, preferably the vehicle speed is less than or equal to 5km/h, otherwise the condition is not met; preferably, whether the first preset torque request corresponding to the current driver request torque is smaller than 90Nm or not is limited, if so, the condition is met, and when the driver wheel-end torque request is larger than 100Nm and the delay time is 10s, the Efad bias is quitted by not meeting the condition. The electric quantity threshold range corresponding to the current electric quantity may preferably be determined according to information of a state of charge (SOC) corresponding to the current electric quantity, for example, whether the electric quantity threshold range corresponding to the current electric quantity meets an SOC greater than or equal to 36%, because the SOC is less than 36%, the ISG torque transmission path is entered, and if the SOC is greater than the SOC, the ISG torque transmission path is exited. The limiting value of the current motor discharging power integral limiting motor torque is obtained according to the energy value after the energy value of the motor power integral is obtained, the torque of the motor Efad bias is limited according to the energy value of the motor power integral when the Efad bias is used, the larger the integral value is, the lower the limiting torque is, and the over-discharge of the battery power is avoided. Preferably, so that when this limit is greater than 300Nm, the condition is satisfied; otherwise, if the Nm is less than 100Nm, the Efad bias is exited. And the current motor torque transmission path information meets the preset condition, wherein the preset condition is met when the motor torque output path is taken as an Efad path, otherwise, the preset condition is not met. Specifically, the torque of the Efad bias motor needs to be limited by the energy value of the motor power integral when the Efad bias motor torque passes through the Efad bias, over-discharge of a battery is avoided, and the higher the integral value is, the smaller the limited motor torque is. Referring to fig. 8, fig. 8 is a table of correspondence between energy of power integration and an Efad torque limit (i.e. a limit of a current motor discharge power integration limiting motor torque) in a control method of a hybrid vehicle according to a first embodiment of the present invention, where X is energy of power integration (unit KJ); z is the Efad bias torque distribution limit. Therefore, reference may be made to fig. 12 for the factors to be considered when the opening factor meets the opening condition, where fig. 12 is a condition identification diagram for meeting the Efad bias torque distribution strategy, and five conditions that need to be met when entering the Efad bias can be intuitively and clearly understood through fig. 12.
Step S3: torque distribution factors are obtained, including driving conditions, driver requested torque, and vehicle speed.
Step S4: and acquiring corresponding motor discharge torque according to the torque distribution factor.
In one embodiment, at step S4: in obtaining the corresponding motor discharge torque according to the torque distribution factor, the method comprises the following steps: and acquiring the motor discharge torque from preset motor torque distribution relation information according to the torque distribution factors. Specifically, the driving states in the torque distribution factors correspond to three conditions of forward gear, reverse gear and launch starting, namely the driving states of the vehicle are determined by the gear information or the accelerator information of the vehicle. Further, for different driving states, the required torque of the Efad bias (i.e. the motor discharge torque) can be derived according to the driver required torque and the vehicle speed. Specifically, reference may be made to fig. 5, fig. 6, and fig. 7, which respectively correspond to three driving states of forward gear, reverse gear, and launch, where the table is looked up for a driver requested torque and a vehicle speed, that is, an Efad bias requested torque can be obtained according to the driver requested torque and the vehicle speed, where X is the driver requested torque, Y is the vehicle speed, and Z is: efad bias requests torque.
Step S5: the motor and the engine are controlled according to a driver requested torque and a motor discharge torque.
In one embodiment, at step S5: the control of the motor and the engine according to the driver request torque and the motor discharge torque includes: and performing motor torque distribution optimization control and engine distribution torque optimization control according to the torque requested by the driver 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, the engine target distribution torque comprises upper and lower limit control and/or engine model prediction control, and the motor and the engine are controlled according to the motor target distribution torque and the engine target distribution torque.
In one embodiment, the motor discharge torque is subjected to integral limit control to obtain a motor estimated distribution torque, an engine distribution torque is obtained according to a driver request torque and the motor estimated distribution torque, an upper limit control and an engine model estimation control are performed according to the engine distribution torque to obtain an engine target distribution torque, a motor target distribution torque is obtained according to the driver 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, the above-mentioned Efad bias request torque corresponds to the motor discharge torque, which is the estimated distribution torque of the motor after the motor discharge torque is subjected to the limiting control of energy integration. The requested torque also includes a charging torque, but when the target distribution torque of the motor is obtained, the estimated distribution torque (positive) and the estimated charging torque (negative) of the motor are subjected to a step of increasing once. Since the charging torque is negative, the charging torque is actually ignored in the Efad bias to discharge the motor, regardless of the charging condition, thereby obtaining the target distribution torque of the motor. In another embodiment, the control of the engine split torque includes upper and lower limit control and/or engine model predictive control, and is actually a prediction of engine enablement, i.e., how much torque the engine is expected to provide.
In summary, the Efad bias, that is, the flow corresponding to the priority torque distribution function of the motor, can refer to fig. 9, and fig. 9 is a priority torque distribution control strategy of the motor in the control method of the hybrid electric vehicle according to the first embodiment of the present invention. Specifically, if the Efad bias mode is entered, the motor-prioritized torque split control strategy is entered. The Efad bias request torque is the discharge torque of the motor, and the Efad bias request torque and the charge torque request in the energy management module are greatly limited by energy integration to obtain the estimated distribution torque of the motor. And subtracting the predicted distributed torque of the motor from the torque requested by the driver to obtain the total torque, distributing the total torque to the torque request at the engine end, and subtracting the target distributed torque of the engine from the total torque to obtain the target distributed torque of the motor distributed to the motor after the upper and lower limits of the torque of the engine are limited and the engine model is predicted. That is, the total torque request is satisfied with the motor target distribution torque first, and if the total torque request is insufficient, the total torque request is complemented after the engine torque upper and lower limits are limited and the engine model is estimated. Thus, since the torque requested by Efad bias is defined as not being greater than the driver requested torque, there are two practical situations according to the present allocation strategy, as a simple example:
1) if the driver requested torque is 80Nm, if the Efad bias requested torque is still 80Nm after the integral limit, the driver requested torque (80Nm) is preferentially allocated to the motor (80Nm), the engine requested torque is allocated to 0Nm, and the motor requested torque is allocated to 80 Nm.
2) If the driver requests torque 85Nm, if the Efad bias requested torque is 80Nm after the integral limit, the driver requested torque (85Nm) is preferentially allocated to the motor (80Nm), the engine requested torque is allocated to 5Nm, and the motor requested torque is allocated to 80 Nm.
In another embodiment, the normal torque distribution control strategy is also mentioned in the foregoing, and specifically, referring to fig. 10, fig. 10 is a normal torque distribution control strategy in the control method of the hybrid electric vehicle provided by the first embodiment of the present invention. The two are put together to describe, so that the difference between the two can be conveniently and clearly understood. As shown in fig. 10, if the battery heating mode is not entered, the normal torque distribution mode is entered, the total torque request obtained by subtracting the charging torque (charging torque is negative) request from the energy management module from the driver torque request is distributed preferentially to the torque request at the engine end, and the driver torque request minus the engine torque is the requested torque distributed to the electric machine after the upper and lower limits of the engine torque are limited and the engine model is predicted. Such as driver requested torque 100Nm, charge request: -50Nm, then a total torque request of 150Nm, then 150Nm is allocated to the engine, and-50 Nm is allocated to charge the motor if the maximum torque capacity of the engine is greater than 150 Nm. If the engine maximum torque capacity is 120Nm, the electric machine is charged up to-20 Nm. If the maximum torque capacity of the engine is 70Nm, the motor is allocated 30Nm for discharge.
In one embodiment, the torque distribution control module can be relied on to control the motor and the engine according to the torque requested by the driver and the motor discharge torque, and the torque distribution of the hybrid electric vehicle is realized under each condition.
In one embodiment, at step S5: after the motor and the engine are controlled according to the driver request torque and the motor discharge torque, the method comprises the following steps: and 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 limit value of the motor torque limited by the current motor discharge power integral and the current motor torque transmission path information, and when the exit factors meet the exit conditions, the torque distribution function with priority of the motor exits.
Further, the condition that the exit factor meets the exit condition includes: the current vehicle speed is not in the preset vehicle speed range, and/or the current driver request torque is larger than the second preset request torque, and/or the current electric quantity is smaller than the electric quantity threshold value, and/or the current motor discharging power integral limits the motor torque to be smaller than the threshold value, and/or the current motor torque transmission path information does not accord with the preset condition. Specifically, it is understood that the quit factor and the start factor are corresponding to each other, the preferable ranges and conditions that the start factor meets and does not meet have been described in detail in the foregoing, and specific reference may be made to the corresponding expressions in the foregoing, and details are not described here again. The difference is that the conditions are satisfied simultaneously for the start-up factors, and the Efad bias is exited if at least one of the exit factors does not satisfy the conditions. In general, the decision as to whether to enter and exit the Efad bias is based on whether the turn-on factor or the exit factor is met, wherein the exit factor may preferably be determined as to whether the vehicle speed exceeds a limit value, preferably 5 km/h. Therefore, referring to fig. 11, fig. 11 is a schematic flow chart of a torque distribution strategy of Efad bias in a control method of a hybrid electric vehicle according to a first embodiment of the present invention. Referring to fig. 12, fig. 12 is a diagram illustrating a condition recognition of a torque distribution strategy of the Efad bias if the torque distribution strategy satisfies the condition recognition, and if the torque distribution strategy satisfies the condition recognition, the method enters the Efad bias, and if the torque distribution strategy does not satisfy the condition recognition, the method performs a normal torque distribution logic. And when the vehicle speed does not exceed the limit value, repeatedly judging, and when the vehicle speed exceeds the limit value, ending the Efad bias, namely the torque distribution strategy flow diagram of the Efad bias shown in FIG. 11.
A control method of a hybrid vehicle according to a first embodiment of the present invention includes: step S1: acquiring the current working condition of the vehicle; step S2: when the current working condition accords with the working condition corresponding to the priority torque distribution function of the motor, the priority torque distribution function of the motor is started; step S3: acquiring torque distribution factors, wherein the torque distribution factors comprise a driving state, a driver requested torque and a vehicle speed; step S4: acquiring corresponding motor discharge torque according to the torque distribution factor; step S5: the motor and the engine are controlled according to the driver requested torque and the motor discharge torque. Therefore, the invention can avoid the problem of poor combustion and low efficiency in the working condition of low-speed creeping of the engine in winter, avoid the falling of the rotating speed of the engine, and improve the response and the economy; the power mode, the response and the economy of the vehicle are improved; the method improves the steady-state working of the engine torque under the working condition of low-speed traffic jam in winter, reduces the oil consumption and improves the response. Thereby improving the drivability, economy, responsiveness, and safety of the hybrid vehicle.
Second embodiment
Fig. 13 is a functional block diagram of a hybrid vehicle according to a second embodiment of the present invention. For a clear description of the hybrid vehicle according to the second embodiment of the present invention, please refer to fig. 1 to 13.
The invention provides a hybrid electric vehicle, which comprises the following functional modules: the system comprises a current working condition obtaining module 110, a function starting module 120, a torque distribution factor obtaining module 130, a motor discharge torque obtaining module 140 and a torque distribution control module 150.
Specifically, the method comprises the following steps: a current working condition obtaining module 110, configured to obtain a current working condition of the vehicle;
the function starting module 120 is configured to start the priority torque distribution function of the motor when the current working condition meets a working condition corresponding to the priority torque distribution function of the motor;
a torque distribution factor obtaining module 130, configured to obtain a torque distribution factor, where the torque distribution factor includes a driving state, a driver requested torque, and a vehicle speed;
a motor discharge torque obtaining module 140, configured to obtain a corresponding motor discharge torque according to a torque distribution factor;
a torque distribution control module 150 for controlling the motor and the engine based on the driver requested torque and the motor discharge torque.
In an embodiment, the functional modules of the hybrid electric vehicle provided in this embodiment are functionally connected in one step, wherein specific modules may belong to the same hardware, for example, integrated in a vehicle terminal. For example, the current operating condition obtaining module 110 for obtaining information may be installed in each vehicle-mounted information collector, the motor discharging torque obtaining module 140 for obtaining the target distribution torque of the motor through information processing may be installed in a vehicle-mounted terminal, and the torque distribution control module 150 for actually controlling 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, the modules included in the hybrid vehicle provided in the embodiment are differentiated according to functions, not according to the attributes of hardware, and the specific hardware configuration is changed according to the actual situation of the hybrid vehicle. Therefore, in the present embodiment, the description is made only for the explanation of the technology and not for the limitation of the technology.
The above functional modules of the hybrid electric vehicle provided in the second embodiment of the present invention can implement the control method of the hybrid electric vehicle provided in the first embodiment of the present invention, and the specific implementation steps and the achievable technical effects thereof please refer to the related descriptions in the control method of the hybrid electric vehicle provided in the first embodiment of the present invention, and are not repeated herein.
Third embodiment
Fig. 14 is a schematic structural diagram of an in-vehicle 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 invention, please refer to fig. 1 to 14.
A vehicle-mounted terminal 100 according to a third embodiment of the present invention includes: a processor a101 and a memory a201, wherein the processor a101 is configured to execute a computer program a6 stored in the memory a201 to realize the steps of the control method of the hybrid vehicle as described in the first embodiment.
In one embodiment, the vehicle-mounted terminal 100 provided by this embodiment may include at least one processor a101 and at least one memory a 201. 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 memory unit A2. Specifically, the storage unit a2 stores the computer program A6, which, when executed by the processing unit a1, causes the in-vehicle terminal 100 provided by the present embodiment to implement the steps of the control method of the hybrid vehicle as described in the first embodiment. For example, step S1 shown in fig. 1: acquiring the current working condition of the vehicle; step S2: when the current working condition accords with the working condition corresponding to the priority torque distribution function of the motor, the priority torque distribution function of the motor is started; step S3: acquiring torque distribution factors, wherein the torque distribution factors comprise a driving state, a driver requested torque and a vehicle speed; step S4: acquiring corresponding motor discharge torque according to the torque distribution factor; step S5: the motor and the engine are controlled according to a driver requested torque and a motor discharge torque.
In an embodiment, the vehicle-mounted terminal 100 provided in the present embodiment may include a plurality of memories a201 (simply referred to as a storage unit A2).
Storage unit a2 may be either volatile memory or nonvolatile memory, or may include both volatile and nonvolatile memory. Among them, the nonvolatile Memory may be a Read Only Memory (ROM), a Programmable Read Only Memory (PROM), an Erasable Programmable Read-Only Memory (EPROM), an Electrically Erasable Programmable Read-Only Memory (EEPROM), a magnetic random access Memory (FRAM), a Flash Memory (Flash Memory), a magnetic surface Memory, an optical disk, or a Compact Disc Read-Only Memory (CD-ROM); the magnetic surface storage may be disk storage or tape storage. Volatile Memory can be Random Access Memory (RAM), which acts as external cache Memory. By way of illustration 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 (DRAM), Synchronous Dynamic Random Access Memory (SDRAM), Double Data Rate Synchronous Dynamic Random Access Memory (DDRSDRAM), Enhanced Synchronous Dynamic Random Access Memory (ESDRAM), Enhanced Synchronous Dynamic Random Access Memory (Enhanced DRAM), Synchronous Dynamic Random Access Memory (SLDRAM), Direct Memory (DRmb Access), and Random Access Memory (DRAM). The memory unit a2 described in the embodiments of the present invention is intended to comprise, without being limited to, these and any other suitable types of memory.
The vehicle-mounted terminal 100 provided by the third embodiment of the invention comprises a memory a101 and a processor a201, and the processor a101 is used for executing the computer program a6 stored in the memory a201 to implement the steps of the control method of the hybrid electric vehicle described in the first embodiment, so that the vehicle-mounted terminal 100 provided by the embodiment can avoid the problem of poor combustion and low efficiency in the low-speed creep working condition of the engine in winter, avoid the drop of the engine speed, and improve the response and the economy; the power mode, the response and the economy of the vehicle are improved; the method improves the steady-state working of the engine torque under the working condition of low-speed traffic jam in winter, reduces the oil consumption and improves the response. Thereby improving drivability, economy, responsiveness, and safety of the hybrid vehicle.
In an embodiment, since the present embodiment is an in-vehicle terminal installed in a hybrid vehicle, the method for implementing the hybrid vehicle according to the first embodiment of the present invention is implemented, and secondly, the hybrid vehicle according to the second embodiment of the present invention includes the following functional modules: the system comprises a current working condition obtaining module 110, a function starting module 120, a torque distribution factor obtaining module 130, a motor discharge torque obtaining module 140 and a torque distribution control module 150. Specifically, the above functional modules may be all those belonging to the in-vehicle terminal 100 provided in the present embodiment. Further, all of the above functional modules may be included, or the functions of the modules may be adapted according to the characteristics of the vehicle-mounted terminal 100, for example, the motor discharge torque acquisition module 140 described above is disposed in the vehicle-mounted terminal 100, and the others are disposed in other hardware. Therefore, the above functional modules of the hybrid vehicle according to the second embodiment of the present invention can be combined with the vehicle-mounted terminal 100 according to the present invention, and are combined according to their respective attributes, not limited to the above description, and the above expressions are only for illustration and not for limitation.
The third embodiment of the invention also provides a computer-readable storage medium storing a computer program a6 that when executed by the processor a101 implements the steps of the control method of the hybrid vehicle as described in the first embodiment.
In an embodiment, the computer readable storage medium provided by the 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 processor a101 executes the computer program a6 stored in the computer-readable storage medium provided in the third embodiment of the present invention, the problem of poor combustion and low efficiency in the low-speed creep working condition of the engine in winter can be avoided, the rotating speed of the engine is prevented from dropping, and the response and economy are improved; the power mode, the response and the economy of the vehicle are improved; the method improves the steady-state working of the engine torque under the working condition of low-speed traffic jam in winter, reduces the oil consumption and improves the response. Thereby improving the drivability, economy, responsiveness, and safety of the hybrid vehicle.
The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
It should be noted that, in this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, the recitation of an element by the phrase "comprising an … …" does not exclude the presence of additional like elements in the process, method, article, or apparatus that comprises the element, and further, where similarly-named elements, features, or elements in different embodiments of the disclosure may have the same meaning, or may have different meanings, that particular meaning should be determined by their interpretation in the embodiment or further by context with the embodiment. As used herein, the meaning of "a plurality" or "a plurality" is two or more unless otherwise specified.
It should be understood that, although the steps in the flowcharts in the embodiments of the present application are shown in order as indicated by the arrows, the steps are not necessarily performed in order as indicated by the arrows. The steps are not performed in the exact order shown and may be performed in other orders unless explicitly stated herein. Moreover, at least some of the steps in the figures may include multiple sub-steps or multiple stages that are not necessarily performed at the same time, but may be performed at different times, in different orders, and may be performed alternately or partially with other steps or at least some of the sub-steps or stages of other steps.
It will be understood by those skilled in the art that all or part of the steps of implementing the above method embodiments may be implemented by hardware associated with program instructions, and the program may be stored in a computer readable storage medium, and when executed, performs the steps including the above method embodiments. The foregoing storage medium includes: various media that can store program codes, such as ROM, RAM, magnetic or optical disks.
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 appended 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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| CN101941432B (en) * | 2010-09-25 | 2014-04-09 | 重庆长安汽车股份有限公司 | Method for controlling torsion of stepless variable-speed moderate hybrid vehicle |
| CN102756727B (en) * | 2011-04-27 | 2015-04-15 | 上海汽车集团股份有限公司 | Torque control method for hybrid power vehicle |
| CN103863311B (en) * | 2012-12-10 | 2017-04-19 | 上海汽车集团股份有限公司 | Hybrid electric vehicle engine based on energy optimization and distribution method of motor torque |
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