CN114030460A - Torque control method and device of hybrid electric vehicle - Google Patents
Torque control method and device of hybrid electric vehicle Download PDFInfo
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- CN114030460A CN114030460A CN202111321358.0A CN202111321358A CN114030460A CN 114030460 A CN114030460 A CN 114030460A CN 202111321358 A CN202111321358 A CN 202111321358A CN 114030460 A CN114030460 A CN 114030460A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/15—Control strategies specially adapted for achieving a particular effect
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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
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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
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/182—Selecting between different operative modes, e.g. comfort and performance modes
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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
- B60W2510/02—Clutches
- B60W2510/0208—Clutch engagement state, e.g. engaged or disengaged
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Abstract
The invention relates to the technical field of vehicle engineering, in particular to a torque control method and a device of a hybrid electric vehicle, wherein the method comprises the following steps: after receiving an adjustment request of a clutch of the vehicle, switching a first working mode of the vehicle into a transmission mode of the vehicle; in the process of switching the first working mode into the transmission mode, adjusting the rotating speed torque of the vehicle into the rotating speed control torque of the transmission mode, and controlling the vehicle with the rotating speed control torque in the transmission mode; when the rotation speed difference between the rotation speeds at the two ends of the clutch is not larger than the rotation speed difference threshold value, the transmission mode is switched to a second working mode of the vehicle; in the second operating mode, the rotational speed torque of the vehicle is controlled by the engine. According to the method, in the process of switching the working modes of the power source of the hybrid electric vehicle, the rotating speed and the torque of the vehicle are controlled to carry out smooth transition, and the loading torque of the engine during switching is reduced, so that the control stability of the vehicle is enhanced.
Description
Technical Field
The invention relates to the technical field of vehicle engineering, in particular to a torque control method and device of a hybrid electric vehicle.
Background
At present, hybrid vehicles have become one of the trends in the development of the automotive industry. The power system of the hybrid electric vehicle generally comprises a driving motor, a generator and an engine, and three power sources can be combined at a wheel end to output torque according to working conditions so as to drive the vehicle. The three power sources have two working modes, wherein the first mode is that the driving motor provides driving force for the vehicle, and the second mode is that the engine and the driving motor provide driving force together or the engine provides driving force.
However, when the first operation mode is switched to the second operation mode, the rotational speed control torque of the vehicle suddenly becomes zero, that is, a part of the rotational speed control torque is lost, and torque or smoothness of the rotational speed is reduced in the switching process due to the torque loaded at the flywheel end of the engine, and the engine abnormally stalls in severe cases.
Disclosure of Invention
The embodiment of the application provides a torque control method and a torque control device for a hybrid electric vehicle, and solves the technical problems that in the prior art, the torque or the rotating speed smoothness of the vehicle is reduced due to the loss of the rotating speed and the torque of the vehicle in the working mode switching process of a power source of the hybrid electric vehicle, and the rotating speed and the torque of the vehicle are controlled to be in smooth transition, so that the loading torque of an engine in the switching process is reduced, the control stability of the vehicle is enhanced, the problem of engine flameout is avoided, and the technical effects of improving the experience degree of a driver and the like are achieved.
In a first aspect, an embodiment of the present invention provides a torque control method for a hybrid vehicle, including:
switching a first operating mode of a vehicle to a transmission mode of the vehicle after receiving an adjustment request of a clutch of the vehicle, wherein the first operating mode is an operating mode for providing driving force by a driving motor of the vehicle;
in the process of switching the first working mode into the transmission mode, adjusting the rotation speed torque of the vehicle to the rotation speed control torque of the transmission mode, and controlling the vehicle at the rotation speed control torque in the transmission mode;
when the rotation speed difference between the rotation speeds of the two ends of the clutch is not larger than a rotation speed difference threshold value, switching the transmission mode to a second working mode of the vehicle, wherein the second working mode is a working mode of jointly providing driving force by an engine and a driving motor of the vehicle;
in the second operating mode, the rotational speed torque of the vehicle is controlled by the engine.
Preferably, the adjusting the rotational speed torque of the vehicle to the rotational speed control torque of the transmission mode includes:
when the first working mode is switched to the transmission mode, the first rotating speed torque of the first working mode is adjusted to the rotating speed control torque.
Preferably, the adjusting the first rotation speed torque of the first operation mode to the rotation speed control torque includes:
obtaining the rotating speed control torque according to the obtained first rotating speed torque and the transmission rotating speed torque of the transmission mode;
adjusting the first rotational speed torque to the rotational speed control torque.
Preferably, the obtaining the rotation speed control torque according to the obtained first rotation speed torque and the transmission rotation speed torque of the transmission mode includes:
acquiring a current rotating speed and torque in the first working mode as the first rotating speed and torque, wherein the current rotating speed and torque is gradually reduced to a first rotating speed and torque threshold value along with time;
and obtaining the rotating speed control torque according to the first rotating speed torque and the transmission rotating speed torque of the transmission mode.
Preferably, when the transmission mode is switched to a second operation mode of the vehicle, the method further comprises:
and adjusting the rotation speed control torque to a second rotation speed torque of the second working mode, and adjusting the second rotation speed torque to a second rotation speed torque threshold value in the second working mode, wherein the second rotation speed torque threshold value is smaller than the second rotation speed torque.
Preferably, the obtaining the first rotation speed torque and the transmission rotation speed torque of the transmission mode includes:
obtaining the first rotating speed torque according to the current rotating speed and the target rotating speed of the engine and the first PID regulator of the first working mode;
and obtaining the transmission rotating speed torque according to the current rotating speed and the target rotating speed of the engine and a second PID regulator of the transmission mode.
Preferably, after the engine controls the rotational speed torque of the vehicle, the method further includes:
and in the process of firstly switching the second working mode into the transmission mode and then switching the transmission mode into the first working mode, controlling the rotating speed and the torque of the vehicle through the engine.
Based on the same inventive concept, in a second aspect, the present invention also provides a torque control apparatus of a hybrid vehicle, comprising:
the control device comprises a first switching module, a second switching module and a control module, wherein the first switching module is used for switching a first working mode of a vehicle into a transmission mode of the vehicle after receiving an adjustment request of a clutch of the vehicle, and the first working mode is a working mode for providing driving force through a driving motor of the vehicle;
the first adjusting module is used for adjusting the rotating speed torque of the vehicle to the rotating speed control torque of the transmission mode in the process of switching the first working mode to the transmission mode, and controlling the vehicle at the rotating speed control torque in the transmission mode;
the second switching module is used for switching the transmission mode to a second working mode of the vehicle when the rotation speed difference between the rotation speeds at the two ends of the clutch is not larger than a rotation speed difference threshold value, wherein the second working mode is a working mode of providing driving force by an engine and a driving motor of the vehicle together;
a second adjustment module controls a rotational speed torque of the vehicle via the engine in the second operating mode.
Based on the same inventive concept, in a third aspect, the invention provides a hybrid vehicle, comprising a memory, a processor and a computer program stored on the memory and executable on the processor, wherein the processor implements the steps of the torque control method of the hybrid vehicle when executing the program.
Based on the same inventive concept, in a fourth aspect, the present invention provides a readable storage medium having stored thereon a computer program, which when executed by a processor, performs the steps of a torque control method for a hybrid vehicle.
One or more technical solutions in the embodiments of the present invention have at least the following technical effects or advantages:
in an embodiment of the present invention, after receiving a request for adjustment of a clutch of a vehicle, a first operation mode of the vehicle is switched to a transmission mode of the vehicle, wherein the first operation mode is an operation mode in which driving force is supplied by a driving motor of the vehicle. When the engagement request of the clutch is received, the engine is about to be engaged, and the engine and the driving motor are about to drive the vehicle together. In the process of switching the first working mode to the transmission mode, the rotation speed torque of the vehicle is adjusted to the rotation speed control torque of the transmission mode, and the vehicle is controlled by the rotation speed control torque in the transmission mode. Here, the first operating mode is first switched smoothly to the transmission mode, in which the vehicle is controlled with torque at the speed of rotation, and a transition phase is provided for switching to the second operating mode later, so that the clutch is engaged. Then, when the difference between the rotation speeds at both ends of the clutch is not greater than the threshold value, indicating that the clutch engagement is complete, the transmission mode is switched to a second operating mode of the vehicle, wherein the second operating mode is an operating mode in which the driving force is supplied by the engine and the driving motor of the vehicle in common. And in the second operating mode, the rotational speed torque of the vehicle is controlled directly by the engine. Therefore, in the working mode switching process of a power source of the hybrid electric vehicle, the rotating speed and the torque of the vehicle are controlled to be in smooth transition through the transition stage of the transmission mode, the loading torque of the engine during switching is reduced, the control stability of the vehicle is enhanced, the problem of engine flameout is avoided, and the experience degree of a driver is improved.
Drawings
Various other advantages and benefits will become apparent to those of ordinary skill in the art upon reading the following detailed description of the preferred embodiments. The drawings are only for purposes of illustrating the preferred embodiments and are not to be construed as limiting the invention. Also, like reference numerals are used to refer to like parts throughout the drawings. In the drawings:
FIG. 1 is a flowchart illustrating steps of a torque control method of a hybrid vehicle according to an embodiment of the present invention;
fig. 2 shows a schematic configuration diagram of a power source of a hybrid vehicle in the embodiment of the invention;
FIG. 3 is a block diagram showing a torque control apparatus of a hybrid vehicle in the embodiment of the invention;
fig. 4 shows a schematic structural diagram of a hybrid vehicle in an embodiment of the present invention.
Detailed Description
Exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.
Example one
A first embodiment of the present invention provides a torque Control method for a hybrid Vehicle, which is applied to a VCU (Vehicle Control Unit) of the hybrid Vehicle, as shown in fig. 1. In order to understand the control method more clearly, the operation modes of the three power sources of the hybrid vehicle will be explained. In the following, a hybrid electric vehicle is represented by a vehicle.
As shown in fig. 2, the two ends of the clutch of the vehicle are in an unengaged state (there is a blank area between the two ends of the clutch as shown in fig. 2), indicating that the vehicle is in the first operating mode when the clutch of the vehicle is disengaged. In the first operating mode, the engine of the vehicle charges the generator, and the driving force is provided only by the driving motor. The two ends of the clutch of the vehicle are in the combined state, which means that when the clutch of the vehicle is combined, the vehicle is in the second working mode. In the second operation mode, the engine and the drive motor of the vehicle are operated in cooperation to provide a driving force in common.
The following describes in detail specific implementation steps of the torque control method for a hybrid electric vehicle according to the present embodiment with reference to fig. 1 and fig. 2:
firstly, executing step S101, after receiving an adjustment request of a clutch of a vehicle, switching a first operating mode of the vehicle to a transmission mode of the vehicle, wherein the first operating mode is an operating mode in which driving force is provided by a driving motor of the vehicle;
specifically, a first operating mode of the vehicle is switched to a transmission mode of the vehicle upon receipt of a request for adjustment of the clutch, wherein the request for adjustment indicates a request that the clutch be in an engaged state.
Next, step S102 is executed, in the process of switching the first operation mode to the transmission mode, the rotation speed torque of the vehicle is adjusted to the rotation speed control torque of the transmission mode, and the vehicle is controlled by the rotation speed control torque in the transmission mode;
specifically, when the first operation mode is switched to the transmission mode during switching of the first operation mode to the transmission mode, the first operation mode exits and enters the transmission mode, the rotational speed torque of the vehicle is adjusted to the rotational speed control torque of the transmission mode, specifically, the first rotational speed torque of the first operation mode is adjusted to the rotational speed control torque, and the vehicle is controlled by the rotational speed control torque in the transmission mode.
The specific steps of adjusting the first rotation speed torque to the rotation speed control torque include acquiring the first rotation speed torque M1 in the first working mode and the transmission rotation speed torque M2 in the transmission mode, obtaining the rotation speed control torque M3 according to the first rotation speed torque M1 and the transmission rotation speed torque M2, and adjusting the first rotation speed torque M1 to the rotation speed control torque M3.
Next, the specific steps of adjusting the first rotational speed torque to the rotational speed control torque will be described in detail:
the first rotational speed torque M1 of the first operation mode is obtained by obtaining the first rotational speed torque according to the current rotational speed and the target rotational speed of the engine, and the first PID regulator of the first operation mode.
Specifically, according to the difference between the current rotation speed of the engine and the target rotation speed and the difference between the current rotation speed change rate and the target rotation speed change rate, a corresponding PID torque correction coefficient is obtained by looking up a table in a first PID (proportional-Integral-derivative) regulator. The sum of the torque of the I term and the torque of the D term is a first rotating speed torque, the rotating speed of the engine is regulated by the generator, and the first rotating speed torque can be a positive value or a negative value.
The transmission speed torque M2 of the transmission mode is obtained by obtaining the transmission speed torque according to the current speed and the target speed of the engine and the second PID regulator of the transmission mode.
Specifically, according to the difference between the current rotation speed of the engine and the target rotation speed and the difference between the current rotation speed change rate and the target rotation speed change rate, a corresponding PID torque correction coefficient is obtained by looking up a table in a second PID (proportional-Integral-derivative) regulator. The sum of the torque of the term I and the torque of the term D is the torque of the transmission speed, the speed of the engine is regulated by the generator, and the torque of the transmission speed can be a positive value or a negative value. It is also noted that the table in the second PID regulator is different from the table in the first PID regulator.
After the first rotation speed torque M1 and the transmission rotation speed torque M2 are obtained, the rotation speed control torque M3 is obtained according to the first rotation speed torque M1 and the transmission rotation speed torque M2.
Specifically, a current rotation speed torque in a first working mode is obtained as a first rotation speed torque, wherein the current rotation speed torque is gradually reduced to a first rotation speed torque threshold value along with time; and obtaining the rotating speed control torque according to the first rotating speed torque and the transmission rotating speed torque of the transmission mode. Wherein, the first rotating speed and torque threshold value is normally zero, and can also be set according to the actual requirement.
That is, in the drive mode, since the current rotational speed torque in the first mode is gradually reduced over time to the first rotational speed torque threshold, the first rotational speed torque is also gradually reduced over time to the first rotational speed torque threshold. And then obtaining the rotating speed control torque according to the first rotating speed torque and the transmission rotating speed torque of the transmission mode. The process of obtaining the rotating speed control torque is as follows: the first rotation speed torque M1 and the transmission rotation speed torque M2 are added to obtain a rotation speed control torque M3, that is, M3 is equal to M1+ M2, or M3 is equal to (M1+ M2) × a, where a is a weight value and ranges from 0 to 1.
For example, assume that in the transmission mode, the transmission speed torque is constant and the value of the transmission speed torque is C. When the first operating mode is switched to the transmission mode, indicating that the transmission mode is entered, the vehicle is controlled with the rotational speed control torque, and the rotational speed control torque M3 is the sum of the first rotational speed torque M1 and the transmission rotational speed torque M2, i.e. M3 is 10Nm + C, where M1 is then 10 Nm. After 1 second, M1 decreased to 8Nm, M3 ═ 8Nm + C. After 2 seconds, M1 decreased to 6Nm, M3 ═ 6Nm + C, and so on. Until after 5 seconds, M1 decreases to 0Nm (0Nm being the first rotational speed torque threshold), M3 ═ 0+ C ═ C.
Thus, in the transmission mode, the rotational speed control torque M3 is varied. In the transmission mode, the initial value of the rotational speed control torque M3 is the sum of the first rotational speed torque M1 and the transmission rotational speed torque M2 obtained at the last sampling period in the first operation mode. In the transmission mode, the first rotation speed torque M1 is gradually reduced to zero, which means that M1 is changed in real time, and M2 is also changed in real time, so that the rotation speed control torque M3 is changed along with the change of the sum of the first rotation speed torque M1 and the transmission rotation speed torque M2 according to the obtaining process of M3. The gradual reduction of the first rotational speed torque M1 may be a stepwise reduction in time, for example, in transmission mode, M1 reduces by 1Nm every 10 milliseconds; or may be a reduction process set according to an experimentally calibrated reduction process or an actual requirement.
After the rotation speed control torque M3 is obtained, the first rotation speed torque M1 is adjusted to the rotation speed control torque M3, and the vehicle is controlled with the rotation speed control torque M3 in the transmission mode.
In the present embodiment, the first rotational speed torque of the first operation mode is switched to the rotational speed control torque during the switching of the first operation mode to the transmission mode. The rotating speed control torque is obtained according to the first rotating speed torque of the first working mode and the transmission rotating speed torque of the transmission mode, the first rotating speed torque is gradually reduced to zero in the transmission mode, the first working mode is smoothly transited to the transmission mode, the first rotating speed torque is smoothly switched to the rotating speed control torque, and the loading torque to an engine during switching is reduced, so that the control stability of a vehicle is enhanced, the switching efficiency of the vehicle torque is improved, and a foundation is provided for subsequently switching to the second working mode.
Then, step S103 is executed, and when the rotation speed difference between the rotation speeds at the two ends of the clutch is not greater than the rotation speed difference threshold, the transmission mode is switched to a second operation mode of the vehicle, wherein the second operation mode is an operation mode in which the engine and the driving motor of the vehicle jointly provide driving force;
specifically, when the difference between the rotation speeds at both ends of the clutch is not greater than the threshold value, which is set according to actual demand, indicating that the clutch engagement is complete, i.e., the clutch is in the engaged state, the transmission mode is switched to the second operating mode of the vehicle. When the transmission mode is switched to the second operating mode, indicating that clutch engagement is complete, the transmission mode needs to be exited and the second operating mode entered, at which time the rotational speed control torque M3 is adjusted to the second rotational speed torque M4 of the second operating mode. And in a second operating mode, adjusting the second rotational speed torque M4 to a second rotational speed torque threshold, wherein the second rotational speed torque threshold is less than the second rotational speed torque.
It should be noted that the initial value of the second rotation speed torque M4 is the rotation speed control torque obtained in the last sampling period in the transmission mode, i.e., the initial value of M4 is M3. The second rotational speed and torque threshold value is usually zero, and can also be set according to actual requirements. In the second operating mode, the second rotational speed torque M4 is gradually reduced over time to a second rotational speed torque threshold (i.e., 0 Nm). The gradual reduction process of the second rotational speed torque M2 may be a stepwise reduction over time, or may be a reduction process set according to an experimentally calibrated reduction process or an actual demand.
In a specific implementation process, when the transmission mode is switched to the second working mode, the clutch is completely combined, and the rotating speed control torque is adjusted to the second rotating speed torque. And in the second working mode, the second rotating speed torque is gradually reduced to zero, namely the initial value of the second rotating speed torque is gradually reduced to zero, so that the transmission mode is smoothly transited to the second working mode, the rotating speed control torque is smoothly switched to the second rotating speed torque, and the loading torque to the engine during switching is reduced, so that the control stability of the vehicle is enhanced, and the switching efficiency of the vehicle torque is improved.
Finally, step S104 is executed, and in the second operation mode, the rotational speed and torque of the vehicle are controlled by the engine.
Specifically, when switching to the second operating mode, the rotational speed torque of the vehicle is controlled directly by the engine. It should also be noted that in the second operating mode, i.e., there is a rotational speed torque of the vehicle controlled by the engine, there is also a second rotational speed torque M4. The rotational speed torque of the vehicle controlled by the engine is influenced by the second rotational speed torque M4, and the rotational speed torque of the vehicle is considered to be controlled directly by the engine because M4 is reduced to zero in a short time (e.g., 1 second), i.e., the influence of M4 is small.
After the rotating speed and the torque of the vehicle are controlled through the engine, the rotating speed and the torque of the vehicle are controlled through the engine in the process that the second working mode is switched to the transmission mode and then the transmission mode is switched to the first working mode.
One or more technical solutions in the embodiments of the present invention have at least the following technical effects or advantages:
in the present embodiment, after receiving a request for adjustment of a clutch of a vehicle, a first operation mode of the vehicle, which is an operation mode in which driving force is supplied by a driving motor of the vehicle, is switched to a transmission mode of the vehicle. When the engagement request of the clutch is received, the engine is about to be engaged, and the engine and the driving motor are about to drive the vehicle together. In the process of switching the first working mode to the transmission mode, the rotation speed torque of the vehicle is adjusted to the rotation speed control torque of the transmission mode, and the vehicle is controlled by the rotation speed control torque in the transmission mode. Here, the first operating mode is first switched smoothly to the transmission mode, in which the vehicle is controlled with torque at the speed of rotation, and a transition phase is provided for switching to the second operating mode later, so that the clutch is engaged. Then, when the difference between the rotation speeds at both ends of the clutch is not greater than the threshold value, indicating that the clutch engagement is complete, the transmission mode is switched to a second operating mode of the vehicle, wherein the second operating mode is an operating mode in which the driving force is supplied by the engine and the driving motor of the vehicle in common. And in the second operating mode, the rotational speed torque of the vehicle is controlled directly by the engine. Therefore, in the working mode switching process of a power source of the hybrid electric vehicle, the rotating speed and the torque of the vehicle are controlled to be in smooth transition through the transition stage of the transmission mode, the loading torque of the engine during switching is reduced, the control stability of the vehicle is enhanced, the problem of engine flameout is avoided, and the experience degree of a driver is improved.
Example two
Based on the same inventive concept, a second embodiment of the present invention also provides a torque control apparatus of a hybrid vehicle, as shown in fig. 3, including:
a first switching module 201, configured to switch a first operating mode of a vehicle to a transmission mode of the vehicle after receiving a request for adjusting a clutch of the vehicle, where the first operating mode is an operating mode in which driving force is provided by a driving motor of the vehicle;
a first adjusting module 202, configured to adjust a rotation speed torque of the vehicle to a rotation speed control torque of the transmission mode in a process of switching the first operating mode to the transmission mode, and control the vehicle at the rotation speed control torque in the transmission mode;
a second switching module 203, configured to switch the transmission mode to a second operation mode of the vehicle when a rotation speed difference between rotation speeds at two ends of the clutch is not greater than a rotation speed difference threshold, where the second operation mode is an operation mode in which a driving force is provided by an engine and the driving motor of the vehicle together;
a second adjustment module 204 is configured to control a rotational speed torque of the vehicle via the engine in the second operating mode.
As an alternative embodiment, the first adjusting module 202 for adjusting the rotation speed torque of the vehicle to the rotation speed control torque of the transmission mode includes:
when the first working mode is switched to the transmission mode, the first rotating speed torque of the first working mode is adjusted to the rotating speed control torque.
As an alternative embodiment, the first adjusting module 202, configured to adjust the first rotation speed torque of the first operation mode to the rotation speed control torque, includes:
obtaining the rotating speed control torque according to the obtained first rotating speed torque and the transmission rotating speed torque of the transmission mode;
adjusting the first rotational speed torque to the rotational speed control torque.
As an alternative embodiment, the first adjusting module 202 is configured to obtain the rotation speed control torque according to the obtained first rotation speed torque and the transmission rotation speed torque of the transmission mode, and includes:
acquiring a current rotating speed and torque in the first working mode as the first rotating speed and torque, wherein the current rotating speed and torque is gradually reduced to a first rotating speed and torque threshold value along with time;
and obtaining the rotating speed control torque according to the first rotating speed torque and the transmission rotating speed torque of the transmission mode.
As an alternative embodiment, the second adjusting module 204 is configured to adjust the rotation speed control torque to a second rotation speed torque of the second operation mode when the transmission mode is switched to the second operation mode of the vehicle, and adjust the second rotation speed torque to a second rotation speed torque threshold in the second operation mode, wherein the second rotation speed torque threshold is smaller than the second rotation speed torque.
As an alternative embodiment, the first adjusting module 202 for obtaining the first rotation speed torque and the transmission rotation speed torque of the transmission mode includes:
obtaining the first rotating speed torque according to the current rotating speed and the target rotating speed of the engine and the first PID regulator of the first working mode;
and obtaining the transmission rotating speed torque according to the current rotating speed and the target rotating speed of the engine and a second PID regulator of the transmission mode.
As an alternative embodiment, the second adjusting module 204 is configured to control the rotational speed and torque of the vehicle through the engine in a process of switching the second operation mode to the transmission mode and then switching the transmission mode to the first operation mode after the rotational speed and torque of the vehicle is controlled through the engine.
Since the torque control device of the hybrid vehicle described in this embodiment is a device used to implement the torque control method of the hybrid vehicle in the first embodiment of this application, based on the torque control method of the hybrid vehicle described in the first embodiment of this application, those skilled in the art can understand the specific implementation manner of the torque control device of the hybrid vehicle in this embodiment and various modifications thereof, and therefore, how to implement the method in the first embodiment of this application by the torque control device of the hybrid vehicle is not described in detail herein. The device used by those skilled in the art to implement the torque control method of the hybrid vehicle in the first embodiment of the present application is within the scope of the present application.
EXAMPLE III
Based on the same inventive concept, the third embodiment of the present invention further provides a computer apparatus, as shown in fig. 4, including a memory 304, a processor 302, and a computer program stored on the memory 304 and operable on the processor 302, wherein the processor 302, when executing the program, implements the steps of any one of the above-mentioned torque control methods of the hybrid vehicle.
Where in fig. 4 a bus architecture (represented by bus 300), bus 300 may include any number of interconnected buses and bridges, bus 300 linking together various circuits including one or more processors, represented by processor 302, and memory, represented by memory 304. The bus 300 may also link together various other circuits such as peripherals, voltage regulators, power management circuits, and the like, which are well known in the art, and therefore, will not be described any further herein. A bus interface 306 provides an interface between the bus 300 and the receiver 301 and transmitter 303. The receiver 301 and the transmitter 303 may be the same element, i.e., a transceiver, providing a means for communicating with various other apparatus over a transmission medium. The processor 302 is responsible for managing the bus 300 and general processing, and the memory 304 may be used for storing data used by the processor 302 in performing operations.
Example four
Based on the same inventive concept, a fourth embodiment of the present invention also provides a readable storage medium, having a computer program stored thereon, where the program, when executed by a processor, implements the steps of any one of the methods of the torque control method of the hybrid vehicle described in the previous embodiment.
As will be appreciated by one skilled in the art, embodiments of the present invention may be provided as a method, system, or computer program product. Accordingly, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The present invention is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
While preferred embodiments of the present invention have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all such alterations and modifications as fall within the scope of the invention.
It will be apparent to those skilled in the art that various changes and modifications may be made in the present invention without departing from the spirit and scope of the invention. Thus, if such modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include such modifications and variations.
Claims (10)
1. A torque control method for a hybrid vehicle, characterized by comprising:
switching a first operating mode of a vehicle to a transmission mode of the vehicle after receiving an adjustment request of a clutch of the vehicle, wherein the first operating mode is an operating mode for providing driving force by a driving motor of the vehicle;
in the process of switching the first working mode into the transmission mode, adjusting the rotation speed torque of the vehicle to the rotation speed control torque of the transmission mode, and controlling the vehicle at the rotation speed control torque in the transmission mode;
when the rotation speed difference between the rotation speeds of the two ends of the clutch is not larger than a rotation speed difference threshold value, switching the transmission mode to a second working mode of the vehicle, wherein the second working mode is a working mode of jointly providing driving force by an engine and a driving motor of the vehicle;
in the second operating mode, the rotational speed torque of the vehicle is controlled by the engine.
2. The method of claim 1, wherein said adjusting the rotational speed torque of the vehicle to the rotational speed control torque of the drive mode comprises:
when the first working mode is switched to the transmission mode, the first rotating speed torque of the first working mode is adjusted to the rotating speed control torque.
3. The method of claim 2, wherein said adjusting the first rotational speed torque of the first operating mode to the rotational speed control torque comprises:
obtaining the rotating speed control torque according to the obtained first rotating speed torque and the transmission rotating speed torque of the transmission mode;
adjusting the first rotational speed torque to the rotational speed control torque.
4. The method of claim 3, wherein said deriving said speed control torque based on said derived first speed torque and said transmission speed torque for said transmission mode comprises:
acquiring a current rotating speed and torque in the first working mode as the first rotating speed and torque, wherein the current rotating speed and torque is gradually reduced to a first rotating speed and torque threshold value along with time;
and obtaining the rotating speed control torque according to the first rotating speed torque and the transmission rotating speed torque of the transmission mode.
5. The method of claim 1, wherein when switching the transmission mode to a second operating mode of the vehicle, the method further comprises:
and adjusting the rotation speed control torque to a second rotation speed torque of the second working mode, and adjusting the second rotation speed torque to a second rotation speed torque threshold value in the second working mode, wherein the second rotation speed torque threshold value is smaller than the second rotation speed torque.
6. The method of claim 3, wherein said obtaining said first rotational speed torque and said drive rotational speed torque for said drive mode comprises:
obtaining the first rotating speed torque according to the current rotating speed and the target rotating speed of the engine and the first PID regulator of the first working mode;
and obtaining the transmission rotating speed torque according to the current rotating speed and the target rotating speed of the engine and a second PID regulator of the transmission mode.
7. The method of claim 1, after controlling the rotational speed torque of the vehicle via the engine, further comprising:
and in the process of firstly switching the second working mode into the transmission mode and then switching the transmission mode into the first working mode, controlling the rotating speed and the torque of the vehicle through the engine.
8. A torque control device for a hybrid vehicle, characterized by comprising:
the control device comprises a first switching module, a second switching module and a control module, wherein the first switching module is used for switching a first working mode of a vehicle into a transmission mode of the vehicle after receiving an adjustment request of a clutch of the vehicle, and the first working mode is a working mode for providing driving force through a driving motor of the vehicle;
the first adjusting module is used for adjusting the rotating speed torque of the vehicle to the rotating speed control torque of the transmission mode in the process of switching the first working mode to the transmission mode, and controlling the vehicle at the rotating speed control torque in the transmission mode;
the second switching module is used for switching the transmission mode to a second working mode of the vehicle when the rotation speed difference between the rotation speeds at the two ends of the clutch is not larger than a rotation speed difference threshold value, wherein the second working mode is a working mode of providing driving force by an engine and a driving motor of the vehicle together;
a second adjustment module controls a rotational speed torque of the vehicle via the engine in the second operating mode.
9. A hybrid vehicle comprising a memory, a processor and a computer program stored on the memory and executable on the processor, characterized in that the processor implements the method steps of any of claims 1-7 when executing the program.
10. A readable storage medium, on which a computer program is stored which, when being executed by a processor, carries out the method steps of any one of claims 1 to 7.
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