CN114179778B - E-H switching coordination control method for hybrid electric vehicle based on time lag prediction - Google Patents

E-H switching coordination control method for hybrid electric vehicle based on time lag prediction Download PDF

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CN114179778B
CN114179778B CN202111652816.9A CN202111652816A CN114179778B CN 114179778 B CN114179778 B CN 114179778B CN 202111652816 A CN202111652816 A CN 202111652816A CN 114179778 B CN114179778 B CN 114179778B
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CN114179778A (en
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汪佳佳
韩清振
杨文翰
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Yangzhou University
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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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • 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
    • B60W40/10—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 related to vehicle motion
    • B60W40/105—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • 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
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
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Abstract

The application discloses a time-lag estimation-based hybrid electric vehicle E-H switching coordination control method, which comprises the following steps of according to a set switching vehicle speed threshold value when running in a pure electric modev thr The VCU judges whether to switch modes; if the vehicle speed isv≥v thr When the VCU controls the first motor to enable the vehicle to enter an engine from a pure electric mode to drag and rotate, a basic motor torque compensation control strategy is designed, and secondary target torques of the first motor and the second motor are solved; when the rotation speed of the engineω e ≥ω idle When the hybrid driving mode is in a steady state, the power of the engine and the first motor is converged and output on the front planetary gear ring, the power transmission from the second motor in the rear planetary gear rack is combined, and finally three power flows are output together to drive wheels, and the mode switching process is finished; the application realizes stable and efficient mode switching quality.

Description

E-H switching coordination control method for hybrid electric vehicle based on time lag prediction
Technical Field
The application relates to the technical field of vehicle dynamic control, in particular to a hybrid electric vehicle E-H switching coordination control method based on time lag estimation.
Background
In order to meet the increasing demands of people on vehicle performance, vehicle researchers are increasingly focusing on the development and application of control systems. In addition to concerns about fuel economy and safety, comfort is an important criterion for hybrid vehicles. By controlling and switching the two power sources, the whole vehicle can be freely switched to a plurality of modes according to the requirements of a driver, and the problem of smoothness of mode switching is inevitably involved. In the whole control implementation process, the signal acquisition and the command transmission react to the actuator to generate an effect, and the time delay is ubiquitous and not neglected, which can lead to the inevitable delay characteristic of state transition, so that the system is in an non-optimal state for a long time, and the economic performance, the dynamic performance and the stability performance are deteriorated.
Disclosure of Invention
This section is intended to outline some aspects of embodiments of the application and to briefly introduce some preferred embodiments. Some simplifications or omissions may be made in this section as well as in the description of the application and in the title of the application, which may not be used to limit the scope of the application.
The present application has been made in view of the above-described problems occurring in the mode switching during running of the conventional automobile.
Therefore, the application provides a hybrid electric vehicle E-H switching coordination control method based on time lag estimation, which can maintain the stability of mode switching under the interference of system time lag.
In order to solve the technical problems, the application provides the following technical scheme: the E-H switching coordination control method of the hybrid electric vehicle based on time lag estimation comprises the following steps,
when running in the pure electric mode, the vehicle speed sensor and the accelerator pedal position sensing device monitor the current vehicle speed information and the accelerator pedal and brake pedal position signals in real time and input the current vehicle speed information and the accelerator pedal and brake pedal position signals into the vehicle controller VCU, and the vehicle speed sensor and the accelerator pedal position sensing device switch the vehicle speed according to the set switching vehicle speed threshold value v thr The VCU judges whether to switch modes;
if the vehicle speed v is greater than or equal to v thr When the VCU controls the first motor to enable the vehicle to enter the engine from the pure electric modeIn the engine dragging phase, the first motor is controlled to drag the engine until the idle speed omega is reached idle In the process, a basic motor torque compensation control strategy is designed, and the secondary target torques of the first motor and the second motor are solved;
when the rotation speed omega of the engine e ≥ω idle When the vehicle enters a hybrid driving mode, the engine starts to ignite and drives the whole vehicle to run in cooperation with the second motor, and the first motor speed-regulating engine works at the economic rotation speed omega e-eco And designing a torque redistribution control strategy formed by fuzzy-Smith estimation control and basic motor torque compensation control, solving secondary target torques of the first motor and the second motor in the mode, converging and outputting power of the engine and the first motor on a front planet row gear ring after the hybrid driving mode is in a steady state, combining power transmission of the second motor in a rear row planet carrier, and finally outputting three power flows together to drive wheels, wherein the mode switching process is ended.
As a preferable scheme of the E-H switching coordination control method of the hybrid electric vehicle based on time lag estimation, the application comprises the following steps: the base motor torque compensation control strategy is,
wherein T' MG1 And T' MG2 Two target torques T of the first motor (104) and the second motor (108), respectively ef For starting resistance moment of engine, T req For outputting shaft end target torque, k for power coupling device 1 And k 2 Respectively in power coupling mechanismsCharacteristic parameters of front and rear planet rows, I 11 And I 21 Respectively different rotational inertia combinations of the engine, the front planet row gear ring and the first motor, delta T' MG2 And compensating torque for the second motor.
As a preferable scheme of the E-H switching coordination control method of the hybrid electric vehicle based on time lag estimation, the application comprises the following steps: the fuzzy-Smith predictive control strategy is,
T MG1-fs ＝k p (ω e-eco -ω e -e w-engine )+k i ∫(ω e-eco -ω e -e w-engine )dt+ΔT MG1-f ；
e w-engine ＝ω engine2 -ω engine1 ；
the basic motor torque compensation control strategy for the hybrid drive mode is,
ΔT MG1 ＝k p2 (ω e-eco -ω e )+k i2 ∫(ω e-eco -ω e )dt+T MG1-fs ；
wherein T is MG1-fs Is the output of the fuzzy-Smith predictive controller, omega engine1 And omega engine2 Engine speed with and without signal transmission skew, respectively, is also input to the fuzzy-Smith predictive controller, k p And k i Proportional and integral coefficients, deltaT, in a fuzzy-Smith predictor, respectively MG1-f Compensating torque for the first motor blur, T E-est Estimation for an engineTorque, k p2 And k i2 Respectively a proportional parameter and an integral parameter, omega in the first motor controller MG1 And omega MG2 The rotation speeds of the first motor and the second motor are respectively, I 12 Is a rotational inertia combination among the first motor, the second motor and the double planetary rows.
As a preferable scheme of the E-H switching coordination control method of the hybrid electric vehicle based on time lag estimation, the application comprises the following steps: the fuzzy compensation torque delta T of the first motor in the fuzzy-Smith predictive controller MG1-f The design is as follows,
selecting engine speed difference e under different signal transmission time lags w-engine And rate of change thereofAs an input signal of a fuzzy module in the fuzzy-Smith predictive controller, the output signal is fuzzy compensation torque delta T of the first motor MG1-f To input the rotation speed error signal e w-engine Rate of change->Output DeltaT MG1-f Set to 5 fuzzy sets: NB (negative large), NS (negative small), ZO (zero), PS (positive small), PB (positive large).
As a preferable scheme of the E-H switching coordination control method of the hybrid electric vehicle based on time lag estimation, the application comprises the following steps: rotational speed error signal e in the fuzzy control w-engine And error rate of changeThe signal domains are all set to be [ -50, 50]，ΔT MG1-f The argument of the method is set to be [ -50, 50]。
As a preferable scheme of the E-H switching coordination control method of the hybrid electric vehicle based on time lag estimation, the application comprises the following steps: the rotational speed error signal e w-engine And rate of changeAll adoptWith membership functions of gaussian type.
The application has the beneficial effects that: according to the application, a one-step Markov chain time-lag estimation model is built, so that time-lag matching of a fuzzy-Smith estimation controller can be realized, and a time-lag compensation torque of a motor is deduced by utilizing a torque redistribution algorithm of the fuzzy-Smith estimation controller, so that stable and efficient mode switching quality is realized.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the description of the embodiments will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art. Wherein:
fig. 1 is a layout diagram of a power system of a hybrid electric vehicle according to the present application.
Fig. 2 is a flow chart of E-H mode switching of the hybrid electric vehicle according to the present application.
Fig. 3 is a general control scheme diagram of a hybrid electric vehicle E-H switching coordination control strategy based on time lag estimation in the present application.
In the figure, a hybrid power system 100, a front-row planetary carrier 101, a buffer locking mechanism 102, an engine 103, a first motor 104, a front-row planetary gear ring 105, a front-row sun gear 106, a rear-row planetary gear ring 107, a second motor 108, a rear-row sun gear 109 and a rear-row planetary carrier 110 are shown.
Detailed Description
So that the manner in which the above recited objects, features and advantages of the present application can be understood in detail, a more particular description of the application, briefly summarized above, may be had by reference to the embodiments, some of which are illustrated in the appended drawings. All other embodiments, which can be made by one of ordinary skill in the art based on the embodiments of the present application without making any inventive effort, shall fall within the scope of the present application.
In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application, but the present application may be practiced in other ways other than those described herein, and persons skilled in the art will readily appreciate that the present application is not limited to the specific embodiments disclosed below.
Further, reference herein to "one embodiment" or "an embodiment" means that a particular feature, structure, or characteristic can be included in at least one implementation of the application. The appearances of the phrase "in one embodiment" in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments.
While the embodiments of the present application have been illustrated and described in detail in the drawings, the cross-sectional view of the device structure is not to scale in the general sense for ease of illustration, and the drawings are merely exemplary and should not be construed as limiting the scope of the application. In addition, the three-dimensional dimensions of length, width and depth should be included in actual fabrication.
Also in the description of the present application, it should be noted that the orientation or positional relationship indicated by the terms "upper, lower, inner and outer", etc. are based on the orientation or positional relationship shown in the drawings, are merely for convenience of describing the present application and simplifying the description, and do not indicate or imply that the apparatus or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present application. Furthermore, the terms "first, second, or third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
The terms "mounted, connected, and coupled" should be construed broadly in this disclosure unless otherwise specifically indicated and defined, such as: can be fixed connection, detachable connection or integral connection; it may also be a mechanical connection, an electrical connection, or a direct connection, or may be indirectly connected through an intermediate medium, or may be a communication between two elements. The specific meaning of the above terms in the present application will be understood in specific cases by those of ordinary skill in the art.
Example 1
Referring to fig. 1, a first embodiment of the present application provides a double planetary hybrid system 100 according to the present application, which includes a front planetary gear 105, a front planetary carrier 101, a front sun gear 106, a rear planetary gear 107, a rear planetary carrier 110, and a rear sun gear 109, wherein an engine 103 is connected to the front planetary carrier 101 through a buffer lock mechanism 102, a rotor shaft of a first motor 104 is connected to the front sun gear 106, a rotor shaft of a second motor 108 is connected to the rear sun gear 109, and the front planetary gear 105 is connected to the rear planetary carrier 110.
Example 2
Referring to fig. 2 and 3, a second embodiment of the present application provides a method for performing E-H switching coordination control on the above hybrid system 100, which includes the following steps,
s1: the hybrid electric vehicle initially runs in the electric-only mode, the brake B1 is locked, the engine 103 is closed, the second motor 108 completely bears the torque required by driving the vehicle, and meanwhile, a vehicle speed sensor and an accelerator pedal position sensing device on the hybrid electric vehicle monitor the current vehicle speed information and the accelerator pedal and brake pedal position signals in real time and input the current vehicle speed information and the accelerator pedal and brake pedal position signals to a vehicle controller VCU, and the vehicle speed sensor and the accelerator pedal position sensing device are used for detecting the current vehicle speed information and the accelerator pedal and the brake pedal position signals according to the preset switching vehicle speed threshold v thr The VCU judges whether to switch modes;
s2: if the vehicle speed v is greater than or equal to v thr When the mode switching condition is met, the mode is switched, the VCU controls the first motor 104 to enable the vehicle to be towed by the engine 103 from the pure electric mode, and the control target of the towing phase of the engine 103 is that the first motor 104 is required to tow the engine 103 to the idle speed omega in a short time idle And simultaneously reduces the longitudinal impact, designs a basic motor torque compensation control strategy in consideration of the obvious torque fluctuation when the engine 103 rotates at a low speed, solves the secondary target torques of the first motor 104 and the second motor 108,
s3: when the rotation speed omega of the engine 103 e ≥ω idle When the vehicle enters the hybrid driving mode, the engine 103 starts to ignite and drives the whole vehicle to run in cooperation with the second motor 108, and the first motor 104 regulates the engine 103 to work at the economic rotation speed omega e-eco Considering the instability of the switching of the mode of the whole vehicle caused by the time lag of signal transmission among the upper controller, the sub-controller and the executor, a torque redistribution control strategy consisting of fuzzy-Smith predictive control and basic motor torque compensation control is designed, the secondary target torques of the first motor 104 and the second motor in the mode are solved,
ΔT MG1 ＝k p2 (ω e-eco -ω e )+k i2 ∫(ω e-eco -ω e )dt+T MG1-fs ；
wherein the fuzzy-Smith predictive control is mainly used for eliminating the speed regulation instability of the engine 103 caused by the time lag of signal transmission between the upper controller and the first motor 104,
T MG1-fs ＝k p (ω e-eco -ω e -e w-engine )+k i ∫(ω e-eco -ω e -e w-engine )dt+ΔT MG1-f ；
e w-engine ＝ω engine2 -ω engine1 ；
while the blur-Smith predicts the blur compensation torque Δt of the first motor 104 in the controller MG1-f The design is as follows,
selecting the rotation speed difference e of the engine 103 under different signal transmission time lags w-engine And rate of change thereofAs an input signal to the fuzzy module in the fuzzy-Smith predictive controller, the output signal is the fuzzy compensation torque DeltaT of the first motor 104 MG1-f To input the rotation speed error signal e w-engine Rate of change->Output DeltaT MG1-f Set to 5 fuzzy sets: NB (negative big), NS (negative small), ZO (zero), PS (positive small), PB (positive big), rotational speed error signal e in the fuzzy control w-engine Error rate->The signal domains are all set to be [ -50, 50]，ΔT MG1-f The argument of the method is set to be [ -50, 50]For input rotational speed error signal e w-engine And rate of change->All adopt Gaussian membership functions for output DeltaT MG1-f The triangle membership function is adopted, and the fuzzy rule control table is shown in table 1;
in order to improve the effectiveness of fuzzy-Smith estimation control, a one-step Markov chain time lag estimation model is built aiming at signal transmission time lag with typical time-varying characteristics so as to realize time lag matching in fuzzy-Smith estimation control; when the hybrid driving mode is in a steady state, the power of the engine 103 and the power of the first motor are converged and output on the front planetary gear ring 105, and the three power flows are finally output together to drive wheels by combining the power transmission of the second motor from the rear planetary gear 110, so that the mode switching process is finished;
wherein T is ef T is the starting resistance moment of the engine 103 req For outputting shaft end target torque, k for power coupling device 1 And k 2 Respectively the characteristic parameters of front and rear planetary rows in the power coupling mechanism, I 11 And I 21 Different rotational inertia combinations of the engine 103, the front planetary gear ring 105 and the first motor 104, respectively, ΔT M ′ G2 A compensating torque for the second motor 108; t (T) MG1-fs Is the output of the fuzzy-Smith predictive controller, omega engine1 And omega engine2 The engine 103 speed with and without signal transmission time lag is also the input of the fuzzy-Smith predictive controller, k p And k i Proportional and integral coefficients, deltaT, in a fuzzy-Smith predictor, respectively MG1-f To compensate torque, T, for the blur of the first motor 104 E-est K is the estimated torque of the engine 103 p2 And k i2 Proportional and integral parameters, ω, respectively, in the first motor 104 controller MG1 And omega MG2 The rotational speeds of the first motor 104 and the second motor, I 12 Is a combination of moments of inertia between the first motor 104, the second motor, and the double row.
TABLE 1 fuzzy rule control Table
When the speed of the hybrid electric vehicle exceeds a set threshold v thr The vehicle controller receives a mode switching signal for switching pure electric to hybrid drive, and at the moment, the driver model calculates the required torque T of the output end of the power coupling mechanism under each mode according to the target vehicle speed and the running driving force-running resistance balance equation of the vehicle req The method reduces driving shaft impact vibration caused by mode switching through a staged coordination control strategy designed in the application, and comprehensively solves the target torque T 'of the double motors in the whole switching process through fuzzy-Smith predictive control and basic motor torque compensation' MG1 And T' MG2 And taking into account the actual actuatorThe torque limiting module and the time lag module are respectively designed for operation limitation and signal transmission time lag, wherein the torque limiting module of the motor is that,
T MG1-min (ω MG1 )≤T MG1 (ω MG1 )≤T MG1-max (ω MG1 )
T MG2-min (ω MG2 )≤T MG2 (ω MG2 )≤T MG2-max (ω MG2 )
wherein T is MG1-min (ω MG1 ) The first motor 104 is set to have a rotational speed ω MG1 Minimum torque at time, T MG1 (ω MG1 ) At a rotational speed omega for the first motor 104 MG1 Torque at time T MG1-max (ω MG1 ) The first motor 104 is set to have a rotational speed ω MG1 Maximum torque at time T MG2-min (ω MG2 ) The second motor 108 is set to have a rotational speed ω MG1 Minimum torque at time, T MG2 (ω MG2 ) At a rotational speed omega for the second motor 108 MG2 Torque at time T MG2-max (ω MG2 ) The second motor 108 is set to have a rotational speed ω MG2 Maximum torque at that time.
Double-motor execution torque T after' actual MG1 And T MG2 The signals are transmitted to the controlled object through two paths at the same time, one is input into the hybrid power system 100 through a one-step Markov chain time lag estimation model of analog signal transmission time lag, the other is input into the hybrid power system 100 by neglecting time lag, and the output rotating speeds of the engine 103 under two working conditions are fed back to the coordination controller, so that a complete closed-loop coordination control system of the hybrid power automobile is formed.
Through the construction of the Markov chain time-lag pre-estimation model and the design of the coordinated control strategy, the mode switching impact of the whole vehicle can be effectively reduced under the influence of system time lag, and meanwhile, the stable speed regulation of the engine 103 is realized.
It should be noted that the above embodiments are only for illustrating the technical solution of the present application and not for limiting the same, and although the present application has been described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that the technical solution of the present application may be modified or substituted without departing from the spirit and scope of the technical solution of the present application, which is intended to be covered in the scope of the claims of the present application.

Claims (4)

1. The E-H switching coordination control method of the hybrid electric vehicle based on time lag estimation is characterized by comprising the following steps of: comprises the steps of,
when running in the pure electric mode, the vehicle speed sensor and the accelerator pedal position sensing device monitor the current vehicle speed information and the accelerator pedal and brake pedal position signals in real time and input the current vehicle speed information and the accelerator pedal and brake pedal position signals into the vehicle controller VCU, and the vehicle speed sensor and the accelerator pedal position sensing device switch the vehicle speed according to the set switching vehicle speed threshold value v thr The VCU judges whether to switch modes;
if the vehicle speed v is greater than or equal to v thr When the VCU controls the first motor (104) to enable the vehicle to be towed by the engine (103) from the pure electric mode, and in the towing phase of the engine (103), the VCU controls the first motor (104) to tow the engine (103) until the idle speed omega idle In the process, a basic motor torque compensation control strategy is designed, and the secondary target torques of the first motor (104) and the second motor (108) are solved;
when the rotation speed omega of the engine (103) e ≥ω idle When the vehicle enters a hybrid driving mode, the engine (103) starts to ignite and drives the whole vehicle to run in cooperation with the second motor (108), and the first motor (104) regulates the speed of the engine (103) to work at the economic rotation speed omega e-eco A torque redistribution control strategy formed by fuzzy-Smith estimation control and basic motor torque compensation control is designed, secondary target torques of a first motor (104) and a second motor (108) in the mode are solved, after a hybrid driving mode tends to be steady, power of the engine (103) and the first motor are converged and output on a front planet row gear ring (105), and finally three power flows are output together to drive wheels in combination with power transmission of the second motor (108) in a rear row of planet carrier, so that a mode switching process is finished;
the base motor torque compensation control strategy is,
wherein T is M ′ G1 And T M ′ G2 Two target torques T of the first motor (104) and the second motor (108), respectively ef For starting resistance torque of engine (103), T req For outputting shaft end target torque, k for power coupling device 1 And k 2 Respectively the characteristic parameters of front and rear planetary rows in the power coupling mechanism, I 11 And I 21 Respectively different rotational inertia combinations of the engine (103), the front planetary gear ring (105) and the first motor (104), delta T M ′ G2 -a compensating torque for the second electric machine (108);
the fuzzy-Smith predictive control strategy is,
T MG1-fs ＝k p (ω e-eco -ω e -e w-engine )+k i ∫(ω e-eco -ω e -e w-engine )dt+ΔT MG1-f ；
e w-engine ＝ω engine2 -ω engine1 ；
the basic motor torque compensation control strategy for the hybrid drive mode is,
ΔT MG1 ＝k p2 (ω e-eco -ω e )+k i2 ∫(ω e-eco -ω e )dt+T MG1-fs ；
wherein T is MG1-fs Is the output of the fuzzy-Smith predictive controller, omega engine1 And omega engine2 The rotational speed of the engine (103) with and without signal transmission time lag being considered, respectively, is also the input of the fuzzy-Smith predictive controller, k p And k i Proportional and integral coefficients, deltaT, in a fuzzy-Smith predictor, respectively MG1-f For the fuzzy compensation torque, T, of the first electric machine (104) E-est For the estimated torque, k, of the engine (103) p2 And k i2 Proportional and integral parameters, ω, respectively, in the first motor (104) controller MG1 And omega MG2 The rotational speeds of the first motor (104) and the second motor (108), I 12 Is a combination of moments of inertia between the first motor (104), the second motor (108) and the double row.
2. The hybrid electric vehicle E-H switching coordination control method based on time lag estimation according to claim 1, wherein: the fuzzy compensation torque DeltaT of the first motor (104) in the fuzzy-Smith predictive controller MG1-f The design is as follows,
selecting the rotation speed difference e of the engine (103) under different signal transmission time lags w-engine And rate of change thereofAs an input signal of a fuzzy module in a fuzzy-Smith predictive controller, the output signal is a fuzzy compensation torque delta T of a first motor (104) MG1-f To input the rotation speed error signal e w-engine Rate of change->Output DeltaT MG1-f Set to 5 fuzzy sets: NB (negative large), NS (negative small), ZO (zero), PS (positive small), PB (positive large).
3. The hybrid electric vehicle E-H switching coordination control method based on time lag estimation according to claim 2, wherein: rotational speed error signal e in the fuzzy control w-engine And error rate of changeThe signal domains are all set to be [ -50, 50]，ΔT MG1-f The argument of the method is set to be [ -50, 50]。
4. The hybrid electric vehicle E-H switching coordination control method based on time lag estimation according to claim 3, wherein: the rotational speed error signal e w-engine And rate of changeA membership function of gaussian type is used.
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