CN113602251A - Method for releasing parking system of hybrid electric vehicle in hybrid power mode - Google Patents

Method for releasing parking system of hybrid electric vehicle in hybrid power mode Download PDF

Info

Publication number
CN113602251A
CN113602251A CN202111049016.8A CN202111049016A CN113602251A CN 113602251 A CN113602251 A CN 113602251A CN 202111049016 A CN202111049016 A CN 202111049016A CN 113602251 A CN113602251 A CN 113602251A
Authority
CN
China
Prior art keywords
parking
torque
hybrid
reduction gear
gear
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
CN202111049016.8A
Other languages
Chinese (zh)
Other versions
CN113602251B (en
Inventor
张鹏
宋辉
邢兆林
张天锷
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Xinlian Power Qufu Co ltd
Original Assignee
Xinlian Power Qufu Co ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Xinlian Power Qufu Co ltd filed Critical Xinlian Power Qufu Co ltd
Priority to CN202111049016.8A priority Critical patent/CN113602251B/en
Publication of CN113602251A publication Critical patent/CN113602251A/en
Application granted granted Critical
Publication of CN113602251B publication Critical patent/CN113602251B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • 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
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • 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
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • 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
    • 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
    • B60W2510/0638—Engine speed
    • 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
    • B60W2510/0657—Engine torque
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/105—Output torque
    • 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

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

The invention discloses a method for releasing a parking system of a hybrid electric vehicle in a hybrid power mode, which comprises the following steps: s1, receiving a parking releasing instruction; s2, controlling the target torque of the driving motor to enable the actual output torque of the gearbox to be within a set range; s3, transmitting a parking permission releasing instruction to the parking module; and S4, the parking module sends a parking releasing instruction to the parking system to release the parking state. The method for releasing the parking system of the hybrid electric vehicle in the hybrid power mode is simple and easy to implement, can effectively avoid long-time locked rotation of the driving motor under the parking working condition in the hybrid power mode, can smoothly release the parking state, and ensures the smoothness when the vehicle exits the P gear.

Description

Method for releasing parking system of hybrid electric vehicle in hybrid power mode
Technical Field
The invention belongs to the technical field of hybrid electric vehicles, and particularly relates to a method for removing a parking system of a hybrid electric vehicle in a hybrid power mode.
Background
The existing hybrid electric vehicle works in a hybrid power mode, under the parking working condition, the required torque and the target rotating speed of an engine are different due to the difference of the required power of the whole vehicle, and a parking system passively provides real-time variable resisting torque to ensure that the vehicle is in a static state, so that a driving motor is in a long-time locked-rotor state under the parking working condition. However, when the driver has the requirement of releasing the parking, the driver also needs to load torque on the driving motor and unload the resisting torque provided by the parking system, so as to ensure that the parking state is smoothly released, which are problems to be researched and solved.
Disclosure of Invention
The present invention is directed to solving at least one of the problems of the prior art. Therefore, the invention provides a method for removing a parking system of a hybrid electric vehicle in a hybrid power mode, aiming at effectively avoiding the long-time locked rotation of a driving motor under the parking working condition in the hybrid power mode, smoothly removing the parking state and ensuring the smoothness when the vehicle exits from the P gear.
In order to achieve the purpose, the invention adopts the technical scheme that: the method for releasing the parking system of the hybrid electric vehicle in the hybrid power mode comprises the following steps:
s1, receiving a parking releasing instruction;
s2, controlling the target torque of the driving motor to enable the actual output torque of the gearbox to be within a set range;
s3, transmitting a parking permission releasing instruction to the parking module;
and S4, the parking module sends a parking releasing instruction to the parking system to release the parking state.
In step S2, the process of calculating the actual output torque of the transmission includes:
s201, calculating angular acceleration of the engine according to the actual rotating speed of the engine, and calculating actual torque of a second sun gear S2 by combining the actual torque of the engine;
s202, calculating the angular acceleration of the ISG motor according to the angular acceleration of the engine calculated in the step S201, and calculating the actual torque of the first sun gear S1 by combining the actual torque of the ISG motor;
s203, calculating a carrier actual torque from the actual torque of the second sun gear S2 calculated in step S201 and the actual torque of the first sun gear S1 calculated in step S202;
and S204, calculating the actual output torque of the gearbox according to the actual torque of the planet carrier calculated in the step S203 and the actual torque of the driving motor.
The first sun gear and the second sun gear are coaxially arranged, the first sun gear is connected with the ISG motor, the second sun gear is connected with the engine, the first sun gear is meshed with the first planetary gear, the second sun gear is meshed with the second planetary gear, the first planetary gear and the second planetary gear are rotatably arranged on the planet carrier, and the planet carrier is connected with the driving motor through a power transmission mechanism.
The power transmission mechanism comprises a second shaft connected with the planet carrier, a first reduction gear connected with the second shaft, a second reduction gear meshed with the first reduction gear and a third reduction gear meshed with the second reduction gear, and the driving motor is connected with the third reduction gear.
The power transmission mechanism further comprises a third shaft connected with the second reduction gear, a fourth reduction gear arranged on the third shaft and a fifth reduction gear meshed with the fourth reduction gear, and the fifth reduction gear is arranged on the differential assembly.
In step S2, the command torque of the ISG motor and the target torque of the driving motor are calculated according to the desired zero output torque, the target engine torque and the target engine speed, and the calculation results are sent to the motor controller, which controls the ISG motor and the driving motor to operate.
In step S2, the target engine torque and the target engine speed are determined based on the sum of the power battery level and the accessory power.
The accessory power is obtained by calculating the actual voltage and the actual current fed back by the electric compressor and the direct current conversion unit.
The method for releasing the parking system of the hybrid electric vehicle in the hybrid power mode is simple and easy to implement, can effectively avoid long-time locked rotation of the driving motor under the parking working condition in the hybrid power mode, can smoothly release the parking state, and ensures the smoothness when the vehicle exits the P gear.
Drawings
The description includes the following figures, the contents shown are respectively:
FIG. 1 is a flow chart of a method of disengaging a park system of a hybrid vehicle in a hybrid mode of the present invention;
FIG. 2 is a schematic illustration of a transmission system used on a hybrid vehicle and its connection to the vehicle body or the like;
FIG. 3 is a lever diagram illustrating a parking state in a hybrid mode in embodiment 1;
labeled as:
1. a first shaft; 2. a second shaft; 3. a first sun gear; 4. a second sun gear; 5. a first planetary gear; 6. a second planetary gear; 7. a planet carrier; 8. a fourth axis; 9. a first reduction gear; 10. a second reduction gear; 11. a fourth reduction gear; 12. a fifth reduction gear; 13. a third axis; 14. a third reduction gear; 15. a half shaft; 16. an ISG motor; 17. a drive motor; 18. a differential assembly; 19. a fifth shaft; 20. a sixth axis; c1, clutch.
Detailed Description
The following detailed description of the embodiments of the present invention will be given with reference to the accompanying drawings for a purpose of helping those skilled in the art to more fully, accurately and deeply understand the concept and technical solution of the present invention and to facilitate its implementation.
As shown in fig. 1, the present invention provides a method for disengaging a parking system of a hybrid vehicle in a hybrid mode, comprising the steps of:
s1, receiving a parking releasing instruction;
s2, controlling the target torque of the driving motor 17 to enable the actual output torque of the gearbox to be in a set range, wherein the set range is-5 Nm;
s3, transmitting a parking permission releasing instruction to the parking module;
and S4, the parking module sends a parking releasing instruction to the parking system to release the parking state.
Specifically, as shown in fig. 2, the transmission of the hybrid vehicle includes a first shaft 1, a stepped planetary gear set and a power transmission mechanism, the stepped planetary gear set includes a first sun gear 3, a second sun gear 4, a first planetary gear 5, a second planetary gear 6 and a planet carrier 7, the first sun gear 3 and the second sun gear 4 are coaxially arranged, the first planetary gear 5 and the second planetary gear 6 are both provided in plurality, the number of the first planetary gear 5 and the second planetary gear 6 is the same, and each first planetary gear 5 is coaxially and fixedly connected with one second planetary gear 6. The first sun gear 3 is connected with an ISG motor 16, the second sun gear 4 is connected with the first shaft 1, the first sun gear 3 is meshed with the first planetary gear 5, the second sun gear 4 is meshed with the second planetary gear 6, the first planetary gear 5 and the second planetary gear 6 are rotatably arranged on a planet carrier 7, and the planet carrier 7 is connected with a driving motor 17 through a power transmission mechanism. The power transmission mechanism comprises a second shaft 2 connected with the planet carrier 7, a first reduction gear 9 connected with the second shaft 2, a second reduction gear 10 meshed with the first reduction gear 9 and a third reduction gear 14 meshed with the second reduction gear 10, and a driving motor 17 is connected with the third reduction gear 14. The engine is connected with the torsional vibration damper, the torsional vibration damper is connected with a clutch C1 through a sixth shaft 20, the clutch C1 is connected with the first shaft 1, a one-Way clutch OWC (one Way clutch) is further arranged on the first shaft 1 and is used for limiting the negative rotation speed of the engine to rotate, and the ISG motor 16 and the driving motor 17 can participate in driving simultaneously in a pure electric mode. The ISG motor 16 and the driving motor 17 are arranged in parallel, so that the axial size of the gearbox is reduced, and the whole vehicle arrangement is facilitated. The first sun gear 3 is connected with the ISG motor 16 through a fourth shaft 8, the third reduction gear 14 is connected with the driving motor 17 through a fifth shaft 19, the second reduction gear 10 is located between the first reduction gear 9 and the third reduction gear 14, the second shaft 2 is a hollow shaft, the second shaft 2 is sleeved on the first shaft 1, the first shaft 1 and the second shaft 2 are coaxially arranged, and the first reduction gear 9, the second shaft 2 and the planet carrier 7 synchronously rotate.
As shown in fig. 2, the power transmission mechanism further includes a third shaft 13 connected to the second reduction gear 10, a fourth reduction gear 11 disposed on the third shaft 13, and a fifth reduction gear 12 engaged with the fourth reduction gear 11, the fifth reduction gear 12 being disposed on the differential assembly 18. The third shaft 13 is parallel to the first shaft 1, the second reduction gear 10 and the fourth reduction gear 11 are fixedly arranged on the third shaft 13, the fifth reduction gear 12 is fixedly connected with the differential assembly 18, and the diameter of the fourth reduction gear 11 is smaller than that of the fifth reduction gear 12. The power from the stepped planetary gear set is transmitted to the differential assembly 18 through the first reduction gear 9, the second reduction gear 10, the fourth reduction gear 11 and the fifth reduction gear 12 in sequence, and then the vehicle is driven through the half shaft 15. The torque output by the driving motor 17 is transmitted to the differential assembly 18 through the third reduction gear 14, the second reduction gear 10, the fourth reduction gear 11 and the fifth reduction gear 12 in sequence.
In the above-described step S1, when the vehicle is in the P-range hybrid mode, the parking module first sends a driver release parking command to the hybrid torque distribution module.
In the above step S2, the process of calculating the actual output torque of the transmission includes:
s201, calculating the angular acceleration of the engine according to the actual rotating speed of the engine, and calculating the actual torque of the second sun gear 4 by combining the actual torque of the engine;
s202, calculating an angular acceleration of the ISG motor 16 according to the engine angular acceleration calculated in step S201, and calculating an actual torque of the first sun gear 3 in combination with an actual torque of the ISG motor 16;
s203, calculating an actual torque of the carrier 7 from the actual torque of the second sun gear 4 calculated in step S201 and the actual torque of the first sun gear 3 calculated in step S202;
and S204, calculating the actual output torque of the gearbox according to the actual torque of the planet carrier 7 calculated in the step S203 and the actual torque of the driving motor 17.
In the above step S2, the hybrid torque distribution module calculates the command torque of the ISG motor 16 and the target torque of the driving motor 17 according to the desired output torque by combining the target engine torque and the target rotation speed, and sends the calculation result to the motor controller, and the motor controller controls the ISG motor 16 and the driving motor 17 to operate. When the P gear is locked and a parking releasing instruction is not received, zero torque is sent to the driving motor 17, the driving motor 17 stops running, and long-time stalling of the driving motor 17 in the state is avoided.
In the above step S2, the engine target torque and the target rotation speed are obtained from the power demand look-up table based on the sum of the power battery state of charge (SOC) and the accessory power. The accessory power is obtained by calculating the actual voltage and the actual current fed back by the electric compressor and the direct current conversion unit.
Power demand corresponding to electric quantity of power battery in P gear of meter
SOC(％) 10％ 20％ 30％ 40％ 50％ 60％ 70％ 80％ 90％
P(kW) 10 8 5 2 0 -2 -5 -8 -10
TABLE II P-gear engine target torque
P(kWW) 0 2 4 6 8 10 12 14 16
Eng(Nm) 20 40 50 50 60 60 70 80 80
Meter three P-gear engine target rotating speed
P(kW) 0 2 4 6 8 10 12 14 16
Eng(rpm) 1000 1000 1000 1200 1300 1500 1500 1500 1500
In the step S3, if the actual output torque of the transmission is [ -5Nm, 5Nm ], the hybrid torque distribution module sends a command for allowing the parking release to the parking module, and the parking module sends a command for releasing the parking to the parking system to release the parking state, otherwise, the parking system maintains the parking state.
The invention is described above with reference to the accompanying drawings. It is to be understood that the specific implementations of the invention are not limited in this respect. Various insubstantial improvements are made by adopting the method conception and the technical scheme of the invention; the present invention is not limited to the above embodiments, and can be modified in various ways.

Claims (8)

1. The method for releasing the parking system of the hybrid electric vehicle in the hybrid power mode is characterized by comprising the following steps:
s1, receiving a parking releasing instruction;
s2, controlling the target torque of the driving motor to enable the actual output torque of the gearbox to be within a set range;
s3, transmitting a parking permission releasing instruction to the parking module;
and S4, the parking module sends a parking releasing instruction to the parking system to release the parking state.
2. The method for deactivating a parking system in a hybrid power mode of a hybrid vehicle according to claim 1, wherein the step S2 of calculating the actual output torque of the transmission includes:
s201, calculating angular acceleration of the engine according to the actual rotating speed of the engine, and calculating actual torque of a second sun gear S2 by combining the actual torque of the engine;
s202, calculating the angular acceleration of the ISG motor according to the angular acceleration of the engine calculated in the step S201, and calculating the actual torque of the first sun gear by combining the actual torque of the ISG motor;
s203, calculating the actual torque of the planet carrier according to the actual torque of the second sun gear calculated in the step S201 and the actual torque of the first sun gear calculated in the step S202;
and S204, calculating the actual output torque of the gearbox according to the actual torque of the planet carrier calculated in the step S203 and the actual torque of the driving motor.
3. The method of claim 2, wherein the first sun gear and the second sun gear are coaxially disposed, the first sun gear is connected to the ISG motor, the second sun gear is connected to the engine, the first sun gear is engaged with the first planetary gear, the second sun gear is engaged with the second planetary gear, the first planetary gear and the second planetary gear are rotatably disposed on the carrier, and the carrier is connected to the driving motor through a power transmission mechanism.
4. The method for releasing a parking system of a hybrid vehicle in a hybrid mode according to claim 3, wherein the power transmission mechanism includes a second shaft connected to the carrier, a first reduction gear connected to the second shaft, a second reduction gear engaged with the first reduction gear, and a third reduction gear engaged with the second reduction gear, and the driving motor is connected to the third reduction gear.
5. The method for disengaging the parking system of the hybrid vehicle in the hybrid mode according to claim 4, wherein the power transmission mechanism further includes a third shaft connected to the second reduction gear, a fourth reduction gear provided on the third shaft, and a fifth reduction gear meshed with the fourth reduction gear, the fifth reduction gear being provided on the differential assembly.
6. The method for releasing the parking system of the hybrid vehicle according to any one of claims 1 to 5, wherein in the step S2, the command torque of the ISG motor and the target torque of the driving motor are calculated according to the desired output torque zero, the target torque of the engine and the target rotation speed, and the calculation results are sent to the motor controller, and the motor controller controls the ISG motor and the driving motor to operate.
7. The method for disengaging the parking system of the hybrid vehicle in the hybrid mode according to claim 6, wherein the engine target torque and the target speed are determined according to the sum of the power battery capacity and the accessory power in step S2.
8. The method for releasing the parking system of the hybrid electric vehicle in the hybrid power mode according to claim 7, wherein the accessory power is calculated by an actual voltage and an actual current fed back by the electric compressor and the direct current conversion unit.
CN202111049016.8A 2021-09-08 2021-09-08 Method for releasing parking system of hybrid electric vehicle in hybrid power mode Active CN113602251B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202111049016.8A CN113602251B (en) 2021-09-08 2021-09-08 Method for releasing parking system of hybrid electric vehicle in hybrid power mode

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202111049016.8A CN113602251B (en) 2021-09-08 2021-09-08 Method for releasing parking system of hybrid electric vehicle in hybrid power mode

Publications (2)

Publication Number Publication Date
CN113602251A true CN113602251A (en) 2021-11-05
CN113602251B CN113602251B (en) 2024-06-18

Family

ID=78310153

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202111049016.8A Active CN113602251B (en) 2021-09-08 2021-09-08 Method for releasing parking system of hybrid electric vehicle in hybrid power mode

Country Status (1)

Country Link
CN (1) CN113602251B (en)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106335504A (en) * 2015-07-10 2017-01-18 丰田自动车株式会社 Power transmission apparatus and control apparatus therefor
CN106347349A (en) * 2015-07-10 2017-01-25 丰田自动车株式会社 Control apparatus for electrically driven vehicle
CN107298034A (en) * 2016-04-14 2017-10-27 现代自动车株式会社 The method of vibration when the parking shifting-position for reducing Cleaning Equipment discharges
DE102017125497A1 (en) * 2016-10-31 2018-05-03 Ford Global Technologies, Llc METHOD AND SYSTEMS FOR OPERATING A POWER TRANSMISSION OF A HYBRID VEHICLE DRIVE TRAIN
CN111688500A (en) * 2019-03-15 2020-09-22 现代自动车株式会社 Method for reducing torsional shocks of a drive system of an electric vehicle

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106335504A (en) * 2015-07-10 2017-01-18 丰田自动车株式会社 Power transmission apparatus and control apparatus therefor
CN106347349A (en) * 2015-07-10 2017-01-25 丰田自动车株式会社 Control apparatus for electrically driven vehicle
CN107298034A (en) * 2016-04-14 2017-10-27 现代自动车株式会社 The method of vibration when the parking shifting-position for reducing Cleaning Equipment discharges
DE102017125497A1 (en) * 2016-10-31 2018-05-03 Ford Global Technologies, Llc METHOD AND SYSTEMS FOR OPERATING A POWER TRANSMISSION OF A HYBRID VEHICLE DRIVE TRAIN
CN111688500A (en) * 2019-03-15 2020-09-22 现代自动车株式会社 Method for reducing torsional shocks of a drive system of an electric vehicle

Also Published As

Publication number Publication date
CN113602251B (en) 2024-06-18

Similar Documents

Publication Publication Date Title
US9950607B2 (en) Powertrain with multi-planetary, single motor drive unit
US8491431B2 (en) Reconfigurable hybrid gear train
US5935035A (en) Electro-mechanical powertrain
CN102107604B (en) Hybrid driving system for automobile and gear operating method thereof
US6793600B2 (en) Powertrain for hybrid electric vehicles
US7282003B2 (en) Powertrain including input disconnect and accessory drive system for an electrically variable transmission
US9827977B2 (en) Powertrain with compound-split hybrid transmission having a reduced ravigneaux gear set
US8317648B2 (en) Single mode compound power-split hybrid transmission
US8083016B2 (en) Vehicle with hybrid powertrain
US11241951B2 (en) Drive unit for hybrid vehicles
US8512189B2 (en) Hybrid powertrain with compound-split EVT drive axle and electric drive axle
US20130324340A1 (en) Two-mode electrically-variable transmission with offset motor and two planetary gear sets
CN113453928A (en) Power split type hybrid power system and hybrid power vehicle
US10525816B2 (en) Drive unit for hybrid vehicles
JP2000127774A (en) Vehicular drive device
CN110949111B (en) Double-rotor motor and Ravigneaux planetary gear train serial-connection type automobile hybrid power system
US8425359B1 (en) Four-mode hybrid transmission
CN113492668A (en) Hybrid power system for vehicle
CN108045215B (en) Double-row driving device suitable for hybrid bus
CN113602251B (en) Method for releasing parking system of hybrid electric vehicle in hybrid power mode
CN102795093B (en) Hybrid power transmission device and hybrid power automobile
US20230114911A1 (en) Vehicle drive device
KR101573633B1 (en) Transmission structure of HEV and method of mode change thereof
US10166854B2 (en) Transmission, hybrid drivetrain and drivetrain for an electric vehicle
CN107953766B (en) Hybrid power system and vehicle using same

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant