CN113978445B - Dual-motor vehicle crankshaft stop position control method and system and vehicle - Google Patents
Dual-motor vehicle crankshaft stop position control method and system and vehicle Download PDFInfo
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- CN113978445B CN113978445B CN202111345479.9A CN202111345479A CN113978445B CN 113978445 B CN113978445 B CN 113978445B CN 202111345479 A CN202111345479 A CN 202111345479A CN 113978445 B CN113978445 B CN 113978445B
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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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
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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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0638—Engine speed
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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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0657—Engine torque
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/08—Electric propulsion units
- B60W2710/083—Torque
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- 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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- Mathematical Physics (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
The invention discloses a method and a system for controlling a crankshaft stop position of a dual-motor vehicle and the vehicle, and relates to the technical field of vehicle engineering. The method for controlling the stop position of the crankshaft of the dual-motor vehicle comprises the following steps: judging that the vehicle enters a stopping process, and the rotating speed of the engine is smaller than a preset rotating speed; the HCU performs closed-loop position control on the crankshaft; adjusting the torque of the generator from the shutdown auxiliary negative torque to a crankshaft position adjustment torque; calculating a predicted stop position of the crankshaft; calculating a target stop position of the crankshaft based on the predicted stop position; the EMS acquires the real-time position of the crankshaft in real time and sends the real-time position to the HCU, the zero setting time of the crankshaft position adjusting torque is calculated according to the real-time position and the target stop position, and the crankshaft position adjusting torque is set to zero when the real-time position of the crankshaft approaches the target stop position. The control method for the stop position of the crankshaft of the dual-motor vehicle can improve the position adjustment efficiency and the adjustment reliability of the crankshaft and prevent the reverse rotation phenomenon of the crankshaft during the position adjustment of the crankshaft.
Description
Technical Field
The invention relates to the technical field of vehicle engineering, in particular to a method and a system for controlling a crankshaft stop position of a dual-motor vehicle and the vehicle.
Background
For a hybrid vehicle with a double-motor series-parallel configuration, a torsional damper is arranged between an engine and a generator so as to reduce the influence of torque fluctuation of the engine on a transmission structure. In the starting process of the engine, the dragging torque output by the generator is transmitted to the engine after passing through the torsional vibration damper, and both the dragging torque of the generator and the dragging counter force of the engine act on the torsional vibration damper to cause resonance of the torsional vibration damper. If the drag reaction force of the engine can be reduced during the drag, the torsional damper resonance during the starting process can be reduced. By setting the engine crankshaft position to a fixed value during shutdown, the engine compression reaction force during dragging can be reduced. In the driving process, because the driving working conditions are complex and changeable, the requirement of starting at any time exists, and in order to improve the starting smoothness in the starting process, the position of the engine crankshaft needs to be adjusted to the target position of a fixed value as soon as possible in the stopping process.
In the prior art, the torque applied by the generator is regulated by applying the torque to the generator after the engine speed is zeroed and by closed-loop control of the crankshaft position PI so that the crankshaft enters the target position. In the adjusting process, the static friction force of the crankshaft rotating assembly is far greater than the sliding friction force, so that the initial adjusting torque of the generator is easily caused to be larger, the problem of fluctuation of the crankshaft position exists, the adjusting time of the crankshaft position is prolonged, the phenomenon of reverse rotation of the crankshaft cannot be avoided, and adverse effects on an engine valve actuating mechanism are caused. In addition, the existing multi-cylinder engine often has a plurality of optimal crankshaft stop positions, and the existing adjusting method often simply selects the crankshaft stop position closest to the current position of the crankshaft, and the phenomenon of crankshaft reversal is easily caused.
Accordingly, there is a need for a dual motor vehicle crankshaft stop position control method, system and vehicle that addresses the above-described issues.
Disclosure of Invention
The invention aims to provide a control method and a system for the shutdown position of a crankshaft of a double-motor vehicle and the vehicle, which can improve the position adjustment efficiency and the adjustment reliability of the crankshaft, effectively avoid the problem of fluctuation of the position of the crankshaft, prevent the phenomenon of reverse rotation of the crankshaft during the position adjustment of the crankshaft, and prolong the service life of an engine.
In order to achieve the technical effects, the technical scheme of the invention is as follows:
A control method for the stop position of a crankshaft of a dual-motor vehicle, wherein the vehicle comprises an engine, a torsional damper and a generator, the crankshaft of the engine is connected with one end of the torsional damper, the other end of the torsional damper is connected with the output end of the generator, and the control method comprises the following steps: judging that the vehicle enters a stopping process, wherein omega is more than 0 and less than omega 1, omega is the rotating speed of the engine, and omega 1 is the preset rotating speed; the HCU performs closed-loop position control on the crankshaft; adjusting the torque of the generator from the shutdown auxiliary negative torque to a crankshaft position adjustment torque M; calculating a predicted stop position P1 of the crankshaft; calculating a target stop position P2 of the crankshaft according to the predicted stop position P1; the EMS acquires the real-time position P of the crankshaft in real time and sends the real-time position P to the HCU, the zero setting time T of the crankshaft position adjusting torque M is calculated according to the real-time position P and the target stop position P2, and the crankshaft position adjusting torque M is set to zero when the real-time position P of the crankshaft approaches the target stop position P2.
Further, when the HCU performs closed-loop position control on the crankshaft, the rotational speed of the engine is recorded as an initial rotational speed ω3, the position of the crankshaft is recorded as an initial position, initial kinetic energy E of the whole engine, the torsional damper and the generator is calculated according to the initial rotational speed, a resistance moment F of each crankshaft tooth rotated by the crankshaft is calculated, a resistance work W performed when the crankshaft rotates from the initial position to each real-time position P is calculated according to the resistance moment F, and when w=e, the real-time position P to which the crankshaft rotates is judged to be the predicted stop position P1 of the crankshaft.
Further, when the rotating speed of the engine is lower than a first preset rotating speed, the position of the crankshaft is recorded as an initial position, the initial position is used as an input parameter to be input into a first relation table, and the parameter output by the first relation table according to the initial position is the predicted stop position P1 of the crankshaft; the first relation table is manufactured by the following steps: and carrying out a plurality of start-stop tests on the vehicle, recording the stop starting position and the stop ending position of the crankshaft during each stop, making a first relation table by one-to-one correspondence between the stop starting positions and the stop ending positions of the plurality of start-stop tests, setting the input parameters of the first relation table as the stop starting positions, and setting the output parameters as the stop ending positions.
Further, the crankshaft has a plurality of target crankshaft positions, each target crankshaft position corresponds to one target crankshaft tooth number, the predicted stop position P1 corresponds to a predicted crankshaft tooth number, the target stop position corresponds to a stop crankshaft tooth number, the stop crankshaft tooth number is set to the target crankshaft tooth number when a difference between the predicted crankshaft tooth number and the target crankshaft tooth number which is greater than and closest to the predicted crankshaft tooth number is greater than a preset tooth number, and the stop crankshaft tooth number is set to the next target crankshaft tooth number which is greater than the target crankshaft tooth number when a difference between the predicted crankshaft tooth number and the target crankshaft tooth number which is greater than and closest to the predicted crankshaft tooth number is less than the preset tooth number.
Further, when the crankshaft position adjustment torque M is immediately zero, the time spent by the crankshaft when rotating the last crankshaft tooth is Tn, the number of the crankshaft teeth rotated by the crankshaft after the crankshaft position adjustment torque M is zero is Cn, and a second relation table is manufactured according to the relation tables corresponding to the Tn and Cn; in the closed-loop position control process, the time T2 consumed by the crankshaft for every rotation of one crankshaft tooth is calculated in real time, C1 corresponding to the T2 is obtained according to a second relation table by using a table look-up method, and when the difference between the crankshaft tooth number of the actual position P of the crankshaft and the crankshaft tooth number of the target stop position P2 is equal to C1, the crankshaft position adjustment torque M is set to zero.
Further, the fixed torque value when the generator can stably drag the rotation speed of the engine to ω2 is M1, m=1.5×m1, 90r/min < ω2 < 110r/min.
Further, during the shutdown process, the EMS transmits the real-time position P of the crankshaft to the HCU every a first preset time T1, 8ms < T1 < 12ms.
Further, a resonance region rotating speed interval is calculated according to the self parameters of the crankshaft, the torsional damper and the generator, the lower limit value of the resonance region rotating speed interval is ωn, the preset rotating speed ω1=ωn- ω0, and 90 < ω0 < 110.
A dual motor vehicle crankshaft stop position control system comprising: the rotating speed sensor is used for measuring the real-time torque of the engine; a crankshaft position sensor for measuring a real-time position of the crankshaft; a torque sensor for measuring a real-time torque of the generator; and the controller is in communication connection with the rotating speed sensor, the crank shaft position sensor and the torque sensor and is used for executing the starting rotating speed control method of the double-motor hybrid vehicle.
A vehicle, comprising: one or more processors; a storage means for storing one or more programs; the one or more programs, when executed by the one or more processors, cause the one or more processors to implement the two-motor hybrid vehicle start-up speed control method as described above.
The beneficial effects of the invention are as follows: because the rotating speed omega of the engine is larger than zero when the closed-loop position control is executed, the static friction force and the sliding friction force of the crankshaft are not greatly different in the closed-loop position control process, and the crankshaft position adjusting torque M of the generator is not larger, so that the problem that the real-time position P of the crankshaft cannot fluctuate in the closed-loop position control process is prevented, the crankshaft can be accurately stopped at the target stopping position P2, the time required by the crankshaft to be stopped at the target stopping position P2 is reduced, and the position adjusting efficiency of the crankshaft is improved; meanwhile, the reverse rotation phenomenon caused by the fluctuation of the crankshaft position can be avoided, so that the negative influence on a valve mechanism of the engine caused by the adjustment of the crankshaft position is avoided, and the service life of the engine is ensured. Meanwhile, since the crankshaft still rotates under the inertia effect after the rotation speed omega returns to zero, in the embodiment, the predicted stop position P1 of the crankshaft can be calculated according to the position of the crankshaft when the closed-loop position control is started, and the optimal stop position of the crankshaft of the engine is determined by the self characteristics of the crankshaft, so that when the target stop position P2 is determined according to the predicted stop position P1, the phenomenon of reverse rotation is avoided when the crankshaft rotates from the predicted stop position P1 to the target stop position P2, namely, the number of teeth of the crankshaft at the predicted stop position P1 is ensured to be smaller than the number of teeth of the crankshaft at the target stop position P2, thereby preventing the negative influence of the reverse rotation of the crankshaft on a valve mechanism of the engine and further ensuring the service life of the engine. In addition, the real-time position P of the crankshaft is obtained in real time through the EMS, the HCU can obtain the target stop position P2 by comparing the real-time position P of the crankshaft with the crankshaft, so that the crankshaft position adjustment torque M of the generator is controlled to be set to zero when the crankshaft does not reach the target stop position P2, and further the crankshaft can move to the target stop position P2 through self inertia, so that the adjustment reliability of the crankshaft position can be well ensured, and the problem that the crankshaft does not reach or cross the target stop position P2 after the crankshaft position adjustment torque M is reset is avoided.
Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.
Drawings
FIG. 1 is a flow chart of a dual motor vehicle crankshaft idle stop position control method provided in an embodiment of the present invention.
Detailed Description
In order to make the technical problems solved, the technical scheme adopted and the technical effects achieved by the invention more clear, the technical scheme of the invention is further described below by a specific embodiment in combination with the attached drawings.
In the description of the present invention, unless explicitly stated and limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
In the present invention, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.
It is to be understood that the terms "center," "longitudinal," "transverse," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counter-clockwise," "axial," "radial," "circumferential," and the like are directional or positional relationships as indicated based on the drawings, merely to facilitate describing the invention and to simplify the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore should not be construed as limiting the invention. In the description of the present invention, unless otherwise indicated, the meaning of "a plurality" is two or more. Furthermore, the terms "first," "second," and the like, are used merely for distinguishing between descriptions and not for distinguishing between them.
The following describes a specific structure of a two-motor vehicle crankshaft stop position control method according to an embodiment of the present invention with reference to fig. 1.
As shown in fig. 1, fig. 1 discloses a control method for a crankshaft stop position of a dual-motor vehicle, the vehicle including an engine, a torsional damper and a generator, a crankshaft of the engine being connected with one end of the torsional damper, the other end of the torsional damper being connected with an output end of the generator, the control method comprising: judging that the vehicle enters a stopping process, wherein omega is more than 0 and less than omega 1, omega is the rotating speed of the engine, and omega 1 is a preset rotating speed; the HCU performs closed-loop position control on the crankshaft; adjusting the torque of the generator from the shutdown auxiliary negative torque to a crankshaft position adjustment torque M; calculating a predicted stop position P1 of the crankshaft; calculating a target stop position P2 of the crankshaft according to the predicted stop position P1; the EMS acquires the real-time position P of the crankshaft in real time and sends the real-time position P to the HCU, the zero setting time T of the crankshaft position adjusting torque M is calculated according to the real-time position P and the target stop position P2, and the crankshaft position adjusting torque M is set to zero when the real-time position P of the crankshaft approaches the target stop position P2.
It can be understood that, because the rotational speed ω of the engine is greater than zero when the closed-loop position control is performed, the static friction force and the sliding friction force of the crankshaft are not greatly different in the closed-loop position control process, and the crankshaft position adjustment torque M of the generator is not greatly increased, so that the real-time position P of the crankshaft is prevented from fluctuating in the closed-loop position control process, the crankshaft can be accurately stopped at the target stop position P2, the time required for stopping the crankshaft at the target stop position P2 is reduced, and the position adjustment efficiency of the crankshaft is improved; meanwhile, the reverse rotation phenomenon caused by the fluctuation of the crankshaft position can be avoided, so that the negative influence on a valve mechanism of the engine caused by the adjustment of the crankshaft position is avoided, and the service life of the engine is ensured.
Meanwhile, since the crankshaft still rotates under the inertia effect after the rotation speed omega returns to zero, in the embodiment, the predicted stop position P1 of the crankshaft can be calculated according to the position of the crankshaft when the closed-loop position control is started, and the optimal stop position of the crankshaft of the engine is determined by the self characteristics of the crankshaft, so that when the target stop position P2 is determined according to the predicted stop position P1, the phenomenon of reverse rotation is avoided when the crankshaft rotates from the predicted stop position P1 to the target stop position P2, namely, the number of teeth of the crankshaft at the predicted stop position P1 is ensured to be smaller than the number of teeth of the crankshaft at the target stop position P2, thereby preventing the negative influence of the reverse rotation of the crankshaft on a valve mechanism of the engine and further ensuring the service life of the engine.
In addition, in this embodiment, the real-time position P of the crankshaft is obtained through the EMS, and the HCU can obtain the target stop position P2 by comparing the real-time position P of the crankshaft with the crankshaft, so as to control the crankshaft position adjustment torque M of the generator to be set to zero when the crankshaft has not reached the target stop position P2, and further enable the crankshaft to move to the target stop position P2 through self inertia, thereby better ensuring the adjustment reliability of the crankshaft position and avoiding the problem that the crankshaft does not reach or cross the target stop position P2 after the crankshaft position adjustment torque M is reset.
In some embodiments, when the HCU performs closed-loop position control on the crankshaft, the rotational speed of the engine is recorded as an initial rotational speed ω3, the position of the crankshaft is recorded as an initial position, the initial kinetic energy E of the engine, the torsional damper and the generator as a whole is calculated according to the initial rotational speed, the resistance moment F of each crankshaft tooth rotated by the crankshaft is calculated, the resistance work W performed when the crankshaft rotates from the initial position to each real-time position P is calculated according to the resistance moment F, and when w=e, the real-time position P to which the crankshaft rotates is determined to be the predicted stop position P1 of the crankshaft.
It will be appreciated that when the HCU starts to perform closed loop position control, the rotational speeds of the engine, torsional vibration damper and generator are the same, and at this time, the rotational speeds of the engine are equal to the overall rotational speeds of the engine, torsional vibration damper and generator, and after the initial rotational speeds ω3 are recorded, the initial kinetic energies e=0.5×j×ω3 2 of the engine, torsional vibration damper and generator are obtained, where J is the rotational inertia of the engine, torsional vibration damper and generator, and is the self parameters of the engine, torsional vibration damper and generator, so that E can be accurately obtained. Meanwhile, the resistance moment F of each crank tooth through which the crank rotates can also be calculated according to the current position P of the crank, and the relation formula f=f (P) between the two is the prior art, and no redundant description is needed here. According to the calculus knowledge, the resistance work of the crankshaft when rotating from the initial position to each real-time position P can be obtained by integrating and calculating F=f (P)When w=e, the resistance work is considered to consume the initial kinetic energy of the whole engine, the torsional damper and the generator, that is, the crankshaft is theoretically stopped, so that the real-time position P to which the crankshaft rotates can be judged to be the predicted stop position P1 of the crankshaft, and further, the target stop position P2 of the crankshaft can be determined again according to the predicted stop position P1 and the optimal stop position determined by the crankshaft itself.
In addition, in this embodiment, the predicted stop position P1 of the crankshaft may be calculated in an online manner, or the resistance work W required by the crankshaft may be calculated in advance for different initial positions of the crankshaft and angles at which the crankshaft rotates from the initial position to the predicted stop position P1 according to the parameters of the vehicle, and may be made into a table, and then a reverse table may be made according to the table, so that the HCU may be able to more quickly and reliably call the predicted stop position P1 of the crankshaft by outputting the angles at which the crankshaft rotates from the initial position to the predicted stop position P1 according to the initial position of the crankshaft and the resistance work W of the crankshaft through the reverse table.
In some embodiments, when the HCU performs closed-loop position control on the crankshaft, the position of the crankshaft is recorded as an initial position, the initial position is input as an input parameter into a first relation table, and the parameter output by the first relation table according to the initial position is the predicted stop position P1 of the crankshaft; the first relation table is manufactured by the following steps: and carrying out a plurality of start-stop tests on the vehicle, recording the stop starting position and the stop ending position of the crankshaft during each stop, making a first relation table by one-to-one correspondence between the stop starting positions and the stop ending positions of the plurality of start-stop tests, setting the input parameters of the first relation table as the stop starting positions, and setting the output parameters as the stop ending positions.
It can be appreciated that the above method can also well realize that the HCU can quickly and accurately call the predicted stop position P1 of the crankshaft, and in addition, the present embodiment also provides another manner of obtaining the predicted stop position P1 according to the initial position of the crankshaft, so as to meet various different requirements.
In some embodiments, the crankshaft has a plurality of target crankshaft positions, each target crankshaft position corresponding to a target crankshaft number of teeth, the predicted stop position P1 corresponding to a predicted crankshaft number of teeth, the target stop position P2 corresponding to a stopped crankshaft number of teeth, the stopped crankshaft number of teeth being set to the target crankshaft number of teeth when the difference between the predicted crankshaft number of teeth and the target crankshaft number of teeth that is greater than and closest to the predicted crankshaft number of teeth is greater than a preset number of teeth, and the stopped crankshaft number of teeth being set to the next target crankshaft number of teeth that is greater than the target crankshaft number of teeth when the difference between the predicted crankshaft number of teeth and the target crankshaft number of teeth that is greater than and closest to the predicted crankshaft number of teeth is less than the preset number of teeth.
It can be appreciated that by the above arrangement, the difference between the predicted number of teeth of the crankshaft and the stopped number of teeth of the crankshaft can be ensured to be larger than the preset number of teeth, and thus enough margin space can be provided for the position adjustment of the crankshaft, so that the crankshaft position adjustment torque M does not need to be set to zero before the real-time position P of the crankshaft reaches the predicted stop position P1 or passes over the predicted stop position P1, and the crankshaft position adjustment torque M can be set to zero when the actual position P of the crankshaft approaches the target stop position according to the actual requirement, so that the crankshaft can move to the target stop position, namely, a target crankshaft position under the inertia effect. Thus, the problem of reverse rotation of the crankshaft can be reliably avoided by the method.
In addition, it should be noted that each real-time position P of the crankshaft corresponds to one real-time crankshaft tooth number, so that the real-time position P of the crankshaft can be accurately expressed by the real-time crankshaft tooth number of the crankshaft, and the rotated angle of the crankshaft and the rotated tooth number can also be used to express the movement of the crankshaft between different positions, so that in the embodiment, the target crankshaft position, the predicted stop position P1 and the target stop position P2 of the crankshaft are expressed by predicting the crankshaft tooth number, the stop crankshaft tooth number, the target crankshaft tooth number and the like.
Specifically, for a four-cylinder engine, the four-cylinder engine has four target crankshaft positions, which are defined as CrkA, crkB, crkC and CrkD, respectively, and the respective target crankshaft positions correspond to a crankshaft tooth number relationship of CrkA < CrkB < CrkC < CrkD, while the difference between two adjacent target crankshaft tooth numbers is 30 crankshaft teeth, and the preset tooth number is 5 crankshaft teeth. The crankshaft can be well guaranteed to enter a target crankshaft position corresponding to one of CrkA, crkB, crkC and CrkD under the action of inertia.
Of course, in other embodiments of the present invention, different target crankshaft positions may be set according to different engines, different preset numbers of teeth may be determined according to differences of different target crankshaft numbers of teeth, and specific values thereof may be determined according to actual requirements without specific limitation.
In some embodiments, in the closed-loop position control process, calculating the time T2 consumed by the crankshaft for every rotation of one crankshaft tooth in real time, obtaining C1 corresponding to the T2 according to a second relation table by using a table look-up method, and setting the crankshaft position adjustment torque M to zero when the difference between the crankshaft tooth number of the actual position P of the crankshaft and the crankshaft tooth number of the target stop position P2 is equal to C1; the second relation table is manufactured by the following steps: when the crankshaft position adjustment torque M is immediately zero, the time spent by the crankshaft when rotating the last crankshaft tooth is Tn, the number of the crankshaft teeth rotated by the crankshaft after the crankshaft position adjustment torque M is zero is Cn, and a second relation table is manufactured according to the relation tables corresponding to the Tn and Cn.
It will be appreciated that since the target stop position of the crankshaft has been obtained from the predicted stop position P1 of the crankshaft, in order to ensure that after zeroing the crankshaft position adjustment torque M, the crankshaft can be inertially brought from its real-time position P at which the crankshaft position adjustment torque M is zeroed to the target stop position P2, it is necessary to obtain an accurate time T at which the crankshaft position adjustment torque M is zeroed. In the closed-loop position control process of the crankshaft, the number of teeth of the crankshaft, which is rotated after the crankshaft position adjustment torque M is set to zero, can be calculated to be Cn according to the time Tn spent by the crankshaft when the crankshaft rotates past the previous crankshaft teeth, so that a plurality of Tn and a second relation table corresponding to the plurality of Cn can be obtained through repeated tests, and the corresponding Cn can be obtained for different Tns. When the difference between the number of crankshaft teeth in the actual position P of the crankshaft and the number of crankshaft teeth in the target stop position P2 is equal to C1, it can be considered that after the crankshaft position adjustment torque M is set to zero at this time, the crankshaft can enter the target stop position P2 under the action of its own inertia, thereby ensuring the accuracy of crankshaft position adjustment.
In some embodiments, the fixed torque value at which the generator is able to stably drag the rotational speed of the engine to ω2 is M1, m=1.5×m1, 90r/min < ω2 < 110r/min.
It can be understood that, because the resistance moment transmitted to the crankshaft end by the crankshaft is not kept constant in the process of rotating the crankshaft for one turn, when the generator drags the engine through the fixed torque, the fluctuation of the sine wave can occur in the rotating speed of the engine, for the convenience of calculation, the fluctuation center value of the sine wave is usually used as the stable dragging rotating speed value of the generator for dragging the generator to rotate, and different generator torques have consistent deviation when the torques are smaller.
Specifically, in the present embodiment, ω2 is preferably 100r/min.
In some embodiments, during the shutdown process, the EMS sends the real-time position P of the crankshaft to the HCU every first preset time T1, 8ms < T1 < 12ms.
It can be appreciated that through the above-mentioned setting, can guarantee better that the HCU acquires the real-time position P of bent axle in real time, be convenient for in time setting the moment of torsion M of bent axle position adjustment zero according to the actual condition of bent axle to make the bent axle enter into target stop position P2 under self inertial action, with the reliability that improves bent axle position adjustment, prevent that the bent axle from appearing reversing the problem.
Preferably, T1 is set to 10ms.
In some embodiments, the resonance region rotation speed interval is calculated according to the self parameters of the crankshaft, the torsional vibration damper and the generator, the lower limit value of the resonance region rotation speed interval is ωn, and the preset rotation speed ω1=ωn- ω0, 90 < ω0 < 110.
It will be appreciated that by the arrangement described above, resonance problems with the crankshaft, torsional damper and generator during closed loop position control can be prevented and the crankshaft position adjustment negatively affected.
Preferably, ω0 is 100r/min.
Specifically, in this embodiment, the parameters of the crankshaft, the torsional damper, and the generator include rotational inertia of the crankshaft, the torsional damper, and the generator, including parameters such as stiffness and damping of the torsional damper, and calculating the resonance speed interval according to the parameters of the crankshaft, the torsional damper, and the generator is a related calculation method in the prior art, which is not described herein.
In some specific embodiments, the crankshaft position adjustment flag b_ EngCrkEn is set to 1 when the HCU performs closed-loop position control on the crankshaft, the crankshaft position adjustment flag b_ EngCrkEn is set to 0 when the real-time position P of the crankshaft enters the target stop position P2, and the crankshaft position adjustment success flag b_ EngCrkSuc is set to 1.
The invention also discloses a system for controlling the shutdown position of the crankshaft of the double-motor vehicle, which comprises a rotating speed sensor, a crankshaft position sensor, a torque sensor and a controller. The rotation speed sensor is used for measuring the real-time rotation speed of the engine. The crankshaft position sensor is used to measure the real-time position of the crankshaft. The torque sensor is used for measuring the real-time torque of the generator. The controller is in communication connection with the rotation speed sensor, the crank position sensor and the torque sensor, and is used for executing the starting rotation speed control method of the double-motor hybrid vehicle.
According to the crankshaft stop position control system of the double-motor vehicle, due to the fact that the crankshaft stop position control method of the double-motor vehicle is executed, the position adjustment efficiency and the adjustment reliability of a crankshaft can be improved, the problem of fluctuation of the position of the crankshaft is effectively avoided, the phenomenon of reverse rotation of the crankshaft during the position adjustment of the crankshaft is prevented, and the service life of an engine is prolonged.
The invention also discloses a vehicle comprising one or more processors and a storage device. The storage device is used for storing one or more programs; the one or more programs, when executed by the one or more processors, cause the one or more processors to implement the two-motor hybrid vehicle start-up speed control method as described above.
The invention further discloses a vehicle, and the method for controlling the shutdown position of the crankshaft of the double-motor vehicle can improve the position adjustment efficiency and the adjustment reliability of the crankshaft, effectively avoid the problem of fluctuation of the position of the crankshaft, prevent the phenomenon of reverse rotation of the crankshaft during the position adjustment of the crankshaft, and prolong the service life of an engine.
In the description of the present specification, reference to the term "some embodiments," "other embodiments," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
The foregoing is merely exemplary of the present invention, and those skilled in the art should not be considered as limiting the invention, since modifications may be made in the specific embodiments and application scope of the invention in light of the teachings of the present invention.
Claims (9)
1. A method for controlling the stop position of a crankshaft of a dual-motor vehicle, the vehicle comprises an engine, a torsional damper and a generator, wherein the crankshaft of the engine is connected with one end of the torsional damper, and the other end of the torsional damper is connected with the output end of the generator, and the method is characterized by comprising the following steps:
judging that the vehicle enters a stopping process, wherein omega is more than 0 and less than omega 1, omega is the rotating speed of the engine, and omega 1 is a preset rotating speed;
The HCU performs closed-loop position control on the crankshaft;
Adjusting the torque of the generator from the shutdown auxiliary negative torque to a crankshaft position adjustment torque M;
Calculating a predicted stop position P1 of the crankshaft;
calculating a target stop position P2 of the crankshaft according to the predicted stop position P1;
The EMS acquires the real-time position P of the crankshaft in real time and sends the real-time position P to the HCU, the zero setting time T of the crankshaft position adjustment torque M is calculated according to the real-time position P and the target stop position P2, and the crankshaft position adjustment torque M is set to zero when the real-time position P of the crankshaft approaches the target stop position P2;
The crankshaft has a plurality of target crankshaft positions, each target crankshaft position corresponds to one target crankshaft tooth number, the predicted stop position P1 corresponds to the predicted crankshaft tooth number, the target stop position corresponds to the stop crankshaft tooth number, the stop crankshaft tooth number is set to be the target crankshaft tooth number when the difference between the predicted crankshaft tooth number and the target crankshaft tooth number which is larger than and closest to the predicted crankshaft tooth number is larger than the preset tooth number, and the stop crankshaft tooth number is set to be the next target crankshaft tooth number which is larger than the target crankshaft tooth number when the difference between the predicted crankshaft tooth number and the target crankshaft tooth number which is larger than and closest to the predicted crankshaft tooth number is smaller than the preset tooth number.
2. The method according to claim 1, wherein when the HCU performs closed-loop position control on the crankshaft, the rotational speed of the engine is recorded as an initial rotational speed ω3, the position of the crankshaft is recorded as an initial position, initial kinetic energy E of the engine, the torsional damper, and the generator as a whole is calculated from the initial rotational speed, resistance moment F per one crank tooth rotated by the crankshaft is calculated, resistance work W performed when the crankshaft rotates from the initial position to each real-time position P is calculated from the resistance moment F, and when w=e, the real-time position P to which the crankshaft rotates is determined as a predicted stop position P1 of the crankshaft.
3. The method according to claim 1, wherein when the HCU performs closed-loop position control on the crankshaft, the position of the crankshaft is recorded as an initial position, the initial position is input as an input parameter into a first relation table, and the parameter output by the first relation table according to the initial position is the predicted stop position P1 of the crankshaft; the first relation table is manufactured by the following steps: and carrying out a plurality of start-stop tests on the vehicle, recording the stop starting position and the stop ending position of the crankshaft during each stop, making a first relation table by one-to-one correspondence between the stop starting positions and the stop ending positions of the plurality of start-stop tests, setting the input parameters of the first relation table as the stop starting positions, and setting the output parameters as the stop ending positions.
4. The method according to claim 1, wherein when the crank position adjustment torque M is immediately set to zero, the time taken for the crank to rotate through the last crank tooth is Tn, and the number of crank teeth through which the crank rotates after the crank position adjustment torque M is set to zero is Cn, and a second relation table is created from the relation tables corresponding to the plurality of Tn and the plurality of Cn; in the closed-loop position control process, the time T2 consumed by the crankshaft for every rotation of one crankshaft tooth is calculated in real time, C1 corresponding to the T2 is obtained according to a second relation table by using a table look-up method, and when the difference between the crankshaft tooth number of the actual position P of the crankshaft and the crankshaft tooth number of the target stop position P2 is equal to C1, the crankshaft position adjustment torque M is set to zero.
5. The two-motor vehicle crankshaft stop position control method according to claim 1, wherein the fixed torque value at which the generator can stably drag the rotational speed of the engine to ω2 is M1, m=1.5×m1, 90 r/min < ω2 < 110 r/min.
6. The method for controlling the crankshaft stop position of a two-motor vehicle according to claim 1, wherein the EMS transmits the real-time position P of the crankshaft to the HCU every a first preset time T1 during the stop process, 8ms < T1 < 12ms.
7. The method according to claim 1, wherein the resonance region rotation speed interval is calculated according to the self parameters of the crankshaft, the torsional damper and the generator, the lower limit value of the resonance region rotation speed interval is ωn, the preset rotation speed ω1=ωn- ω0, and 90 < ω0 < 110.
8. A dual motor vehicle crankshaft stop position control system, comprising:
the rotating speed sensor is used for measuring the real-time torque of the engine;
a crankshaft position sensor for measuring a real-time position of the crankshaft;
A torque sensor for measuring a real-time torque of the generator;
A controller in communication with the speed sensor, the crank position sensor, and the torque sensor, the controller configured to perform the two-motor hybrid vehicle start-up speed control method of any one of claims 1-7.
9. A vehicle, characterized by comprising:
one or more processors;
a storage means for storing one or more programs;
When executed by one or more processors, the one or more programs cause the one or more processors to implement the two-motor hybrid vehicle start-up speed control method of any one of claims 1-7.
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| EP1876341A1 (en) * | 2006-07-04 | 2008-01-09 | Ford Global Technologies, LLC | Method for shutting down an internal combustion engine |
| CN101457700B (en) * | 2008-10-17 | 2011-05-11 | 奇瑞汽车股份有限公司 | Method for determining engine crankshaft position |
| US8702565B2 (en) * | 2011-07-20 | 2014-04-22 | GM Global Technology Operations LLC | Engine position control in an engine stop-start powertrain |
| CN202946483U (en) * | 2012-12-05 | 2013-05-22 | 中联重科股份有限公司 | Hydraulic pump control system, vehicle and steering hydraulic system thereof |
| JP2019124206A (en) * | 2018-01-19 | 2019-07-25 | トヨタ自動車株式会社 | Drive system of vehicle |
| CN108412622B (en) * | 2018-04-12 | 2021-03-02 | 奇瑞汽车股份有限公司 | Method for controlling position of stop crankshaft of engine of hybrid electric vehicle |
| US10900458B2 (en) * | 2019-05-08 | 2021-01-26 | GM Global Technology Operations LLC | Apparatus and method for control of powertrain stop position |
| CN110758374B (en) * | 2019-10-18 | 2020-12-08 | 清华大学 | Method and system for controlling shutdown of engine crankshaft of hybrid electric vehicle |
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