CN113370968B - Hybrid electric vehicle engine torque compensation method and electronic equipment - Google Patents

Hybrid electric vehicle engine torque compensation method and electronic equipment Download PDF

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CN113370968B
CN113370968B CN202110723635.4A CN202110723635A CN113370968B CN 113370968 B CN113370968 B CN 113370968B CN 202110723635 A CN202110723635 A CN 202110723635A CN 113370968 B CN113370968 B CN 113370968B
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torque
engine
target
rho
compensation
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CN113370968A (en
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秦龙
岳永召
彭红涛
陈静
徐凤
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Dongfeng Motor Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

The invention relates to the field of engine control, in particular to a torque compensation method for an engine of a hybrid electric vehicle and electronic equipment. The torque control of the engine of the hybrid electric vehicle is divided into four working conditions by judging the SOC of the power battery and the air input of the engine, and four grading torque compensation methods are formed, so that the torque error can be compensated from the overall angle of a power system more reasonably, and the fuel economy is achieved. Meanwhile, the air quantity self-learning method under the torque compensation of the hybrid electric vehicle engine is provided, so that the engine torque compensation can be more accurately carried out, and the compensation effect is more reliable. And moreover, the torque compensation method based on the ISG is combined with the torque compensation method based on the air quantity correction, so that the torque compensation deviation caused by the aging of the service life and the performance of the engine parts can be avoided.

Description

Hybrid electric vehicle engine torque compensation method and electronic equipment
Technical Field
The invention relates to the field of engine control, in particular to a torque compensation method for an engine of a hybrid electric vehicle and electronic equipment.
Background
The electric automobile still faces the difficulties of short driving range, high battery price, incomplete infrastructure and the like, and the hybrid electric automobile has better industrialization conditions at the present stage, so the hybrid electric automobile has very important significance for the development of automobile industry in China. When a hybrid electric vehicle engine adopts fuel combustion to provide power output, under the working conditions of engine power protection, part aging and the like, the torque precision of the engine has large deviation, so that the engine torque needs to be compensated in an engine control system.
In the prior art, a torque which reversely fluctuates along with the torque of an engine is usually superposed on a torque command of an ISG (integrated starting/power generation integrated motor) system, so that the ISG system can compensate part of the torque fluctuation of the engine and reduce the composite torque fluctuation of a power system, thereby realizing the compensation of the torque of the engine.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: a torque error is compensated from the overall angle of a power system, and fuel economy is achieved.
In order to solve the technical problems, the invention adopts the technical scheme that:
a torque compensation method for an engine of a hybrid electric vehicle is characterized by comprising the following steps:
when a preset torque compensation condition is met and the compensation target torque is larger than the actual torque and exceeds a preset torque difference, carrying out a corresponding torque compensation scheme according to the SOC of the power battery and the air inflow of the engine;
the torque compensation scheme specifically comprises:
a. when the SOC of the power battery is insufficient and the air inflow of the engine reaches the current allowed maximum air flow, only optimizing the control of the target torque of the engine;
b. when the SOC of the power battery is sufficient and the air input of the engine reaches the current allowed maximum air quantity, only the control of ISG torque compensation is optimized;
c. when the SOC of the power battery is insufficient and the air inflow of the engine does not reach the current allowable maximum air amount, only correcting the air amount and self-learning the air amount;
d. and when the SOC of the power battery is sufficient and the air inflow of the engine does not reach the current allowable maximum air quantity, simultaneously carrying out control of optimizing the target torque of the engine and compensating the ISG torque.
Further, the engine torque compensation method of the hybrid electric vehicle comprises the following steps:
s1, judging whether the preset torque compensation condition of the engine of the hybrid electric vehicle is met, if so, executing the step S2, and if not, not executing the engine torque compensation;
s2, judging whether the compensation target torque is larger than the actual torque and exceeds the actual torque by a certain preset torque difference, if so, executing a step S3, and if not, not executing the engine torque compensation;
s3, judging whether the SOC of the power battery is sufficient or not, and judging whether the air inflow of the engine reaches the current allowable maximum air quantity or not;
s4, when the SOC of the power battery is insufficient and the air inflow of the engine reaches the current allowed maximum air amount, only optimizing the control of the target torque of the engine, specifically: recording the times that the difference between the target torque and the actual torque of the engine exceeds a preset difference A and exceeds a period of time T1, and gradually reducing the target torque at a fixed rate when the times exceed a preset time N1 until the error between the target torque and the actual torque is smaller than the preset difference A;
s5, when the SOC of the power battery is sufficient and the air inflow of the engine reaches the current allowed maximum air quantity, only the control of ISG torque compensation is optimized, specifically: multiplying a preset coefficient r1 by the difference Diff between the target torque and the actual torque, limiting the change rate of the difference Diff, dividing the difference by the transmission ratio of the engine and the ISG to be used as the compensation torque of the ISG, finally adding the compensation torque into the target torque of the ISG to be used as a new ISG target torque, and adjusting the torque difference of the engine according to the new ISG target torque until the error between the target torque and the actual torque is smaller than a preset difference A;
s6, when the SOC of the power battery is insufficient and the air intake quantity of the engine does not reach the current maximum allowable air quantity, only correcting the air quantity and self-learning the air quantity, specifically: firstly, judging whether preset gas quantity self-learning conditions are met; if yes, performing self-learning of the target gas quantity based on the engine rotating speed and the target torque, after the self-learning of the target gas quantity is completed, taking the learned target gas quantity as a gas quantity initial adjustment value for engine torque compensation, gradually updating the gas quantity based on the difference between the engine rotating speed and the target actual torque until the error between the target torque and the actual torque is smaller than a preset difference A, and if not or before the self-learning of the target gas quantity is completed, gradually updating the gas quantity based directly on the difference between the engine rotating speed and the target actual torque until the error between the target torque and the actual torque is smaller than the preset difference A;
s7, when the SOC of the power battery is sufficient and the air inflow of the engine does not reach the current maximum allowable air amount, simultaneously performing control of optimizing the target torque and ISG torque compensation, specifically: multiplying the target torque and the actual torque difference Diff by a preset coefficient r1, limiting the change rate of the difference, dividing the difference by the transmission ratio of the engine and the ISG to be used as the compensation torque of the ISG, finally adding the compensation torque to the target torque of the ISG to be used as a new ISG target torque, and gradually updating the air quantity on the basis of the engine speed and the target actual torque difference until the error between the target torque and the actual torque is smaller than the preset difference A.
Further, the preset torque compensation conditions of the engine of the hybrid electric vehicle are as follows: the engine is started successfully, and the engine enters a running state for more than preset time.
Further, the method for judging the sufficient SOC of the power battery comprises: when the hybrid power mode is in the series mode and the engine is in the oil supply mode, the SOC allowance exceeds the limit value a of the total amount; in other modes, the SOC residual quantity exceeds a limit value b of the total quantity, and the limit value a is smaller than the limit value b;
further, the method for judging whether the intake air quantity of the engine reaches the current allowed maximum air quantity comprises the following steps: the current engine air quantity exceeds the limit value c of the current allowed maximum air quantity.
Further, the preset gas amount self-learning condition is as follows: the engine is in steady state operating mode, steady state operating mode specifically includes:
1) the rotating speed of the engine is within the range of 1000 rpm-5000 rpm, and the fluctuation of the rotating speed of the engine after the air intake amount self-learning is within +/-30 rpm;
2) the target torque is within the range of 30 Nm-232 Nm, and the fluctuation of the target torque after the air intake amount self-learning is within +/-5 Nm;
3) the error of the target torque and the actual torque is within +/-5 Nm within the range of 100Nm, and the error is within +/-5% beyond 100 Nm;
4) the target intake pressure is within the range of 50 kPa-240 kPa, and the intake air self-learning target intake pressure fluctuation is within +/-3 kPa;
5) the water temperature of the engine is within the range of 50-100 ℃;
6) the current firing angle and the best brake torque MBT firing angle are smaller than a preset angle.
Further, the self-learning of the target air quantity based on the engine speed and the target torque specifically comprises the following steps: through self-learning, continuously updating the stored value of the target air quantity in the memory EEPROM under different engine rotating speeds and target torques, and the steps are as follows:
1) calculating the average value n of the engine speed in the T2 time period according to the collected engine speed sum, the collected target torque sum and the collected actual air quantity comprehensive sum in the T2 time periodAvgTarget torque average value T _ TargetAvgActual gas quantity average rhoAvg；
2) Assuming that the original target gas amount under the last updated rotation speed and target torque (A, a) in the memory EEPROM is rho1The original target gas amount under the rotating speed and the target torque (A, b) is rho2The original target gas amount under the rotating speed and the target torque (B, a) is rho3The original target gas amount under the rotating speed and the target torque (B, B) is rho4Where A < B, a < B, and assuming the currently calculated average engine speed nAvgIn [ A, B ]]Target torque average T _ TargetAvgIn [ a, b ]]In between, the rotation speed and the target torque (n)Avg,T_TargetAvg) Target gas amount rho stored last time in lower EEPROMBefComprises the following steps:
Figure BDA0003137635180000041
wherein k is0Is a fixed factor.
The target air quantity under the updated rotating speed and target torque (A, a) is as follows:
rho'1＝k1×rho1+(1-k1)×(rho1+rhoAvg-rhoBef)
the target air quantity under the updated rotating speed and target torque (A, b) is as follows:
rho'2＝k1×rho2+(1-k1)×(rho2+rhoAvg-rhoBef)
the target air quantity under the updated rotating speed and target torque (B, a) is as follows:
rho'3＝k1×rho3+(1-k1)×(rho3+rhoAvg-rhoBef)
the target gas amounts at the updated rotation speed and target torque (B, B) are:
rho'4＝k1×rho4+(1-k1)×(rho4+rhoAvg-rhoBef)
3) after the updating is finished, the self-learning of the target gas amount is finished, and the updated rho 'is carried out'1、rho'2、rho'3、rho'4And the gas is stored into an EEPROM as new target gas quantity data and can be stored after power is off.
Further, the gradually updating the air quantity based on the difference between the engine speed and the target actual torque specifically comprises: and gradually increasing the current air quantity in real time, and calibrating the air quantity increase change rate according to the difference between the engine rotating speed and the target actual torque.
Further, the calibration basis of the gas increase change rate is as follows: ensuring that the error of the interference caused by the increase of the air quantity to the torque fluctuation of the engine is +/-5 Nm within 100Nm and +/-5% beyond 100 Nm; the compensation improvement effect of the engine torque is ensured, the error between the actual torque and the target torque is within +/-5 Nm within 100Nm within 2s, and the error outside 100Nm is within +/-5%.
An electronic device comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, wherein: the processor implements the steps of the method as described above when executing the program.
Compared with the prior art, the invention has the following main advantages:
1. the torque control of the engine of the hybrid electric vehicle is divided into four working conditions by judging the SOC of the power battery and the air input of the engine, and four grading torque compensation methods are formed, so that the torque error can be compensated from the overall angle of a power system more reasonably, and the fuel economy is achieved.
2. The air quantity self-learning method under the engine torque compensation of the hybrid electric vehicle is provided, the engine torque compensation can be more accurately carried out, and the compensation effect is more reliable.
3. The torque compensation method based on the ISG is combined with the torque compensation method based on the air quantity correction, so that the torque compensation deviation caused by the aging of the service life and the performance of the engine parts can be avoided.
Drawings
FIG. 1 is a logic diagram of the engine torque compensation method of the hybrid electric vehicle according to the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention will be described in further detail with reference to fig. 1 and an embodiment. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention. In addition, the technical features involved in the embodiments of the present invention described below may be combined with each other as long as they do not conflict with each other.
It should be noted that, according to the implementation requirement, each step/component described in the present application can be divided into more steps/components, and two or more steps/components or partial operations of the steps/components can be combined into new steps/components to achieve the purpose of the present invention.
First embodiment, a method for compensating engine torque of a hybrid vehicle according to the present invention is shown in fig. 1, and includes the following steps:
s1, judging whether the engine torque compensation condition of the hybrid electric vehicle is met, if yes, executing a step S2; if not, the engine torque compensation is not carried out. The torque compensation conditions of the engine of the hybrid electric vehicle are as follows: the engine start was successful and the engine entered running for more than a preset time (5 s in this example). Wherein, the torque compensation in the starting stage is avoided because the engine torque is in open-loop control in the starting stage; the torque compensation is performed after the engine has been running for a period of time in order to ensure that the engine has entered normal combustion.
S2, determining whether the compensation target torque is larger than the actual torque and exceeds the actual torque by a predetermined torque difference (in this example, the predetermined torque difference is 5 Nm). If yes, go to step S3; if not, engine torque compensation is not carried out, and the actual torque of the engine can be reduced through the gas circuit torque and the fire circuit torque by the engine control system.
And S3, judging whether the SOC of the power battery is sufficient or not, and judging whether the air inflow of the engine reaches the current allowed maximum air amount or not.
The method for judging the sufficient SOC of the power battery comprises the following steps: when the hybrid mode is in series mode and the engine is in oil supply mode, the SOC margin exceeds the limit a of the total amount (the limit a is 30% in the embodiment); in the other mode, the SOC margin exceeds the limit b of the total amount (the limit b of this embodiment is 35%). To ensure that more SOC margin is directly available to the wheel end torque output, the SOC limit required for the hybrid mode in the other mode is greater than the SOC limit required for the series mode and the engine in the fueled mode.
The method for judging whether the air input of the engine reaches the current allowed maximum air quantity comprises the following steps: the current engine air quantity exceeds the limit value c of the current allowed maximum air quantity (the limit value c of the embodiment is 90 percent), which represents that the engine air inflow quantity reaches the current allowed maximum air quantity.
When the SOC of the power battery is insufficient and the air inlet quantity of the engine reaches the current allowed maximum air quantity, executing step S4;
when the SOC of the power battery is sufficient and the air inlet quantity of the engine reaches the current allowed maximum air quantity, executing step S5;
when the SOC of the power battery is insufficient and the air inlet quantity of the engine does not reach the current allowable maximum air quantity, executing step S6;
when the SOC of the power battery is sufficient and the intake air amount of the engine does not reach the currently allowable maximum air amount, step S7 is executed.
And S4, when the SOC of the power battery is insufficient and the air intake quantity of the engine reaches the current allowed maximum air quantity, recording the times that the difference between the target torque and the actual torque of the engine exceeds a preset difference A and exceeds a period of time T1, and gradually reducing the target torque at a fixed speed when the number of times exceeds a preset number N1 until the error between the target torque and the actual torque is smaller than the preset difference A (in the example, 10Nm is taken for A, 3S is taken for T1, 5 is taken for N1, and the speed for gradually reducing the target torque is 0.2 Nm/S). When the SOC of the power battery is insufficient and the air inflow of the engine reaches the current allowed maximum air flow, the problem of the power torque distribution of the engine is solved, the target torque of the engine is gradually reduced, a sampling period can be advanced, the torque distribution can be optimized as feedforward, and therefore the torque response accuracy of the power system is better achieved.
S5, when the SOC of the power battery is sufficient and the air input of the engine reaches the current maximum air quantity, multiplying the Diff between the target torque and the actual torque by a preset coefficient r1 (0.32 is taken in the example, the preset coefficient is too small, the torque compensation of the engine is slow, if the preset coefficient is too large, impact can be brought to the torque control of the ISG, finally selecting the preset coefficient needs to ensure that the overall torque precision of the power system meets the error within +/-5 Nm within 100Nm, and the error beyond 100Nm is +/-5%), limiting the change rate (the change rate of the example is controlled +/-0.2 Nm/S, the set target of the change rate is to ensure that the overall torque precision of the power system meets the error within +/-5 Nm within 100Nm, and the error beyond 100Nm is +/-5%), and adding the compensation torque (the maximum minimum value of the maximum value of the compensation torque of the ISG) serving as the ISG into the target torque of the ISG according to the transmission ratio of the engine to the ISG (2.736 in the example, determined according to the hardware structure), as its new ISG target torque.
And S6, when the SOC of the power battery is insufficient and the air inflow of the engine does not reach the current allowed maximum air quantity, gradually increasing the current target air quantity in real time to enable the air inflow to gradually approach the current allowed maximum air quantity. The relationship table of the air quantity increase change rate-the engine rotating speed, the target torque and the actual torque difference value is as follows:
Figure BDA0003137635180000071
wherein, the calibration basis of the gas quantity increase change rate is as follows: the interference of the increase of the air quantity to the torque fluctuation of the engine and the compensation and improvement effect of the torque of the engine are both within an ideal range. In the embodiment, the torque fluctuation interference is controlled within 100Nm, and the error is controlled within +/-5 Nm and outside 100Nm, within +/-5 percent; the ideal range of the torque compensation improvement effect is such that the error of the actual torque from the target torque is within ± 5Nm within 100Nm and within ± 5% outside 100Nm within 2 s.
Meanwhile, in order to better perform torque compensation, the optimal air quantity under each working condition is stored by an air quantity self-learning method, and the air quantity self-learning for torque optimization can be performed only when the working condition of the engine is in a stable working condition, so that the learned optimal air quantity is accurate and reliable, and the stable working condition is as follows:
1) the rotating speed of the engine is within a certain range (1000 rpm-5000 rpm is taken in the example), and the fluctuation of the rotating speed of the engine after the air intake amount self-learning is small (+/-30 rpm is taken in the example);
2) the target torque is in a certain range (30 Nm-232 Nm in the example), and the fluctuation of the target torque of the intake air amount self-learning is small (+/-5 Nm in the example);
3) the difference between the target torque and the actual torque is within a certain range (the error is +/-5 Nm within 100Nm and +/-5% outside 100Nm in the example);
4) the target intake pressure is in a certain range (50 kPa-240 kPa in the example), and the intake gas amount self-learning target intake pressure fluctuation is small (+/-3 kPa in the example);
5) the water temperature of the engine is in a certain range (50-100 ℃ in the example), and the combustion condition of the engine is ensured to be better;
6) the current ignition angle and the MBT (best brake torque) ignition angle are smaller than the preset angle (in the example, a crankshaft angle of-2 degrees is taken, and the negative value of the ignition angle represents that the current ignition angle has delayed ignition relative to the MBT ignition angle)
And after the conditions are met, the gas quantity self-learning is carried out. And after the conditions are not met, quitting the gas self-learning.
The air quantity self-learning mainly updates a stored value of a target air quantity, the target air quantity under different engine rotating speeds and target torques can be stored in a nonvolatile memory EEPROM, an initial default target air quantity can be stored in the EEPROM, and the stored value in the EEPROM is updated after the target air quantity self-learning is completed.
The target gas amount self-learning storage stage mainly completes the following work:
1) calculating the average value n of the engine speed in the T2 time period according to the collected engine speed sum, the collected target torque sum and the collected actual air quantity comprehensive sum in the T2 time periodAvgTarget torque average value T _ TargetAvgActual gas quantity average rhoAvg；
2) In EEPROM, the original target gas quantity under the last updated rotating speed and target torque (A, a) is assumed to be rho1The original target gas amount under the rotating speed and the target torque (A, b) is rho2The original target gas amount under the rotating speed and the target torque (B, a) is rho3The original target gas amount under the rotating speed and the target torque (B, B) is rho4Wherein A is less than B, and a is less than B. Assuming the currently calculated average engine speed nAvgIn [ A, B ]]Target torque average T _ TargetAvgIn [ a, b ]]In the meantime. The rotational speed and the target torque (n)Avg,T_TargetAvg) Target gas amount rho stored last time in lower EEPROMBefComprises the following steps:
Figure BDA0003137635180000081
wherein k is0Is a fixed factor.
The target air quantity under the updated rotating speed and target torque (A, a) is as follows:
rho'1＝k1×rho1+(1-k1)×(rho1+rhoAvg-rhoBef)
the target air quantity under the updated rotating speed and target torque (A, b) is as follows:
rho'2＝k1×rho2+(1-k1)×(rho2+rhoAvg-rhoBef)
the target air quantity under the updated rotating speed and target torque (B, a) is as follows:
rho'3＝k1×rho3+(1-k1)×(rho3+rhoAvg-rhoBef)
the target gas amounts at the updated rotation speed and target torque (B, B) are:
rho'4＝k1×rho4+(1-k1)×(rho4+rhoAvg-rhoBef)
after the updating is finished, the self-learning of the target gas amount is finished, and the updated rho 'is carried out'1、rho'2、rho'3、rho'4And the gas is stored into an EEPROM as new target gas quantity data and can be stored after power is off.
Before the updating of all four of (A, a), (A, B), (B, a) and (B, B) is finished, when the SOC of the power battery is insufficient, but the air intake quantity of the engine does not reach the current allowed maximum air quantity, under the working condition that the engine speed is between [ A and B ] and the average value of the torque is between [ a and B ], the current air quantity is gradually increased directly based on the difference between the engine speed and the target actual torque until the error between the target torque and the actual torque is smaller than the preset difference A. The relationship table of the air quantity increase change rate-engine rotating speed, target torque and actual torque difference is as follows:
Figure BDA0003137635180000091
wherein, the calibration basis of the gas increase change rate is as follows: the interference of the increase of the air quantity to the torque fluctuation of the engine and the compensation and improvement effect of the torque of the engine are both within an ideal range. In the embodiment, the torque fluctuation interference is controlled within 100Nm, and the error is controlled within +/-5 Nm and outside 100Nm, within +/-5 percent; the ideal range of the torque compensation improvement effect is such that the error of the actual torque from the target torque is within ± 5Nm within 100Nm and within ± 5% outside 100Nm within 2 s.
After the four (A, a), (A, B), (B, a) and (B, B) are completely updated, when the SOC of the power battery is insufficient and the air intake quantity of the engine does not reach the current allowed maximum air quantity, under the working conditions that the engine rotating speed is between [ A and B ] and the torque average value is between [ a and B ], the updated target air quantity is used as an air quantity initial adjustment value for engine torque compensation, and the air quantity is gradually increased on the basis of the difference between the engine rotating speed and the target actual torque until the error between the target torque and the actual torque is smaller than the preset difference A. The relationship table of the air quantity increase change rate-engine rotating speed, target torque and actual torque difference is as follows:
Figure BDA0003137635180000101
wherein, the calibration basis of the gas increase change rate is as follows: the interference of the increase of the air quantity to the torque fluctuation of the engine and the compensation and improvement effect of the torque of the engine are both within an ideal range. In the embodiment, the torque fluctuation interference is controlled within 100Nm, and the error is controlled within +/-5 Nm and outside 100Nm, within +/-5 percent; the ideal range of the torque compensation improvement effect is such that the error of the actual torque from the target torque is within ± 5Nm within 100Nm and within ± 5% outside 100Nm within 2 s.
And S7, when the SOC of the power battery is sufficient and the air inflow of the engine does not reach the current allowed maximum air quantity, gradually increasing the current target air quantity in real time to enable the air inflow to gradually approach the current allowed maximum air quantity. The relationship table of the air quantity increase change rate-engine rotating speed, target torque and actual torque difference is as follows:
Figure BDA0003137635180000102
wherein, the calibration basis of the gas increase change rate is as follows: the interference of the increase of the air quantity to the torque fluctuation of the engine and the compensation and improvement effect of the torque of the engine are both within an ideal range. In the embodiment, the torque fluctuation interference is controlled within 100Nm, and the error is controlled within +/-5 Nm and outside 100Nm, within +/-5 percent; the ideal range of the torque compensation improvement effect is such that the error of the actual torque from the target torque is within ± 5Nm within 100Nm and within ± 5% outside 100Nm within 2 s.
Then, the difference Diff between the target torque and the actual torque is multiplied by a preset coefficient r1 (in the example, 0.32 is taken, the preset coefficient is too small, the engine torque compensation is slow, if the preset coefficient is too large, impact can be brought to ISG torque control, the preset coefficient is finally selected to ensure that the overall torque precision of the power system meets the error within plus or minus 5Nm in 100Nm and the error beyond 100Nm is plus or minus 5%), the change rate is limited (in the example, the change rate is controlled within plus or minus 0.2Nm/s, the change rate is set to ensure that the overall torque precision of the power system meets the error within plus or minus 5Nm in 100Nm and the error beyond 100Nm is plus or minus 5%), and the compensation torque (the maximum and minimum value of which are limited) of the ISG is added to the target torque of the ISG to be used as the new ISG target torque except for the transmission ratio of the engine and the ISG (the example, the maximum and minimum value of which is determined according to the hardware structure).
Based on the same inventive concept, an embodiment of the present application further provides an electronic device, which includes a memory, a processor, and a computer program stored in the memory and running on the processor, and when the processor executes the computer program, all or part of the method steps of the method are implemented.
The second embodiment is basically the same as the first embodiment in principle and technical scheme, and the difference is as follows: when the SOC of the power battery is insufficient and the air inflow of the engine reaches the current allowed maximum air flow, only optimizing the control of the target torque of the engine, specifically: and recording the times that the difference between the target torque and the actual torque of the engine exceeds a preset difference A and exceeds a period of time T1, and gradually reducing the target torque at a fixed rate when the times exceed a preset time N1 until the error between the target torque and the actual torque is smaller than the preset difference A.
The third embodiment is basically the same as the first embodiment in principle and technical scheme, and the difference is as follows: when the SOC of the power battery is sufficient and the air inflow of the engine reaches the current allowable maximum air quantity, only the control of ISG torque compensation is optimized, and the method specifically comprises the following steps: multiplying the target torque and the actual torque difference Diff by a preset coefficient r1, limiting the change rate of the difference, dividing the difference by the transmission ratio of the engine and the ISG to be used as the compensation torque of the ISG, finally adding the compensation torque to the target torque of the ISG to be used as a new ISG target torque, and adjusting the engine torque difference until the error between the target torque and the actual torque is smaller than a preset difference A.
The fourth embodiment is basically the same as the first embodiment in principle and technical scheme, and the difference is that: when the SOC of the power battery is insufficient and the air input of the engine does not reach the current maximum allowable air quantity, only correcting the air quantity and self-learning the air quantity are carried out, and the method specifically comprises the following steps: firstly, judging whether preset gas quantity self-learning conditions are met; if yes, self-learning of the target air quantity is carried out based on the engine rotating speed and the target torque, after the self-learning of the target air quantity is finished, the learned target air quantity is used as an air quantity initial adjustment value for engine torque compensation, the air quantity is gradually updated based on the difference between the engine rotating speed and the target actual torque until the error between the target torque and the actual torque is smaller than a preset difference A, and if not or before the self-learning of the target air quantity is finished, the air quantity is gradually updated based on the difference between the engine rotating speed and the target actual torque directly until the error between the target torque and the actual torque is smaller than the preset difference A.
Fifth embodiment, the principle and technical solution of the present embodiment are basically the same as the first embodiment, and the difference is that: when the SOC of the power battery is sufficient and the air input of the engine does not reach the current allowed maximum air quantity, the control of optimizing the target torque of the engine and compensating the ISG torque is carried out simultaneously, and the control specifically comprises the following steps: multiplying the target torque and the actual torque difference Diff by a preset coefficient r1, limiting the change rate of the difference, dividing the difference by the transmission ratio of the engine and the ISG to be used as the compensation torque of the ISG, finally adding the compensation torque to the target torque of the ISG to be used as a new ISG target torque, and gradually updating the air quantity on the basis of the engine speed and the target actual torque difference until the error between the target torque and the actual torque is smaller than the preset difference A.
It will be understood by those skilled in the art that the foregoing is only a preferred embodiment of the present invention, and is not intended to limit the invention, and that any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the scope of the present invention.

Claims (10)

1. A torque compensation method for an engine of a hybrid electric vehicle is characterized by comprising the following steps:
when a preset torque compensation condition is met and the compensation target torque is larger than the actual torque and exceeds a preset torque difference, carrying out a corresponding torque compensation scheme according to the SOC of the power battery and the air input of the engine;
the torque compensation scheme specifically comprises:
a. when the SOC of the power battery is insufficient and the air inflow of the engine reaches the current allowed maximum air flow, only optimizing the control of the target torque of the engine;
b. when the SOC of the power battery is sufficient and the air input of the engine reaches the current allowed maximum air quantity, only the control of ISG torque compensation is optimized;
c. when the SOC of the power battery is insufficient and the air inflow of the engine does not reach the current allowable maximum air amount, only correcting the air amount and self-learning the air amount;
d. and when the SOC of the power battery is sufficient and the air inflow of the engine does not reach the current allowable maximum air quantity, simultaneously carrying out control of optimizing the target torque of the engine and compensating the ISG torque.
2. The hybrid vehicle engine torque compensation method according to claim 1, characterized by comprising the steps of:
s1, judging whether the preset torque compensation condition of the engine of the hybrid electric vehicle is met, if so, executing the step S2, and if not, not executing the engine torque compensation;
s2, judging whether the compensation target torque is larger than the actual torque and exceeds the actual torque by a certain preset torque difference, if so, executing a step S3, and if not, not executing the engine torque compensation;
s3, judging whether the SOC of the power battery is sufficient or not, and judging whether the air inflow of the engine reaches the current allowed maximum air amount or not;
s4, when the SOC of the power battery is insufficient and the air inflow of the engine reaches the current allowed maximum air amount, only optimizing the control of the target torque of the engine, specifically: recording the times that the difference between the target torque and the actual torque of the engine exceeds a preset difference A and exceeds a period of time T1, and gradually reducing the target torque at a fixed rate when the times exceed a preset time N1 until the error between the target torque and the actual torque is smaller than the preset difference A;
s5, when the SOC of the power battery is sufficient and the air inflow of the engine reaches the current allowed maximum air quantity, only the control of ISG torque compensation is optimized, specifically: multiplying a preset coefficient r1 by the difference Diff between the target torque and the actual torque, limiting the change rate of the difference Diff, dividing the difference by the transmission ratio of the engine and the ISG to be used as the compensation torque of the ISG, finally adding the compensation torque into the target torque of the ISG to be used as a new ISG target torque, and adjusting the torque difference of the engine according to the new ISG target torque until the error between the target torque and the actual torque is smaller than a preset difference A;
s6, when the SOC of the power battery is insufficient and the air intake quantity of the engine does not reach the current maximum air quantity, only correcting the air quantity and self-learning the air quantity, specifically: firstly, judging whether preset gas quantity self-learning conditions are met; if yes, performing self-learning of the target gas quantity based on the engine rotating speed and the target torque, after the self-learning of the target gas quantity is completed, taking the learned target gas quantity as a gas quantity initial adjustment value for engine torque compensation, gradually updating the gas quantity based on the difference between the engine rotating speed and the target actual torque until the error between the target torque and the actual torque is smaller than a preset difference A, and if not or before the self-learning of the target gas quantity is completed, gradually updating the gas quantity based directly on the difference between the engine rotating speed and the target actual torque until the error between the target torque and the actual torque is smaller than the preset difference A;
s7, when the SOC of the power battery is sufficient and the air inflow of the engine does not reach the current maximum allowable air amount, simultaneously performing control of optimizing the target torque and ISG torque compensation, specifically: multiplying the target torque and the actual torque difference Diff by a preset coefficient r1, limiting the change rate of the target torque and the actual torque difference Diff, dividing the change rate by the transmission ratio of the engine and the ISG to be used as compensation torque of the ISG, finally adding the compensation torque into the target torque of the ISG to be used as new ISG target torque, and gradually updating the air quantity based on the engine speed and the target actual torque difference until the error between the target torque and the actual torque is smaller than a preset difference A.
3. The hybrid vehicle engine torque compensation method according to claim 2, characterized in that: the preset torque compensation conditions of the engine of the hybrid electric vehicle are as follows: the engine is started successfully, and the engine enters a running state for more than preset time.
4. The hybrid vehicle engine torque compensation method according to claim 2, characterized in that: the method for judging the sufficient SOC of the power battery comprises the following steps: when the hybrid power mode is in the series mode and the engine is in the oil supply mode, the SOC allowance exceeds the limit value a of the total amount; in other modes, the SOC margin exceeds the limit b of the total amount, and the limit a is smaller than the limit b.
5. The hybrid vehicle engine torque compensation method according to claim 2, characterized in that: the method for judging the air input of the engine to reach the current allowed maximum air quantity comprises the following steps: the current engine air quantity exceeds the limit value c of the current allowed maximum air quantity.
6. The hybrid vehicle engine torque compensation method according to claim 2, characterized in that: the preset gas amount self-learning condition is as follows: the engine is in steady state operating mode, steady state operating mode specifically includes:
1) the rotating speed of the engine is within the range of 1000 rpm-5000 rpm, and the fluctuation of the rotating speed of the engine after the air intake amount self-learning is within +/-30 rpm;
2) the target torque is within the range of 30 Nm-232 Nm, and the fluctuation of the target torque after the air intake amount self-learning is within +/-5 Nm;
3) the error of the target torque and the actual torque is within +/-5 Nm within the range of 100Nm, and the error is within +/-5% beyond 100 Nm;
4) the target intake pressure is within the range of 50 kPa-240 kPa, and the intake air self-learning target intake pressure fluctuation is within +/-3 kPa;
5) the water temperature of the engine is 50-100 ℃;
6) the current firing angle is less than a preset angle from the best brake torque MBT.
7. The hybrid vehicle engine torque compensation method according to claim 2, characterized in that: the self-learning of the target air quantity based on the engine rotating speed and the target torque specifically comprises the following steps: through self-learning, continuously updating the stored value of the target air quantity in the memory EEPROM under different engine rotating speeds and target torques, and the steps are as follows:
1) calculating the average value n of the engine speed in the T2 time period according to the collected engine speed sum, the collected target torque sum and the collected actual air quantity comprehensive sum in the T2 time periodAvgTarget torque average value T _ TargetAvgActual gas quantity average rhoAvg；
2) Assuming that the original target gas amount under the last updated rotation speed and target torque (A, a) in the memory EEPROM is rho1The original target gas amount under the rotating speed and the target torque (A, b) is rho2The original target gas amount under the rotating speed and the target torque (B, a) is rho3The original target gas amount under the rotating speed and the target torque (B, B) is rho4Where A < B, a < B, and assuming the currently calculated average engine speed nAvgIn [ A, B ]]Target torque average T _ TargetAvgIn [ a, b ]]In between, the rotation speed and the target torque (n)Avg,T_TargetAvg) Target gas quantity rho stored last time in lower EEPROMBefComprises the following steps:
Figure FDA0003588928030000031
wherein k is0Is a fixed coefficient;
the target air quantity under the updated rotating speed and target torque (A, a) is as follows:
rho'1＝k1×rho1+(1-k1)×(rho1+rhoAvg-rhoBef)
the target air quantity under the updated rotating speed and target torque (A, b) is as follows:
rho'2＝k1×rho2+(1-k1)×(rho2+rhoAvg-rhoBef)
the target air quantity under the updated rotating speed and target torque (B, a) is as follows:
rho'3＝k1×rho3+(1-k1)×(rho3+rhoAvg-rhoBef)
the target air quantity under the updated rotating speed and target torque (B, B) is as follows:
rho'4＝k1×rho4+(1-k1)×(rho4+rhoAvg-rhoBef)
3) after the updating is finished, the self-learning of the target gas amount is finished, and the updated rho 'is carried out'1、rho'2、rho'3、rho'4And the gas is stored into an EEPROM as new target gas quantity data and can be stored after power is off.
8. The hybrid vehicle engine torque compensation method according to claim 2, characterized in that: the gradual air quantity updating method based on the difference between the engine rotating speed and the target actual torque specifically comprises the following steps: and gradually increasing the current air quantity in real time, and calibrating the air quantity increase change rate according to the difference between the engine rotating speed and the target actual torque.
9. The hybrid vehicle engine torque compensation method according to claim 8, characterized in that: the calibration basis of the gas increase change rate is as follows: ensuring that the error of the interference caused by the increase of the air quantity to the torque fluctuation of the engine is +/-5 Nm within 100Nm and +/-5% beyond 100 Nm; the compensation improvement effect of the engine torque is ensured, the error between the actual torque and the target torque is within +/-5 Nm within 100Nm within 2s, and the error outside 100Nm is within +/-5%.
10. An electronic device comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, wherein: the processor when executing the program performs the steps of the method according to any of claims 1 to 9.
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