CN113548035B - Control method and device for vehicle power system - Google Patents

Control method and device for vehicle power system Download PDF

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Publication number
CN113548035B
CN113548035B CN202110969164.5A CN202110969164A CN113548035B CN 113548035 B CN113548035 B CN 113548035B CN 202110969164 A CN202110969164 A CN 202110969164A CN 113548035 B CN113548035 B CN 113548035B
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motor
engine
speed
torque
hybrid
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CN113548035A (en
Inventor
刘辉
张伟
张万年
张勋
许浩欣
徐丽丽
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Beijing Institute of Technology BIT
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Beijing Institute of Technology BIT
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
    • 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
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • 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

Abstract

The invention provides a control method and a device for a vehicle power system, which are applied to the technical field of vehicles. The control method provided by the invention can complete the starting control of the engine under the condition that the pure electric drive mode is required to be switched to the hybrid drive mode, thereby switching to the hybrid drive mode and meeting the actual application requirements.

Description

Control method and device for vehicle power system
Technical Field
The invention belongs to the technical field of vehicles, and particularly relates to a vehicle power system control method and device.
Background
With the development of new energy automobile technology, the new energy automobile adopting the hybrid power system is widely applied because the advantages of the diesel locomotive and the pure electric automobile can be fully exerted and the purposes of energy conservation and environmental protection are achieved under the condition of taking the endurance mileage into consideration. The structure schematic diagram of the new energy automobile adopting the hybrid power system is shown in fig. 1, the first motor and the second motor driven by the power battery form an electric driving system, the engine is used as an internal combustion engine power system, the two are coupled with each other through a coupling mechanism to realize the coupling of driving power, and finally, the vehicle is driven to run through a main speed reducer.
Further, fig. 2 shows a basic structure of a hybrid system in the related art, which is mainly composed of an engine, a first motor, a second motor, and a coupling mechanism, wherein the coupling mechanism specifically includes a front transmission mechanism, three planetary gear rows PG1, PG2, and PG3, a main clutch CL0, a sub clutch CL1, and a brake BK. The gear ring 1 in PG1 is connected with a first motor, the sun gear 2 in PG2 is connected with a second motor, the planet carrier 2 in PG2 is connected with a front transmission mechanism, the main clutch CL0 is connected with an engine and the front transmission mechanism, the clutch CL1 is connected with the planet carrier 1 in PG1 and the planet carrier 3 in PG3, the brake BK is used for locking the gear ring 3 of PG3, the planet carrier 3 of PG3 is connected with an output shaft of a coupling mechanism, and the output shaft transmits power to a driving wheel through a main speed reducer so as to drive the vehicle to run.
As can be seen from the foregoing fig. 1 and 2, the vehicle employing the hybrid system has multiple driving modes, and in the driving process, the switching between different driving modes is involved, and in the various switching processes, the switching from the pure electric driving mode to the hybrid driving mode is the most complex and most important switching process, and the smoothness of the switching process directly gives an impression of the driving feeling of the driver, so how to provide a control method for the power system to realize the smooth switching from the pure electric driving mode to the hybrid driving mode is one of the technical problems to be solved urgently by those skilled in the art.
Disclosure of Invention
In view of the above, the present invention aims to provide a vehicle power system control method and apparatus, which realize smooth switching from a pure electric driving mode to a hybrid driving mode, and meet the actual application requirements, and the specific scheme is as follows:
in a first aspect, the present invention provides a vehicle powertrain control method applied to a hybrid powertrain including an engine, a first electric machine, and a second electric machine, the method comprising:
judging whether to switch to a hybrid drive mode or not under the condition that the hybrid power system is in a pure electric drive mode;
if the hybrid drive mode needs to be switched to, controlling a main clutch in the hybrid power system to be engaged;
controlling the first motor and the second motor to drag the engine, and controlling the engine to start ignition when the rotating speed of the engine reaches a preset ignition rotating speed;
raising the rotation speed of the engine to a target rotation speed, and controlling the output torque of the first motor and the output torque of the second motor according to the rotation speed of the engine so that the deviation of the output torque of the hybrid power system is within a preset range;
wherein the target rotational speed is a rotational speed at which the loss of the engine is in a fuel economy region.
Optionally, the controlling the main clutch engagement in the hybrid system includes:
adjusting a driven end rotational speed of a master clutch in the hybrid system;
controlling the main clutch to be half-engaged when the speed difference between the driven end rotating speed and the main end rotating speed of the main clutch is smaller than a first rotating speed threshold value;
controlling the main clutch to be fully engaged when the speed difference between the driven end rotating speed and the driving end rotating speed is smaller than a second rotating speed threshold value;
wherein the second rotational speed threshold is less than the first rotational speed threshold.
Optionally, the adjusting the driven end rotation speed of the master clutch in the hybrid system includes:
acquiring a first required torque, a first angular speed of an output end of a coupling mechanism in the hybrid power system and a current angular speed of the first motor;
determining a first target angular speed of the first motor according to the first angular speed of the output end;
determining a first target torque of the first motor according to the current angular speed of the first motor and the first target angular speed;
determining a first target torque of the second motor according to the first required torque and the first target torque of the first motor;
and respectively controlling the first motor and the second motor to operate according to the corresponding target torque so as to adjust the driven end rotating speed of the main clutch in the hybrid power system.
Optionally, the controlling the first motor and the second motor to drag the engine includes:
acquiring the input end angular velocity, the input end reference angular velocity, the output end second angular velocity and the output end reference angular velocity of a coupling mechanism in the hybrid power system;
respectively inputting the input end angular velocity, the input end reference angular velocity, the output end second angular velocity and the output end reference angular velocity into a preset model prediction controller to obtain a second target torque of the first motor and a second target torque of the second motor;
and respectively controlling the first motor and the second motor to run according to the corresponding target torque so as to drag the engine.
Optionally, the controlling the output torque of the first motor and the second motor according to the rotation speed of the engine includes:
acquiring the current rotating speed and the second required torque of the engine;
determining a current torque of the engine according to the current rotating speed of the engine and the target rotating speed;
determining a third target torque of the first motor according to the current torque of the engine;
determining a third target torque of the second motor according to the third target torque of the first motor and the second required torque;
and respectively controlling the first motor and the second motor to operate according to the corresponding target torque.
Optionally, the determining whether to switch to the hybrid driving mode includes:
acquiring a target parameter representing the running state of the vehicle;
and judging whether the hybrid driving mode is required to be switched according to the target parameters.
Optionally, the target parameters include a current vehicle speed, a current SOC value of the power battery, and a current required power.
Optionally, the determining whether to switch to the hybrid driving mode according to the target parameter includes:
and if the current vehicle speed is greater than the highest vehicle speed of the pure electric mode, or the current SOC value is smaller than a preset SOC threshold, or the current required power is greater than the highest power of the pure electric mode, judging that the hybrid electric mode needs to be switched.
In a second aspect, the present invention provides a vehicle power system control apparatus applied to a hybrid power system including an engine, a first motor, and a second motor, the apparatus including:
the judging unit is used for judging whether the hybrid power system is required to be switched to the hybrid drive mode or not under the condition that the hybrid power system is in the pure electric drive mode;
a first control unit for controlling engagement of a main clutch in the hybrid system if switching to the hybrid drive mode is required;
the second control unit is used for controlling the first motor and the second motor to drag the engine and controlling the engine to start ignition when the rotating speed of the engine reaches a preset ignition rotating speed;
a third control unit for raising the rotation speed of the engine to a target rotation speed and controlling the output torques of the first motor and the second motor according to the rotation speed of the engine so that the deviation of the output torque of the hybrid system is within a preset range;
wherein the target rotational speed is a rotational speed at which the loss of the engine is in a fuel economy region.
Optionally, the first control unit is configured to control, when a main clutch in the hybrid system is engaged, specifically including:
adjusting a driven end rotational speed of a master clutch in the hybrid system;
controlling the main clutch to be half-engaged when the speed difference between the driven end rotating speed and the main end rotating speed of the main clutch is smaller than a first rotating speed threshold value;
controlling the main clutch to be fully engaged when the speed difference between the driven end rotating speed and the driving end rotating speed is smaller than a second rotating speed threshold value;
wherein the second rotational speed threshold is less than the first rotational speed threshold.
The vehicle power system control method provided by the invention is applied to a hybrid power system comprising an engine, a first motor and a second motor, and is used for controlling a main clutch in the hybrid power system to be engaged under the condition that the pure electric mode is judged to be switched to the hybrid electric mode, then controlling the first motor and the second motor to drag the engine, controlling the engine to start under the condition that the rotating speed of the engine reaches the preset ignition rotating speed, actively controlling the engine after the engine is started, increasing the rotating speed of the engine to a target rotating speed for ensuring that the loss of the engine is in a fuel economy area, and simultaneously controlling the output torque of the first motor and the output torque of the second motor according to the rotating speed of the engine so as to ensure that the deviation of the output torque of the hybrid power system is in a preset range. The control method provided by the invention can complete the starting control of the engine under the condition that the pure electric drive mode is required to be switched to the hybrid drive mode, thereby switching to the hybrid drive mode and meeting the actual application requirements.
Further, in the driving mode switching process, the output torque of the driving motor is adjusted according to the rotation speed of the engine, the influence of the rotation speed of the engine on the output torque between the first motor and the second motor is considered, the deviation of the output torque of the hybrid power system is ensured to be in a preset range, the torque fluctuation brought by the engine torque connected to the power system after the engine is started can be effectively reduced, the longitudinal impact of the whole vehicle is avoided, and the driving feeling is improved.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic diagram of a prior art new energy vehicle employing a hybrid powertrain;
FIG. 2 is a schematic diagram of a prior art hybrid powertrain;
FIG. 3 is a flow chart of a method for controlling a vehicle powertrain, provided by an embodiment of the present invention;
FIG. 4 is a control block diagram of a master clutch engagement process provided by an embodiment of the present invention;
FIG. 5 is a control block diagram of a motor reverse-towed engine process provided by an embodiment of the present invention;
FIG. 6 is a control block diagram of a motor output torque process according to an engine speed adjustment provided by an embodiment of the present invention;
fig. 7 is a block diagram of a vehicle power system control apparatus according to an embodiment of the present invention.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
In view of the foregoing, it is apparent that a new energy vehicle employing a hybrid system has various drive modes, which generally include a pure electric drive mode, a mechanical drive mode, a traveling power generation mode, a parking power generation mode, and a hybrid drive mode, wherein the mechanical drive mode refers to a mode in which the vehicle is driven by an engine to travel. In the actual use process of the new energy vehicle, the vehicle can switch between different driving modes according to different specific vehicle conditions and running conditions, so that the performance of the vehicle is fully exerted. The control method provided by the invention is mainly used for solving the problems existing in the switching process from the pure driving mode to the hybrid driving mode and ensuring the smoothness of the switching process.
Based on the foregoing, the embodiment of the invention provides a vehicle power system control method, which can be applied to a controller of a vehicle power system, a whole vehicle controller, or a controller which is arranged on a vehicle, can acquire corresponding data and execute a preset control program.
Optionally, referring to fig. 3, fig. 3 is a flowchart of a vehicle power system control method provided by an embodiment of the present invention, where the flow of the vehicle power system control method provided by the embodiment may include:
s100, judging whether the hybrid drive mode needs to be switched, if so, executing S110.
As described above, the embodiment of the present invention mainly provides a control method for switching a power system from a pure electric mode to a hybrid electric mode, so that the precondition for executing this step is that the hybrid electric system is in the pure electric mode. If the switching to the hybrid drive mode is necessary, S110 is performed, and conversely, if the switching to the hybrid drive mode is not necessary, the current running state of the vehicle is maintained.
Optionally, in determining whether to switch to the hybrid driving mode, first, a target parameter representing a running state of the vehicle, for example, a current vehicle speed of the vehicle, a current SOC value of the power battery, a current required power, and the like, needs to be obtained, and then, whether to switch to the hybrid driving mode is determined according to the target parameter.
Specifically, if the current vehicle speed is greater than the highest vehicle speed of the pure electric mode, or the current SOC value is smaller than the preset SOC threshold, or the current required power is greater than the maximum power of the pure electric mode, it is determined that the hybrid electric mode needs to be switched.
It should be noted that, for the setting of the preset SOC threshold value, the specific value of the preset SOC threshold value may be set based on specific parameters of the vehicle and the power battery. The current required power can be obtained based on the calculation model of the driver in the prior art, and the calculation model is not developed here.
S110, controlling the main clutch in the hybrid power system to be engaged.
If it is determined that a mode switch is required, the main clutch engagement in the hybrid system is first controlled.
Specifically, the first motor in the structural schematic diagram shown in fig. 2 is utilized to eliminate the rotation speed difference between the driving end and the driven end of the main clutch, so that the idle rotation speed of the input end of the coupling mechanism is reduced, and the main clutch is ensured to be combined under the condition of low rotation speed difference.
First, the driven end rotational speed of a main clutch in a hybrid system is adjusted, the main clutch is controlled to be half-engaged when the speed difference between the driven end rotational speed and the driving end rotational speed of the main clutch is smaller than a first rotational speed threshold value, and then the main clutch is controlled to be fully engaged when the speed difference between the driven end rotational speed and the driving end rotational speed is smaller than a second rotational speed threshold value.
It should be noted that, according to the basic operation principle of the clutch, the rotational speed difference between the driving end and the driven end of the clutch gradually decreases until the rotational speeds are consistent in the clutch engaging process, so that the second rotational speed threshold in this embodiment is smaller than the first rotational speed threshold, for example, the first rotational speed threshold is 50r/min in practical application, and the second rotational speed threshold may be 0r/min.
Further, according to the angular velocity coupling relation, the angular velocity of the input end of the coupling mechanism is set to zero, so that the first target angular velocity of the first motor in the step can be obtained:
wherein,a first target angular velocity representing a first motor;
ω o representing a first angular velocity of an output end of the coupling mechanism;
k 1 、k 2 、k 3 characteristic parameters of the planetary gear mechanisms PG1, PG2, and PG3 in the structure of the hybrid system shown in fig. 2, that is, the ratio of the number of teeth of the ring gear to the number of teeth of the sun gear are respectively shown.
Based on the foregoing, it can be seen that in practical use, k is for a certain hybrid system 1 、k 2 、k 3 It is known that it is necessary to obtain a first angular velocity of the output end of the coupling mechanism in the hybrid system, and according to formula (1), the first target angular velocity of the first motor is determined according to the first angular velocity of the output end.
The torque of the first motor is controlled by the PID controller on the basis of the first target angular velocity, because the presence of the torque coupling relation (2) results in a change in the torque of the first motor affecting the output torque of the coupling mechanism.
Wherein T is o Representing the output torque of the coupling mechanism;
T A representing torque of the first motor;
T B representing the torque of the second motor.
It can be seen that the torques of the first and second motors together influence the output torque of the coupling mechanism, which should be taken into account comprehensively during the control of the first and second motors. In the case that the first target angular velocity of the first motor has been obtained through the foregoing steps, further obtaining the first required torque, and the current angular velocity of the first motor, where the first required torque is calculated by a driver model in the prior art according to parameters such as an accelerator pedal opening, and will not be described in detail herein.
And then determining a first target torque of the first motor according to the current angular speed of the first motor and the calculated first target angular speed, and simultaneously determining a first target torque of the second motor according to the first required torque and the first target torque of the first motor, wherein after the target torques of the first motor and the second motor are obtained, the first motor and the second motor can be respectively controlled to operate according to the corresponding target torques so as to adjust the driven end rotating speed of the main clutch in the hybrid power system, and finally realizing the engagement of the main clutch.
The above calculation process is shown with reference to the main clutch engagement process control block diagram shown in fig. 4. In the pure electric mode, the main clutch is disengaged, the sub-clutch is disengaged, the brake is engaged, the engine and the first motor are both in a non-operating state, and the second motor alone drives the vehicle. At this time, the input end of the coupling mechanism is a port connected with the second motor, the output end of the coupling mechanism is connected with the output shaft, and the wheels are driven by the speed reducer.
In the hybrid drive mode, the main clutch is engaged, the auxiliary clutch is disengaged, the brake is engaged, the engine is in a working state, the first motor is in a power generation state, the second motor is in an electric state, and the engine and the second motor jointly drive the vehicle to run. At this time, the input end of the coupling mechanism is a port connected with the second motor and the front transmission mechanism respectively, and the output end of the coupling mechanism is a port connected with the output shaft and the first motor respectively.
And S120, controlling the first motor and the second motor to drag the engine, and controlling the ignition start of the engine under the condition that the rotating speed of the engine reaches the preset ignition rotating speed.
After the main clutch is engaged, the engine speed is raised to the preset firing speed by reverse dragging the engine with the first and second electric machines according to the control block diagram shown in fig. 5.
As shown in fig. 5, in a specific implementation, an input end angular velocity, an input end reference angular velocity, an output end second angular velocity and an output end reference angular velocity of a coupling mechanism in a hybrid power system need to be obtained, then the obtained input end angular velocity, the obtained input end reference angular velocity, the obtained output end second angular velocity and the obtained output end reference angular velocity are respectively input into a preset model prediction controller, finally a second target torque of a first motor and a second target torque of the second motor are obtained, the first motor and the second motor are respectively controlled to operate according to corresponding target torques, so that an engine is dragged to reach a preset ignition rotating speed, and then the ignition start of the engine is controlled.
The preset model prediction controller can be realized based on the prior art, and the specific content and the realization mode of the controller are not limited by the invention.
In the process of controlling the first motor and the second motor to drag the engine, the stability of the output torque of the coupling mechanism can be measured according to the following formula:
wherein j represents the impact degree of the whole vehicle;
r represents the radius of the wheel;
i r representing a final drive ratio;
ω 1 representing a second angular velocity of the output of the coupling mechanism.
In the process of dragging the engine by the first motor and the second motor, the output torque fluctuates due to the change of the engine torque. Before ignition, the engine torque appears as drag torque and varies with the variation of the crank angle and the rotation speed of the engine; after ignition, the engine torque appears as a drive torque. In the motor reverse-towing engine stage, before ignition, the engine torque is represented as a resisting torque, at the moment, the torque output by the first motor is changed from the negative torque in the original power generation state to the positive torque in the electric state, after ignition, the engine outputs a driving torque, and the first motor is changed into the power generation state again to output the negative torque outwards; the second motor torque also adjusts its own output torque value in order to maintain the stability of the output torque due to the variation of the first motor torque.
And S130, increasing the rotating speed of the engine to a target rotating speed, and controlling the output torque of the first motor and the output torque of the second motor according to the rotating speed of the engine so that the deviation of the output torque of the hybrid power system is in a preset range.
After the engine is started by ignition, i.e. the engine is started in an active speed regulation stage, the target rotation speed in the embodiment is the rotation speed for enabling the loss of the engine to be in a fuel economy area. For certain hybrid powertrain systems, the fuel economy zone of the engine is known, and the corresponding target speed may be set based on the fuel economy zone, and the invention is not limited to the specific value of the target speed.
In the process of controlling the output torques of the first motor and the second motor according to the rotation speed of the engine so that the deviation of the output torque of the hybrid system is within a preset range, it may be implemented in combination with the control block diagram shown in fig. 6.
Specifically, after the current rotation speed and the second required torque of the engine are obtained, determining the current torque of the engine according to the current rotation speed and the target rotation speed of the engine, determining the third target torque of the first motor according to the current torque of the engine, determining the third target torque of the second motor according to the third target torque of the first motor and the second required torque, and finally controlling the first motor and the second motor to operate respectively according to the corresponding target torques.
In summary, the control method provided by the invention can complete the start control of the engine under the condition that the pure electric drive mode is required to be switched to the hybrid drive mode, thereby switching to the hybrid drive mode and meeting the actual application requirements.
Further, in the driving mode switching process, the output torque of the driving motor is adjusted according to the rotation speed of the engine, the influence of the rotation speed of the engine on the output torque between the first motor and the second motor is considered, the deviation of the output torque of the hybrid power system is ensured to be in a preset range, the torque fluctuation brought by the engine torque connected to the power system after the engine is started can be effectively reduced, the longitudinal impact of the whole vehicle is avoided, and the driving feeling is improved.
The following describes a vehicle power system control device provided by the embodiment of the present invention, where the vehicle power system control device described below may be regarded as a functional module architecture to be set in a central device in order to implement the vehicle power system control method provided by the embodiment of the present invention; the following description may be referred to with respect to the above.
Referring to fig. 7, fig. 7 is a block diagram of a vehicle power system control apparatus according to an embodiment of the present invention, which is applied to a hybrid system including an engine, a first motor, and a second motor, the apparatus including:
a judging unit 10, configured to judge whether to switch to the hybrid driving mode when the hybrid system is in the pure electric driving mode;
a first control unit 20 for controlling engagement of a main clutch in the hybrid system if switching to the hybrid drive mode is required;
a second control unit 30, configured to control the first motor and the second motor to drag the engine, and control ignition start of the engine when the rotation speed of the engine reaches a preset ignition rotation speed;
a third control unit 40 for raising the rotation speed of the engine to a target rotation speed and controlling the output torques of the first motor and the second motor according to the rotation speed of the engine so that the deviation of the output torque of the hybrid system is within a preset range;
wherein the target rotational speed is a rotational speed at which the loss of the engine is in a fuel economy region.
Optionally, the first control unit 20 is configured to control the main clutch in the hybrid system to be engaged, and specifically includes:
regulating the driven end rotating speed of a main clutch in a hybrid power system;
controlling the main clutch to be half-engaged when the speed difference between the rotating speed of the driven end and the rotating speed of the driving end of the main clutch is smaller than a first rotating speed threshold value;
when the speed difference between the rotating speed of the driven end and the rotating speed of the driving end is smaller than a second rotating speed threshold value, the main clutch is controlled to be fully engaged;
wherein the second rotational speed threshold is less than the first rotational speed threshold.
Optionally, the first control unit 20 is configured to adjust the driven end rotation speed of the master clutch in the hybrid system, and specifically includes:
acquiring a first required torque, a first angular speed of an output end of a coupling mechanism in a hybrid power system and a current angular speed of a first motor;
determining a first target angular speed of the first motor according to the first angular speed of the output end;
determining a first target torque of the first motor according to the current angular speed and the first target angular speed of the first motor;
determining a first target torque of the second motor according to the first required torque and the first target torque of the first motor;
and respectively controlling the first motor and the second motor to operate according to the corresponding target torque so as to regulate the rotation speed of the driven end of the main clutch in the hybrid power system.
The second control unit 30 is configured to control the first motor and the second motor to drag the engine, and specifically includes:
acquiring the input end angular velocity, the input end reference angular velocity, the output end second angular velocity and the output end reference angular velocity of a coupling mechanism in a hybrid power system;
respectively inputting the input end angular velocity, the input end reference angular velocity, the output end second angular velocity and the output end reference angular velocity into a preset model prediction controller to obtain a second target torque of the first motor and a second target torque of the second motor;
and respectively controlling the first motor and the second motor to operate according to the corresponding target torque so as to drag the engine.
Optionally, the third control unit 40 is configured to control output torques of the first motor and the second motor according to a rotation speed of the engine, and specifically includes:
acquiring the current rotating speed and the second required torque of the engine;
determining the current torque of the engine according to the current rotating speed and the target rotating speed of the engine;
determining a third target torque of the first motor according to the current torque of the engine;
determining a third target torque of the second motor according to the third target torque of the first motor and the second required torque;
and respectively controlling the first motor and the second motor to operate according to the corresponding target torque.
The judging unit 10 is configured to judge whether to switch to the hybrid driving mode, and specifically includes:
acquiring a target parameter representing the running state of the vehicle;
and judging whether the hybrid drive mode needs to be switched to according to the target parameters.
Optionally, the target parameters include a current vehicle speed, a current SOC value of the power battery, and a current required power.
The judging unit 10 is configured to judge whether to switch to the hybrid driving mode according to the target parameter, and specifically includes:
and if the current vehicle speed is greater than the highest vehicle speed of the pure electric mode, or the current SOC value is smaller than a preset SOC threshold, or the current required power is greater than the highest power of the pure electric mode, judging that the hybrid electric mode needs to be switched.
In the present specification, each embodiment is described in a progressive manner, and each embodiment is mainly described in a different point from other embodiments, and identical and similar parts between the embodiments are all enough to refer to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant points refer to the description of the method section.
Those of skill would further appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both, and that the various illustrative elements and steps are described above generally in terms of functionality in order to clearly illustrate the interchangeability of hardware and software. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.
The steps of a method or algorithm described in connection with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. The software modules may be disposed in Random Access Memory (RAM), memory, read Only Memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims (6)

1. A vehicle powertrain control method applied to a hybrid powertrain including an engine, a first electric machine, and a second electric machine, the method comprising:
judging whether to switch to a hybrid drive mode or not under the condition that the hybrid power system is in a pure electric drive mode;
wherein, when the hybrid power system is in the pure electric mode, the determining whether to switch to the hybrid driving mode includes: obtaining target parameters representing the running state of a vehicle, wherein the target parameters comprise the current vehicle speed, the current SOC value of a power battery and the current required power; if the current vehicle speed is greater than the highest vehicle speed of the pure electric mode, or the current SOC value is smaller than a preset SOC threshold, or the current required power is greater than the highest power of the pure electric mode, judging that the hybrid electric mode needs to be switched to;
if the hybrid drive mode needs to be switched to, controlling a main clutch in the hybrid power system to be engaged;
controlling the first motor and the second motor to drag the engine, and controlling the engine to start ignition when the rotating speed of the engine reaches a preset ignition rotating speed;
raising the rotation speed of the engine to a target rotation speed, and controlling the output torque of the first motor and the output torque of the second motor according to the rotation speed of the engine so that the deviation of the output torque of the hybrid power system is within a preset range;
wherein the controlling the output torque of the first motor and the second motor according to the rotational speed of the engine includes: acquiring the current rotating speed and the second required torque of the engine; determining a current torque of the engine according to the current rotating speed of the engine and the target rotating speed; determining a third target torque of the first motor according to the current torque of the engine; determining a third target torque of the second motor according to the third target torque of the first motor and the second required torque; respectively controlling the first motor and the second motor to operate according to the corresponding target torque;
wherein the target rotational speed is a rotational speed at which the loss of the engine is in a fuel economy region.
2. The vehicle powertrain control method of claim 1, wherein the controlling of the main clutch engagement in the hybrid powertrain includes:
adjusting a driven end rotational speed of a master clutch in the hybrid system;
controlling the main clutch to be half-engaged when the speed difference between the driven end rotating speed and the main end rotating speed of the main clutch is smaller than a first rotating speed threshold value;
controlling the main clutch to be fully engaged when the speed difference between the driven end rotating speed and the driving end rotating speed is smaller than a second rotating speed threshold value;
wherein the second rotational speed threshold is less than the first rotational speed threshold.
3. The vehicle powertrain control method of claim 2, wherein said adjusting a driven end rotational speed of a master clutch in the hybrid powertrain includes:
acquiring a first required torque, a first angular speed of an output end of a coupling mechanism in the hybrid power system and a current angular speed of the first motor;
determining a first target angular speed of the first motor according to the first angular speed of the output end;
determining a first target torque of the first motor according to the current angular speed of the first motor and the first target angular speed;
determining a first target torque of the second motor according to the first required torque and the first target torque of the first motor;
and respectively controlling the first motor and the second motor to operate according to the corresponding target torque so as to adjust the driven end rotating speed of the main clutch in the hybrid power system.
4. The vehicle powertrain control method of claim 1, wherein the controlling the first and second electric machines to tow the engine includes:
acquiring the input end angular velocity, the input end reference angular velocity, the output end second angular velocity and the output end reference angular velocity of a coupling mechanism in the hybrid power system;
respectively inputting the input end angular velocity, the input end reference angular velocity, the output end second angular velocity and the output end reference angular velocity into a preset model prediction controller to obtain a second target torque of the first motor and a second target torque of the second motor;
and respectively controlling the first motor and the second motor to run according to the corresponding target torque so as to drag the engine.
5. A vehicle powertrain control apparatus, characterized by being applied to a hybrid powertrain including an engine, a first motor, and a second motor, the apparatus comprising:
the judging unit is used for judging whether the hybrid power system is required to be switched to the hybrid drive mode or not under the condition that the hybrid power system is in the pure electric drive mode;
wherein, the judging unit is specifically configured to: obtaining target parameters representing the running state of a vehicle, wherein the target parameters comprise the current vehicle speed, the current SOC value of a power battery and the current required power; if the current vehicle speed is greater than the highest vehicle speed of the pure electric mode, or the current SOC value is smaller than a preset SOC threshold, or the current required power is greater than the highest power of the pure electric mode, judging that the hybrid electric mode needs to be switched to;
a first control unit for controlling engagement of a main clutch in the hybrid system if switching to the hybrid drive mode is required;
the second control unit is used for controlling the first motor and the second motor to drag the engine and controlling the engine to start ignition when the rotating speed of the engine reaches a preset ignition rotating speed;
a third control unit for raising the rotation speed of the engine to a target rotation speed and controlling the output torques of the first motor and the second motor according to the rotation speed of the engine so that the deviation of the output torque of the hybrid system is within a preset range;
wherein, the third control unit is specifically configured to: acquiring the current rotating speed and the second required torque of the engine; determining a current torque of the engine according to the current rotating speed of the engine and the target rotating speed; determining a third target torque of the first motor according to the current torque of the engine; determining a third target torque of the second motor according to the third target torque of the first motor and the second required torque; respectively controlling the first motor and the second motor to operate according to the corresponding target torque;
wherein the target rotational speed is a rotational speed at which the loss of the engine is in a fuel economy region.
6. The vehicle powertrain control apparatus of claim 5, wherein the first control unit is configured to control engagement of a main clutch in the hybrid powertrain system, specifically comprising:
adjusting a driven end rotational speed of a master clutch in the hybrid system;
controlling the main clutch to be half-engaged when the speed difference between the driven end rotating speed and the main end rotating speed of the main clutch is smaller than a first rotating speed threshold value;
controlling the main clutch to be fully engaged when the speed difference between the driven end rotating speed and the driving end rotating speed is smaller than a second rotating speed threshold value;
wherein the second rotational speed threshold is less than the first rotational speed threshold.
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CN114030460B (en) * 2021-11-09 2023-10-03 东风汽车集团股份有限公司 Torque control method and device for hybrid electric vehicle

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