CN117022241A - Engine torque dividing control method and system - Google Patents
Engine torque dividing control method and system Download PDFInfo
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- CN117022241A CN117022241A CN202310883399.1A CN202310883399A CN117022241A CN 117022241 A CN117022241 A CN 117022241A CN 202310883399 A CN202310883399 A CN 202310883399A CN 117022241 A CN117022241 A CN 117022241A
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Classifications
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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
-
- 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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
- B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
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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
- B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
-
- 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
- B60W30/1882—Controlling power parameters of the driveline, e.g. determining the required power characterised by the working point of the engine, e.g. by using engine output chart
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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
- B60W2540/00—Input parameters relating to occupants
- B60W2540/10—Accelerator pedal position
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0644—Engine speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0666—Engine torque
Abstract
The application provides an engine torque dividing control method and system, and relates to the technical field of vehicles. The engine torque dividing control method provided by the application comprises the following steps: acquiring energy management input, and determining parallel driving split buttons according to the energy management input; and determining a series driving split according to the parallel driving split. The application determines the parallel driving split torque, namely the split torque of the parallel driving, and can determine the boundary of the series driving through the energy management input, thereby realizing multi-section and discrete split torque, realizing balanced engine split torque control, utilizing the optimal economic interval of the engine as widely as possible, enabling the engine torque to be distributed in the economic interval, reducing the running rotating speed of the engine and enabling the comfort of the whole vehicle to be more in line with the performance requirement of the electric automobile.
Description
Technical Field
The application relates to the technical field of vehicles, in particular to an engine torque dividing control method and system.
Background
The double-motor hybrid system has the advantages of simple control method, convenient and fast control of the high-efficiency interval of the engine, direct driving of the engine under a high-speed working condition and the like, and is widely used by various host factories at present.
In the use process of the hybrid electric vehicle, according to the existing torque distribution control mode, the engine cannot be in an economic rotation speed interval. Running the engine at too high a speed for a long period of time increases fuel consumption and also results in too high an engine temperature, while also exacerbating wear, and running the engine at too low a speed for a long period of time increases carbon deposition in the engine.
Disclosure of Invention
The application solves the problem of realizing balanced engine torque control.
In order to solve the problems, the application provides an engine torque distribution control method and an engine torque distribution control system.
In a first aspect, the present application provides an engine torque split control method, including:
acquiring energy management input, and determining parallel driving split buttons according to the energy management input;
and determining a series driving split according to the parallel driving split.
Optionally, the energy management inputs include a battery continuous discharge power map, a vehicle accelerator pedal map, and an engine universal characteristic curve; the determining parallel drive split from the energy management input includes:
determining an optimal economic interval of the engine according to the universal characteristic curve of the engine;
and determining the parallel driving torsion according to the optimal economic interval, the battery continuous discharge power map and the whole vehicle accelerator pedal map.
Optionally, the determining parallel drive split from the energy management input further comprises: and determining a parallel drive vehicle speed range according to the energy management input so as to distinguish the parallel drive split from the series drive split.
Optionally, the engine torque split control method further includes: when the engine cannot meet the driving requirement and the electric quantity maintaining requirement according to the serial driving split buttons, the engine is controlled according to the parallel driving split buttons.
Optionally, the determining the series drive split according to the parallel drive split includes:
determining a first speed series driving split corresponding to a second accelerator interval according to the parallel driving split;
determining a second speed serial driving split corresponding to a first accelerator interval and a third speed serial driving split corresponding to the first accelerator interval according to the first speed serial driving split, wherein the second accelerator interval is larger than the first accelerator interval, the engine speed corresponding to the first speed serial driving split is larger than the engine speed corresponding to the second speed serial driving split, and the engine speed corresponding to the second speed serial driving split is larger than the engine speed corresponding to the third speed serial driving split.
Optionally, the determining the first speed serial driving split corresponding to the second accelerator interval according to the parallel driving split includes: and converting the parallel driving torque divider into the first-speed serial driving torque divider according to a serial-parallel torque switching method.
Optionally, the determining the second speed serial driving split and the third speed serial driving split corresponding to the first accelerator interval according to the first speed serial driving split includes: and enabling the running driving power corresponding to the second speed serial driving split and the third speed serial driving split to be smaller than or equal to the power generated by the engine so as to determine the second speed serial driving split and the third speed serial driving split.
Optionally, the engine torque split control method further includes: determining a split corresponding to a third throttle interval according to the serial driving split or the parallel driving split, wherein the third throttle interval is larger than the second throttle interval.
Optionally, the engine torque split control method further includes: when the engine cannot meet the preset acceleration requirement according to the series driving split torque, the engine is controlled according to the split torque corresponding to the third accelerator interval.
In a second aspect, the present application provides an engine torque split control system comprising a computer readable storage medium storing a computer program and a processor, the computer program when read and run by the processor implementing an engine torque split control method as described above.
In a third aspect, the present application provides an engine comprising an engine split control system as described above.
In a fourth aspect, the application provides a vehicle comprising an engine as described above.
The application determines the parallel driving split torque, namely the split torque of the parallel driving, and can determine the boundary of the series driving through the energy management input, thereby realizing multi-section and discrete split torque, realizing balanced engine split torque control, utilizing the optimal economic interval of the engine as widely as possible, enabling the engine torque to be distributed in the economic interval, reducing the running rotating speed of the engine and enabling the comfort of the whole vehicle to be more in line with the performance requirement of the electric automobile.
Drawings
FIG. 1 is a flow chart of an engine torque split control method according to an embodiment of the present application;
FIG. 2 is a map of the accelerator pedal of the whole vehicle according to an embodiment of the present application;
FIG. 3 is a schematic diagram of parallel driving split torque according to an embodiment of the present application;
fig. 4 is a schematic diagram of a large throttle split torsion according to an embodiment of the present application.
Detailed Description
The following briefly describes the design concept of the embodiment of the present application.
The dual motor hybrid system is an advanced automotive hybrid system that can provide more efficient power output and superior drivability while also improving fuel economy and reducing emissions. With the increase of the thermal efficiency of the engine, the two-motor Hybrid system is widely used in PHEV (Plug-in Hybrid Vehicle) and HEV (Hybrid Vehicle).
In the double-motor hybrid system, the working point of the engine can be stably maintained in a high-efficiency area through a steady-state split torque oil technology, the throttle is changed, but the split torque of the engine is stable, and the split torque fluctuation of the engine is reduced. However, the current steady state torque split is not fully combined with the engine efficiency and the motor efficiency for torque split, or a direct drive scheme is not available, and only the power-driven torque split is available, so that the improvement is still needed.
In order that the above objects, features and advantages of the application will be readily understood, a more particular description of the application will be rendered by reference to specific embodiments thereof which are illustrated in the appended drawings.
As shown in fig. 1, an embodiment of the present application provides an engine torque split control method, including:
an energy management input is obtained, and a parallel drive split is determined according to the energy management input.
Specifically, in the engine split control, the parallel drive split, that is, the split torque of the parallel drive, is first defined by the energy management input. The energy management inputs may include a battery sustained discharge power map, a vehicle accelerator pedal map, and an engine universal characteristic curve, and as shown in fig. 3 and 4, an optimal economic section of the engine, that is, a minimum circle including a series driving split and a parallel driving split, may be determined according to the engine universal characteristic curve, and the engine may operate in a balanced manner of optimal fuel efficiency and power output within the optimal economic section; after the optimal economic interval of the engine is determined, the speed and torque range corresponding to the parallel driving torque divider can be determined by combining a battery continuous discharge power map and a whole vehicle accelerator pedal map.
The double-motor hybrid system comprises an engine, a generator and a driving motor, wherein the working modes of the engine are different in a serial driving mode and a parallel driving mode, for example, the torque for generating power for the engine is not too large in a low-speed small throttle interval, and the power generation torque of the engine is used for driving except for the driving in a medium-speed small throttle interval, so that the balance of the whole vehicle SOC (State of Charge) is ensured; under the middle-high speed and middle-low accelerator interval, the power generation torque distributed by the engine is applied to driving and battery charging, and the working condition engine torque distribution principle is that most driving working conditions are met, and insufficient power can be supplemented by battery discharging; when the SOC drops faster and needs to be driven mainly, the whole vehicle enters parallel driving, the power generation motor is 0 power, the engine participates in direct driving, the driving motor is used for driving or generating power at the moment, the torque of the engine is kept unchanged on the basis of original serial torsion, the rotating speed of the engine is released, and the direct driving speed and power of the engine are increased; when the driver has strong accelerator demand, the torque divider mainly meets the dynamic demand, and the engine speed and the engine torque divider are completely released.
And determining a series driving split according to the parallel driving split.
Specifically, by determining the split torque of the parallel driving, as shown in fig. 3 and fig. 4, the series driving split torque and the parallel driving split torque are continuous in the engine rotation speed and torque, so that the boundary of the series driving can be determined, thereby realizing the split torque of multi-section (such as the parallel driving split torque, the middle and high speed small accelerator series driving split torque, the middle and low speed small accelerator series driving split torque) and discretization (the series driving split torque can be discretely distributed), realizing balanced engine split torque control, and utilizing the optimal economic interval of the engine as widely as possible (see the best economic interval explanation below), so that the engine torque can be distributed in the economic interval, the engine running rotation speed can be reduced, and the comfort of the whole automobile can be more in line with the performance requirements of the electric automobile.
Wherein the optimal economy interval of the engine means that the engine can be operated in a balanced manner of optimal fuel efficiency and power output in this interval. That is, when the engine is operated in this interval, it is possible to provide a sufficient power output with minimum fuel consumption, thereby achieving optimal fuel economy.
Generally, the optimal economy class is typically in the low speed range because at low speeds, the engine can more efficiently utilize fuel and produce sufficient torque output while also reducing noise and vibration. In actual driving, the optimal economic section of the engine can help a driver to adjust the driving mode and the vehicle speed through an economic indicator or a fuel economy display on an instrument panel so as to achieve higher fuel economy and reduce exhaust emission.
It should be noted that under different driving conditions, the optimal economic range of the engine may also be different, and needs to be adjusted according to actual situations.
Optionally, the energy management inputs include a battery continuous discharge power map, a vehicle accelerator pedal map, and an engine universal characteristic curve; the determining parallel drive split from the energy management input includes:
and determining the optimal economic interval of the engine according to the universal characteristic curve of the engine.
Specifically, the battery continuous discharge power map, the whole vehicle accelerator pedal map and the universal characteristic curve of the engine are taken as basic input of energy management, which is important in a double-motor hybrid system engine torque dividing strategy, so that the embodiment determines parallel driving torque dividing according to the input.
As shown in connection with fig. 3 and 4, in the engine universal characteristic, the smallest circle represents the optimal economy interval of the engine, in which the engine can be operated in a balanced manner of optimal fuel efficiency and power output, so that the series-drive split and the parallel-drive split are generally in the optimal economy interval.
And determining the parallel driving torsion according to the optimal economic interval, the battery continuous discharge power map and the whole vehicle accelerator pedal map.
Specifically, after the optimal economic interval of the engine is determined, the speed and torque range corresponding to the parallel driving torque divider can be determined by combining the battery continuous discharge power map and the whole vehicle accelerator pedal map, so that the parallel driving torque divider is determined.
The map of the battery continuous discharge power is generally determined by evaluating the power of the power battery at different temperatures of different SOCs (states of Charge), and can be visually represented in table 1 below.
TABLE 1 Battery continuous discharge Power Meter
| T/SOC | 0.10 | 0.15 | 0.20 | 0.25 | 0.30 | 0.35 | 0.45 | 0.55 | 0.65 | 0.75 | 0.85 | 0.95 | 1.00 |
| -31℃ | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
| -30℃ | 0.00 | 0.90 | 1.81 | 4.53 | 6.34 | 6.34 | 6.34 | 6.34 | 6.34 | 6.34 | 6.34 | 6.34 | 6.34 |
| -20℃ | 0.00 | 0.90 | 1.81 | 4.53 | 6.34 | 6.34 | 6.34 | 6.34 | 6.34 | 6.34 | 6.34 | 6.34 | 6.34 |
| -10℃ | 0.00 | 1.80 | 6.36 | 12.93 | 12.93 | 12.93 | 12.93 | 12.93 | 12.93 | 12.93 | 12.93 | 12.93 | 12.93 |
| 0℃ | 0.00 | 4.45 | 12.81 | 25.80 | 25.80 | 25.80 | 25.80 | 25.80 | 25.80 | 25.80 | 25.80 | 25.80 | 25.80 |
| 10℃ | 0.00 | 8.87 | 25.68 | 36.00 | 36.00 | 36.00 | 36.00 | 36.00 | 36.00 | 36.00 | 36.00 | 36.00 | 36.00 |
| 25℃ | 0.00 | 36.00 | 36.00 | 36.00 | 36.00 | 36.00 | 36.00 | 36.00 | 36.00 | 36.00 | 36.00 | 36.00 | 36.00 |
| 45℃ | 0.00 | 25.68 | 36.00 | 36.00 | 36.00 | 36.00 | 36.00 | 36.00 | 36.00 | 36.00 | 36.00 | 36.00 | 36.00 |
| 50℃ | 0.00 | 25.00 | 25.00 | 25.00 | 25.00 | 25.00 | 25.00 | 25.00 | 25.00 | 25.00 | 25.00 | 25.00 | 25.00 |
| 55℃ | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 | 0.00 |
The map of the entire accelerator pedal map refers to a map between the accelerator pedal position and the engine speed in the engine control system of the automobile, and can help the engine control system to control the acceleration and the speed of the engine more accurately, as shown in fig. 2.
In the Engine universal characteristic curve, the ordinate indicates the Engine output Torque (Engine Torque), and the abscissa indicates the Engine Speed (Speed), as shown in fig. 3 and 4. The general characteristic curve of an engine is a curve describing the variation of important parameters such as engine output, torque, fuel consumption rate, and the like with the engine speed. It is one of the important bases for engine design and performance assessment. Typically, the general characteristic of an engine consists of two curves, namely the output power and torque curves. At low rotation speed, the torque curve of the engine shows an ascending trend, and the output power curve is relatively gentle; when the rotating speed increases to a certain point, the torque curve starts to decrease, and the output power curve shows a sharp rising trend; when the rotational speed increases again, the output power curve continues to rise, but the torque curve has fallen to a lower level. This point is referred to as the maximum power point of the engine, which is also the optimal operating point of the engine, where the engine can be operated at maximum power output and maximum efficiency.
The basic formula of each vehicle speed interval torsion is as follows:
P driving device ＝P Gtar *η G +P BatDcon *factor；
Wherein P is Driving device The driving power under the pedal map, namely the driving power of the whole vehicle, is expressed as a front input condition; p (P) Gtar The power of the power generation motor is represented, and the series power generation rotating speed range of the engine is basically fixed according to NVH requirements, so that the power generation motor can be determined by entering a parallel torsion point; η (eta) G Representing the efficiency of the power generation motor, wherein the power generation motor is a front input condition; p (P) BatDcon The continuous discharging or charging power of the power battery is represented as a front input condition; factor represents a protection factor, which can be calibrated, for example, in table 2, for protecting a battery against overdischarge, and is the rule that the higher the SOC, the larger the value, and the lower the SOC, the smaller the value.
TABLE 2 protection factor calibration table
| t(s)\SOC | 15％ | 20％ | 25％ | 30％ | 40％ | 50％ | 60％ |
| 5 | 0 | 0.2 | 0.2 | 0.3 | 0.5 | 1 | 2 |
| 10 | 0 | 0.2 | 0.2 | 0.3 | 0.5 | 1 | 2 |
| 20 | 0 | 0.2 | 0.2 | 0.3 | 0.5 | 1 | 2 |
| 30 | 0 | 0.2 | 0.2 | 0.3 | 0.5 | 1 | 2 |
| 40 | 0 | 0.2 | 0.2 | 0.3 | 0.5 | 1 | 2 |
| 50 | 0 | 0.2 | 0.2 | 0.3 | 0.5 | 1 | 2 |
| 60 | 0 | 0.2 | 0.2 | 0.3 | 0.5 | 1 | 2 |
After entering the parallel driving mode, the SOC drop condition needs to be considered:
∫P driving device dt＝∫P Gtar *η G dt+Δsoc*E Batt ；
P Gtar ＝T eng *n*η Tx /9550；
Wherein Delsoc is the variation of SOC within a certain time t, E Batt Representing battery capacity, T eng Represents input torque, n represents rotational speed, η Tx The engine power generation transfer efficiency is shown.
Optionally, the determining parallel drive split from the energy management input further comprises: and determining a vehicle speed range of parallel drive according to the energy management input so as to distinguish the parallel drive split from the series drive split.
Specifically, as shown in connection with fig. 3, the present embodiment determines the parallel-driven vehicle speed range (including the threshold value) from the energy management input, thereby separating the series, parallel vehicle speeds and torque intervals, after which the parallel torque distribution can be determined.
Optionally, the engine torque split control method further includes: when the engine cannot meet the driving requirement and the electric quantity maintaining requirement according to the serial driving split buttons, the engine is controlled according to the parallel driving split buttons.
Specifically, when the engine cannot meet the driving requirement and the electric quantity maintaining requirement according to the serial driving split torque in the serial driving mode, the engine enters a parallel driving mode, the engine is controlled according to the parallel driving split torque, at the moment, the engine speed is not limited to an optimal economic interval any more, positive correlation change can be carried out along with the vehicle speed, but the engine torque is still the same as that of the serial driving mode; in the parallel driving mode, the power generation motor is 0 power, the engine participates in direct driving, the driving motor is used for driving or generating power at the moment, the torque of the engine is kept unchanged on the basis of original serial torsion, the rotating speed of the engine is released, and the direct driving speed and power of the engine are increased.
The low-speed small throttle serial driving split torque is generally applied to urban working conditions, the split torque condition is adopted after the engine is started, the driving power of the working conditions is small, and the torque for generating power for the engine is not too large; the medium-speed small throttle serial driving torque-dividing corresponds to the condition that the vehicle speed is lower than 80kph and the vehicle is stably advanced, the driving power is smaller at the moment, the power generation torque of the engine is used for driving, the battery electric quantity is supplemented, and the balance of the whole vehicle SOC is ensured; the vehicle speed and the accelerator range related to the series driving torsion of the medium and high speed small accelerator are wider, the vehicle speed and the accelerator range are basically applied to the working condition of medium vehicle speed acceleration, the power generation torque distributed by the engine is applied to driving and battery charging at the moment, and the principle of engine torque distribution in the working condition is that most driving working conditions are met, and insufficient power can be supplemented by battery discharging.
Optionally, the determining the series drive split according to the parallel drive split includes:
and determining a first speed series driving split corresponding to the second accelerator interval according to the parallel driving split.
Specifically, after the parallel driving split is determined, the first speed series driving split corresponding to the second accelerator interval, that is, the middle-high speed and middle-low accelerator series driving split, is determined, and the middle-high and middle-low accelerator series driving split is corresponding to the middle-high speed and middle-low accelerator interval, as shown in fig. 2 to 4.
Determining a second speed serial driving split corresponding to a first accelerator interval and a third speed serial driving split corresponding to the first accelerator interval according to the first speed serial driving split, wherein the second accelerator interval is larger than the first accelerator interval, the engine speed corresponding to the first speed serial driving split is larger than the engine speed corresponding to the second speed serial driving split, and the engine speed corresponding to the second speed serial driving split is larger than the engine speed corresponding to the third speed serial driving split.
Specifically, after the series driving split of the middle and high speed small accelerator is determined, the series driving split of the second speed and the series driving split of the third speed corresponding to the first accelerator interval, namely the series driving split of the middle and small accelerator and the series driving split of the low speed small accelerator, can be determined.
Optionally, the determining the first speed serial driving split corresponding to the second accelerator interval according to the parallel driving split includes: and converting the parallel driving torque divider into the first-speed serial driving torque divider according to a serial-parallel torque switching method.
Specifically, after the parallel driving split torque is determined, according to the method of switching the series-parallel torque without change, the first speed series driving split torque corresponding to the first accelerator interval can be determined.
Optionally, the determining the second speed serial driving split and the third speed serial driving split corresponding to the first accelerator interval according to the first speed serial driving split includes: and enabling the running driving power corresponding to the second speed serial driving split and the third speed serial driving split to be smaller than or equal to the power generated by the engine so as to determine the second speed serial driving split and the third speed serial driving split.
Specifically, the driving power of the low-speed and medium-speed small throttle running of the whole vehicle is smaller than or equal to the power generated by the engine, so that the series driving torque divider of the medium-speed small throttle and the series driving torque divider of the low-speed small throttle can be determined. The low-speed small accelerator serial driving torque is used as a limit value of a low-speed small accelerator serial driving torque and a low-speed small accelerator serial driving torque, the low-speed small accelerator serial driving torque and the low-speed small accelerator serial driving torque cannot exceed the speed and torque of the low-speed small accelerator serial driving torque, meanwhile, the power generation power of the engine can be determined according to the universal characteristic curve of the engine, and the low-speed small accelerator serial driving torque can be determined as long as the driving power corresponding to the low-speed small accelerator serial driving torque and the low-speed small accelerator serial driving torque is smaller than or equal to the power generation power of the engine.
Under the serial driving working condition, the whole vehicle runs and is driven by the driving motor, and the power generated by the engine only needs to cover the driving power.
Optionally, the engine torque split control method further includes: determining a split corresponding to a third throttle interval according to the serial driving split or the parallel driving split, wherein the third throttle interval is larger than the second throttle interval.
Specifically, as shown in fig. 4, the torque can be not limited to the economic engine section (the torque can enter the large throttle split torsion curve from the serial driving split torsion and enter the large throttle split torsion line from the parallel driving split torsion) by combining the large throttle split torsion corresponding to the third throttle section, and the engine torque rises or falls from the original steady-state torque with a certain gradient, so that the engine speed and split torsion are enlarged, the serial power generation is improved, and the driving requirement of the whole vehicle is met.
Optionally, the engine torque split control method further includes: when the engine cannot meet the preset acceleration requirement according to the series driving split torque, the engine is controlled according to the split torque corresponding to the third accelerator interval.
Specifically, when a driver needs larger torque or accelerates a large accelerator, the engine is controlled according to the split torque corresponding to the third accelerator interval, the split torque mainly meets the dynamic demand, and the engine rotating speed and the engine split torque are completely released, so that the power generation power range is enlarged, and the power consumption demand of the whole vehicle is met.
Another embodiment of the present application provides an engine torque split control system including a computer readable storage medium storing a computer program and a processor, the computer program implementing the engine torque split control method as described above when read and executed by the processor.
Another embodiment of the present application provides an engine including an engine torque split control system as described above.
Another embodiment of the application provides a vehicle comprising an engine as described above.
Although the application is disclosed above, the scope of the application is not limited thereto. Various changes and modifications may be made by one skilled in the art without departing from the spirit and scope of the application, and these changes and modifications will fall within the scope of the application.
Claims (12)
1. An engine torque split control method, comprising:
acquiring energy management input, and determining parallel driving split buttons according to the energy management input;
and determining a series driving split according to the parallel driving split.
2. The engine split torque control method of claim 1, wherein the energy management inputs include a battery sustained discharge power map, a vehicle accelerator pedal map, and an engine universal characteristic; the determining parallel drive split from the energy management input includes:
determining an optimal economic interval of the engine according to the universal characteristic curve of the engine;
and determining the parallel driving torsion according to the optimal economic interval, the battery continuous discharge power map and the whole vehicle accelerator pedal map.
3. The engine split control method of claim 1 or 2, wherein the determining a parallel drive split from the energy management input further comprises:
and determining a vehicle speed range of parallel drive according to the energy management input so as to distinguish the parallel drive split from the series drive split.
4. The engine torque distribution control method according to claim 1, characterized by further comprising:
when the engine cannot meet the driving requirement and the electric quantity maintaining requirement according to the serial driving split buttons, the engine is controlled according to the parallel driving split buttons.
5. The engine torque split control method according to claim 1, wherein said determining a series drive torque split from said parallel drive torque split comprises:
determining a first speed series driving split corresponding to a second accelerator interval according to the parallel driving split;
determining a second speed serial driving split corresponding to a first accelerator interval and a third speed serial driving split corresponding to the first accelerator interval according to the first speed serial driving split, wherein the second accelerator interval is larger than the first accelerator interval, the engine speed corresponding to the first speed serial driving split is larger than the engine speed corresponding to the second speed serial driving split, and the engine speed corresponding to the second speed serial driving split is larger than the engine speed corresponding to the third speed serial driving split.
6. The engine torque sharing control method according to claim 5, wherein the determining the first speed series driving torque sharing corresponding to the second accelerator interval according to the parallel driving torque sharing includes:
and converting the parallel driving torque divider into the first-speed serial driving torque divider according to a serial-parallel torque switching method.
7. The engine split control method according to claim 5, wherein the determining the second speed series drive split and the third speed series drive split corresponding to the first accelerator interval from the first speed series drive split includes:
and enabling the running driving power corresponding to the second speed serial driving split and the third speed serial driving split to be smaller than or equal to the power generated by the engine so as to determine the second speed serial driving split and the third speed serial driving split.
8. The engine torque distribution control method according to claim 5, characterized by further comprising:
determining a split corresponding to a third throttle interval according to the serial driving split or the parallel driving split, wherein the third throttle interval is larger than the second throttle interval.
9. The engine torque distribution control method according to claim 8, characterized by further comprising:
when the engine cannot meet the preset acceleration requirement according to the series driving split torque, the engine is controlled according to the split torque corresponding to the third accelerator interval.
10. An engine split control system comprising a computer readable storage medium storing a computer program and a processor, the computer program when read and executed by the processor implementing the engine split control method of any one of claims 1 to 9.
11. An engine comprising the engine torque distribution control system of claim 10.
12. A vehicle comprising the engine of claim 11.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310883399.1A CN117022241A (en) | 2023-07-18 | 2023-07-18 | Engine torque dividing control method and system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310883399.1A CN117022241A (en) | 2023-07-18 | 2023-07-18 | Engine torque dividing control method and system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN117022241A true CN117022241A (en) | 2023-11-10 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202310883399.1A Pending CN117022241A (en) | 2023-07-18 | 2023-07-18 | Engine torque dividing control method and system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN117022241A (en) |
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2023
- 2023-07-18 CN CN202310883399.1A patent/CN117022241A/en active Pending
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