CN114347974A - Hybrid electric vehicle braking torque control method and storage medium - Google Patents
Hybrid electric vehicle braking torque control method and storage medium Download PDFInfo
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- CN114347974A CN114347974A CN202210078469.1A CN202210078469A CN114347974A CN 114347974 A CN114347974 A CN 114347974A CN 202210078469 A CN202210078469 A CN 202210078469A CN 114347974 A CN114347974 A CN 114347974A
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- 238000002347 injection Methods 0.000 claims description 5
- 239000007924 injection Substances 0.000 claims description 5
- 239000000446 fuel Substances 0.000 description 11
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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
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- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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Abstract
The invention discloses a method for controlling brake torque of a hybrid electric vehicle, which comprises the following steps: the method comprises the steps of obtaining a requested braking torque and an actual gear, disconnecting a clutch when the actual gear is smaller than or equal to a set critical gear, and controlling a rear axle motor and/or a front axle motor to output braking torque according to the magnitude of the requested braking torque; when the actual gear is larger than the set critical gear, the coupling clutch firstly controls the engine to output the braking torque according to the magnitude of the requested braking torque, and then controls the rear axle motor and/or the front axle motor to output the braking torque if the requested braking torque cannot be met. The engine is braked by oil cut-off preferentially under the condition of ensuring the NVH performance, and then the oil consumption is reduced by braking through the front and rear shaft motors and prolonging the oil cut-off time of the engine.
Description
Technical Field
The invention relates to the technical field of automobile brake control, in particular to a brake torque control method and a storage medium for a hybrid electric vehicle.
Background
Braking is a common working condition of a hybrid electric vehicle, and a related technology for recovering braking energy by using a motor is introduced in many documents. For the electric automobile with the front and rear axles provided with the motors, the braking torques of the front and rear motors are distributed based on the principles of the maximization of the adhesive force of the front and rear wheels and the optimization of the motor efficiency.
Hybrid vehicles are different from pure electric vehicles, which are equipped with an engine. There are many hybrid drive operating conditions based on the operating principles of such vehicles. The engine may be in an operating state or a stopped state during braking. When the electric quantity is sufficient, the motor can be adopted for driving, and more engines are in a shutdown state. The engine is relied upon to provide drive torque when the amount of electricity is insufficient, even during braking, the engine will not be stopped. Considering that a driver stops braking at any time to accelerate, and the motor does not have enough energy source to drive, the hybrid electric vehicle can normally operate and accelerate to ensure that the engine cannot stop running even in braking, so that the oil consumption is increased.
The related technical method of fuel cut-off control of the engine is applied to the traditional gasoline engine vehicle, for example, Chinese patent CN113250833A discloses a fuel cut-off control method of the engine in the vehicle sliding stage, which mainly comprises the following steps of controlling the engine to cut off fuel in the falling process when an accelerator pedal is loosened in a high rotating speed area, recovering fuel injection when the rotating speed is close to 3000r/min, and gradually stabilizing the rotating speed of the engine. The aim is to achieve the aim of saving fuel by not injecting fuel as far as possible when the output torque of the engine is not needed.
Disclosure of Invention
The invention aims to overcome the defects in the prior art and provide a brake torque control method and a storage medium of a hybrid electric vehicle, wherein the method can be used for braking by preferentially stopping the engine under the condition of ensuring NVH (noise, vibration and harshness) performance, then braking by a front shaft motor and a rear shaft motor and reducing the oil consumption by prolonging the oil stopping time of the engine.
In order to achieve the above object, the present invention provides a brake torque control method for a hybrid vehicle, comprising: the method comprises the steps of obtaining a requested braking torque and an actual gear, disconnecting a clutch when the actual gear is smaller than or equal to a set critical gear, and controlling a rear axle motor and/or a front axle motor to output braking torque according to the magnitude of the requested braking torque; when the actual gear is larger than the set critical gear, the coupling clutch firstly controls the engine to output the braking torque according to the magnitude of the requested braking torque, and then controls the rear axle motor and/or the front axle motor to output the braking torque if the requested braking torque cannot be met.
The method for determining the set critical gear comprises the steps of controlling only the engine to output brake torque, obtaining NVH performance indexes of the engine in each gear by adjusting the vehicle speed, and taking the first gear as the set critical gear when the NVH performance indexes of the first gear do not meet NVH performance targets and the NVH performance indexes of the first gear in the first-level gear meet the NVH performance targets.
The NVH performance index comprises engine vibration frequency, engine noise and a score of a tester, and when the engine vibration frequency is in a set frequency interval, the engine noise is smaller than a noise set value, and the score of the tester is larger than the set score, the NVH performance target is met.
Further, the method for determining the requested braking torque comprises the step of calibrating the opening degree of the braking pedal.
And further, a real-time vehicle speed is obtained, when the real-time gear is the highest gear and the real-time vehicle speed is in the highest gear early downshift vehicle speed range, if the requested braking torque is larger than the engine braking torque under the highest gear and smaller than the engine braking torque under the second high gear, the transmission is controlled to actively downshift to the second high gear, and the engine is controlled to output the engine braking torque under the second high gear. Therefore, the reduction ratio is increased by gear reduction in advance, so that the rotating speed of the engine is kept at a higher level, the time length from the falling of the engine from a higher rotating speed to the recovery of the oil injection rotating speed can be prolonged, the oil cut-off time of the engine is prolonged as far as possible, and the oil consumption is further reduced.
Further, when the real-time gear is the highest gear and the real-time vehicle speed is in the highest gear early downshift vehicle speed range, if the requested braking torque is smaller than or equal to the engine braking torque under the highest gear, the gear of the gearbox is controlled to be unchanged, and the engine outputs the engine braking torque under the highest gear.
And further, when the real-time gear is larger than the set critical gear and the real-time vehicle speed is not in the highest gear early downshift vehicle speed range, controlling the engine to output the engine braking torque under the real-time gear.
Further, the lower limit value of the highest gear early downshift vehicle speed interval is the highest gear downshift critical vehicle speed.
Further, when the requested braking torque is larger than the engine braking torque, the rear axle motor is controlled to output the braking torque, and when the rear axle motor still cannot meet the residual requested braking torque, the front axle motor is controlled to output the braking torque.
Further, when the front axle motor still cannot meet the residual requested braking torque, the braking calipers are controlled to output the braking torque.
Further, when the engine outputs the braking torque and the engine speed is greater than the recovery injection speed, the fuel cut of the engine is controlled.
Further, when the real-time vehicle speed is less than the creep critical vehicle speed, the engine, the front axle motor and the rear axle motor are not controlled to output braking torque.
The invention also provides a storage medium which comprises an execution instruction, wherein when the execution instruction is processed by the data processing device, the data processing device executes the hybrid electric vehicle braking torque control method.
The invention has the beneficial effects that: and the fuel consumption of the engine during braking is reduced under the condition of ensuring the NVH performance. When the actual gear is smaller than or equal to the set critical gear, the vibration sense is intensified due to the larger transmission ratio, the engine is controlled to idle at idle speed and not brake, the braking energy is recovered only through the front and rear shaft motors, the vibration and noise of the engine can be reduced and transmitted to the vehicle body through the transmission system, and the NVH performance is improved; when the actual gear is larger than the set critical gear, the coupling clutch can not cause insufficient NVH performance, the oil cut-off of the engine is controlled to output the braking torque preferentially according to the magnitude of the requested braking torque, and if the requested braking torque cannot be met, the rear axle motor and/or the front axle motor are controlled to output the braking torque, so that the oil cut-off duration of the engine is prolonged, and the braking energy is recovered while the oil consumption is preferentially reduced.
Drawings
Fig. 1 is a schematic diagram of a power configuration structure of a hybrid electric vehicle according to the present invention.
FIG. 2 is a flow chart of a control method of the present invention.
The components in the figures are numbered as follows: the device comprises an engine 1, a clutch 2, a front axle motor 3, a gearbox 4, a front axle differential 5, a front axle 6, front wheels 7, a power battery 8, a high-voltage distribution box 9, a rear axle motor 10, a speed reducer 11, a rear axle differential 12, a rear axle 13 and rear wheels 14.
Detailed Description
The following detailed description is provided to further explain the claimed embodiments of the present invention in order to make it clear for those skilled in the art to understand the claims. The scope of the invention is not limited to the following specific examples. It is intended that the scope of the invention be determined by those skilled in the art from the following detailed description, which includes claims that are directed to this invention.
As shown in fig. 1, a power configuration structure of a hybrid electric vehicle comprises a front axle power system and a rear axle power system, wherein the front axle power system comprises an engine 1, a clutch 2, a front axle motor 3, a gearbox 4 and a front axle differential 5 which are sequentially connected; the rear axle power system comprises a rear axle motor 10, a speed reducer 11 and a rear axle differential mechanism 12 which are sequentially connected, wherein the front axle motor 3 and the rear axle motor 10 are both connected to a power battery 8 through a high-voltage distribution box 9, and when the clutch is coupled, the engine runs and drives the front axle motor 3 to generate electricity at the same time, and can also output torque together with the front axle motor to drive front wheels to rotate; when the clutch is separated, the engine can only idle, the front axle motor can not generate electricity, and only torque can be output to drive the front wheels to rotate; the rear axle motor can not generate electricity, or does not output torque, or outputs torque to drive the rear wheel to rotate.
When a driver steps on a brake pedal, namely, a request brake torque exists, if the clutch is released, the engine cannot output the brake torque, the brake energy can be recovered only through the front axle motor and/or the rear axle motor, and if the clutch is coupled, the engine can output the brake torque.
When the engine outputs the engine braking torque under the current gear and the front axle motor and the rear axle motor output respective maximum allowable braking torques, the total braking torque at the moment is called as the maximum braking torque of the power system.
As shown in fig. 2, an 8-gear automatic transmission model is taken as an example, wherein a critical gear is 6 gears, under normal working conditions, the shift critical speed of the 6 gears and the 7 gears is 60km/h, the shift critical speed of the 7 gears and the 8 gears is 80km/h, the shift critical speed is more than 80km/h and up to 210km/h is 8 gears, under some special working conditions, the 8 gears are allowed to be reduced to the 7 gears in advance, and the advance downshift interval of the 8 gears is set to be 80 km/h-96 km/h, and the control method of the braking torque of the hybrid electric vehicle is as follows.
1. When the real-time vehicle speed is less than the creep critical vehicle speed, the engine, the front axle motor and the rear axle motor are not controlled to output braking torque. Since the vehicle speed cannot be reduced further by the output of the braking torque by the drive train, the braking torque can only be provided by driving the brake caliper to clamp the brake chuck.
2. And when the speed is greater than or equal to the creep driving critical speed and less than 60km/h, the gear of the gearbox is 1-6, and the first torque distribution mode is entered. Since the coupling clutch can transmit the vibration of the engine to the vehicle body via the transmission system, in order to improve the comfort of the driver, the clutch is disengaged to gradually reduce the engine speed to idle operation. When the requested braking torque is less than or equal to the maximum allowable braking torque of the rear axle motor, the requested braking torque is met only through the rear axle motor, when the requested braking torque is greater than the maximum allowable braking torque of the rear axle motor and is less than or equal to the sum of the maximum allowable braking torques of the front axle motor and the rear axle motor, the rear axle motor outputs the maximum allowable braking torque, and the front axle motor outputs the residual requested braking torque; when the requested braking torque is larger than the sum of the maximum allowable braking torques of the front and rear axle motors, the residual requested braking torque is output through the brake calipers. The reason why the rear axle motor provides the braking torque preferentially over the front axle motor is that: the rear axle motor transmits the braking torque to the wheel edge only through a reduction gearbox and a differential mechanism, and the braking force of the front motor transmits the braking torque to the wheel edge through an 8-speed gearbox and the differential mechanism.
3. And when the vehicle speed is greater than or equal to 60km/h and less than 80km/h, the gearbox is positioned in a 7-gear, and a second torque distribution mode is entered. The clutch is coupled and the engine is controlled to be cut off, the engine outputs the engine braking torque under the 7 th gear, when the requested braking torque is larger than the engine braking torque under the 7 th gear, the rear axle motor and the front axle motor are sequentially controlled to output the braking torque, and when the requested braking torque is larger than the maximum braking torque of the power system, the residual requested braking torque is output through the brake calipers.
4. When the vehicle speed is greater than or equal to 80km/h and less than 96km/h, the gearbox is firstly positioned in the 8 th gear, and the third torque distribution mode is entered. If the requested braking torque is smaller than or equal to the engine braking torque under the gear 8, controlling the gear of the gearbox to be unchanged, and outputting the engine braking torque under the gear 8 by the engine; and if the requested braking torque is larger than the engine braking torque under the 8-gear and smaller than the engine braking torque under the 7-gear, controlling the transmission to actively shift down to the 7-gear, and controlling the engine to output the engine braking torque under the 7-gear. Therefore, the reduction ratio is increased by gear reduction in advance, so that the rotating speed of the engine is kept at a higher level, the time length from the falling of the engine from a higher rotating speed to the recovery of the oil injection rotating speed can be prolonged, the oil cut-off time of the engine is prolonged as far as possible, and the oil consumption is further reduced.
When the requested braking torque is larger than the engine braking torque under the 7-gear and smaller than the maximum braking torque of the power system after the gear box is shifted down to the 7-gear, the rear axle motor and the front axle motor are sequentially controlled to output the braking torques, and when the requested braking torque is larger than the maximum braking torque of the power system, the residual requested braking torque is output through the braking calipers.
5. And when the vehicle speed is greater than or equal to 96km/h and less than 210km/h, the gearbox is always positioned in the 8-gear, and the fourth torque distribution mode is entered. The clutch is coupled and the engine is controlled to be cut off, the engine outputs the engine braking torque under the 8-gear, when the requested braking torque is larger than the engine braking torque under the 8-gear, the rear axle motor and the front axle motor are sequentially controlled to output the braking torque, and when the requested braking torque is larger than the maximum braking torque of the power system, the residual requested braking torque is output through the brake calipers.
When the actual gear is larger than the critical gear 6, the coupling clutch cannot cause insufficient NVH performance, the fuel cut-off of the engine is preferentially controlled according to the magnitude of the requested braking torque to output the braking torque, and if the requested braking torque cannot be met, the rear axle motor and/or the front axle motor are/is controlled to output the braking torque, so that the fuel cut-off duration of the engine is prolonged, and the braking energy is recovered while the fuel consumption is preferentially reduced.
Claims (10)
1. A braking torque control method for a hybrid vehicle, characterized by comprising: the method comprises the steps of obtaining a requested braking torque and an actual gear, disconnecting a clutch when the actual gear is smaller than or equal to a set critical gear, and controlling a rear axle motor and/or a front axle motor to output braking torque according to the magnitude of the requested braking torque; when the actual gear is larger than the set critical gear, the coupling clutch firstly controls the engine to output the braking torque according to the magnitude of the requested braking torque, and then controls the rear axle motor and/or the front axle motor to output the braking torque if the requested braking torque cannot be met.
2. The brake torque control method for a hybrid vehicle according to claim 1, characterized in that: the method for determining the set critical gear comprises the steps of controlling only the engine to output brake torque, obtaining NVH performance indexes of the engine under each gear by adjusting the vehicle speed, and taking the first gear as the set critical gear when the NVH performance indexes of the first gear do not meet NVH performance targets and the NVH performance indexes of the first gear at the higher level meet the NVH performance targets.
3. The brake torque control method for a hybrid vehicle according to claim 1, characterized in that: and when the real-time gear is the highest gear and the real-time vehicle speed is in the highest gear early downshift vehicle speed range, if the requested braking torque is larger than the engine braking torque under the highest gear and smaller than the engine braking torque under the second high gear, controlling the gearbox to actively downshift to the second high gear and controlling the engine to output the engine braking torque under the second high gear.
4. The brake torque control method for a hybrid vehicle according to claim 3, characterized in that: and when the real-time gear is larger than the set critical gear and the real-time vehicle speed is not in the highest gear early downshift vehicle speed range, controlling the engine to output the engine braking torque under the real-time gear.
5. The brake torque control method for a hybrid vehicle according to claim 4, characterized in that: and the lower limit value of the highest gear early downshift vehicle speed interval is the highest gear downshift critical vehicle speed.
6. The brake torque control method for a hybrid vehicle according to claim 1 or 4, characterized in that: when the requested braking torque is larger than the engine braking torque, the rear axle motor is controlled to output the braking torque, and when the rear axle motor still cannot meet the residual requested braking torque, the front axle motor is controlled to output the braking torque.
7. The brake torque control method for a hybrid vehicle according to claim 6, characterized in that: and when the front axle motor still cannot meet the residual braking torque request, controlling the braking calipers to output the braking torque.
8. The brake torque control method for a hybrid vehicle according to claim 1, characterized in that: and when the engine outputs the braking torque and the rotating speed of the engine is greater than the recovered oil injection rotating speed, controlling the oil cut of the engine.
9. The brake torque control method for a hybrid vehicle according to claim 1, characterized in that: when the real-time vehicle speed is less than the creep critical vehicle speed, the engine, the front axle motor and the rear axle motor are not controlled to output braking torque.
10. A storage medium, characterized by: the method comprises the step of executing instructions, wherein when the instructions are processed by a data processing device, the data processing device executes the method for controlling the braking torque of the hybrid electric vehicle according to any one of claims 1-8.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202210078469.1A CN114347974B (en) | 2022-01-24 | 2022-01-24 | Method for controlling braking torque of hybrid electric vehicle and storage medium |
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| CN202210078469.1A CN114347974B (en) | 2022-01-24 | 2022-01-24 | Method for controlling braking torque of hybrid electric vehicle and storage medium |
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| CN114347974B CN114347974B (en) | 2023-12-19 |
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Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101024397A (en) * | 2006-02-22 | 2007-08-29 | 三菱扶桑卡客车株式会社 | Control device for hybrid electric vehicle |
| CN106184194A (en) * | 2014-11-27 | 2016-12-07 | 现代自动车株式会社 | The regenerating brake control method of motor vehicle driven by mixed power |
| CN110239543A (en) * | 2018-03-07 | 2019-09-17 | 丰田自动车株式会社 | Braking force controller, device and method |
| CN111619359A (en) * | 2019-02-28 | 2020-09-04 | 北京新能源汽车股份有限公司 | Control method for recovering vehicle braking energy, vehicle control unit and vehicle |
| US20200346635A1 (en) * | 2017-10-31 | 2020-11-05 | Great Wall Motor Company Limited | Hybrid vehicle torque adjusting method and device |
-
2022
- 2022-01-24 CN CN202210078469.1A patent/CN114347974B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101024397A (en) * | 2006-02-22 | 2007-08-29 | 三菱扶桑卡客车株式会社 | Control device for hybrid electric vehicle |
| CN106184194A (en) * | 2014-11-27 | 2016-12-07 | 现代自动车株式会社 | The regenerating brake control method of motor vehicle driven by mixed power |
| US20200346635A1 (en) * | 2017-10-31 | 2020-11-05 | Great Wall Motor Company Limited | Hybrid vehicle torque adjusting method and device |
| CN110239543A (en) * | 2018-03-07 | 2019-09-17 | 丰田自动车株式会社 | Braking force controller, device and method |
| CN111619359A (en) * | 2019-02-28 | 2020-09-04 | 北京新能源汽车股份有限公司 | Control method for recovering vehicle braking energy, vehicle control unit and vehicle |
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