CN118025127B

CN118025127B - Control method, device, medium and equipment for double-motor hybrid electric vehicle

Info

Publication number: CN118025127B
Application number: CN202410379684.4A
Authority: CN
Inventors: 崔环宇; 唐如意; 黄大飞; 郑登磊; 李良浩; 唐杰; 师合迪; 庞维
Original assignee: Chongqing Selis Phoenix Intelligent Innovation Technology Co ltd
Current assignee: Chongqing Selis Phoenix Intelligent Innovation Technology Co ltd
Priority date: 2024-03-29
Filing date: 2024-03-29
Publication date: 2024-07-19
Anticipated expiration: 2044-03-29
Also published as: CN118025127A

Abstract

The application discloses a control method of a double-motor hybrid electric vehicle, which comprises the following steps: acquiring first state information of a vehicle; determining an activation state of a parallel switching series interrupt process based on first running state information of the vehicle; when the parallel switching series interrupt processing is in an activated state, controlling a vehicle to execute the parallel switching series interrupt processing; judging whether the parallel switching series interruption processing is completed or not; and when the parallel switching series interruption processing is completed, controlling the vehicle to run in a parallel mode. According to the application, through the whole vehicle state information acquired by the whole vehicle control unit, whether the parallel switching series interruption activation condition is met is judged, after the activation condition is met and the interruption processing is executed, whether the parallel switching series interruption processing is completed and the parallel switching series interruption processing runs in a parallel mode after the completion is judged, so that the defect that the parallel mode of the hybrid power system is frequently switched into the series mode is realized, and the adaptability of the hybrid power system mode in the aspect of intention change is improved.

Description

Control method, device, medium and equipment for double-motor hybrid electric vehicle

Technical Field

The application relates to the technical field of vehicles, in particular to a control method, a device, a medium and equipment of a double-motor hybrid electric vehicle.

Background

The market ratio of plug-in hybrid electric vehicles is improved year by year, and a dual-motor hybrid power system is especially favored by consumers, and the dual-motor hybrid electric vehicle has two sets of power sources which can completely cover various driving working conditions. In the operation process of the dual-motor hybrid power system, in order to fully reflect the operation intention of a driver, the parallel mode of the hybrid power system may be frequently switched into the series mode. If no corresponding parallel switching series interruption treatment measures are adopted, the hybrid power system is extremely easy to fall into dead circulation, the hybrid power system is caused to generate adverse effects of high energy consumption, low efficiency, poor NVH (Noise Vibration, harshness HARSHNESS) and the like, the running function fault of the whole vehicle is triggered, and the driving experience of people is greatly influenced.

Disclosure of Invention

In view of the above-mentioned drawbacks of the prior art, an object of the present application is to provide a control method, apparatus, medium and device for a dual-motor hybrid vehicle, which are used for solving at least one problem existing in the prior art.

To achieve the above and other related objects, the present application provides a control method of a two-motor hybrid vehicle, the method comprising:

acquiring first state information of a vehicle;

Determining an activation state of a parallel switching series interrupt process based on first running state information of the vehicle; wherein the activation state includes activated and deactivated; the process of switching from the parallel mode to the series mode comprises an intermediate mode, wherein the parallel switching series interruption process indicates that the parallel mode is switched to the intermediate mode and then the intermediate mode is switched to the parallel mode;

when the parallel switching series interrupt processing is in an activated state, controlling a vehicle to execute the parallel switching series interrupt processing;

Judging whether the parallel switching series interruption processing is completed or not;

and when the parallel switching series interruption processing is completed, controlling the vehicle to run in a parallel mode.

In an embodiment of the present invention, the first status information includes: actual gear, actual operation mode, target operation mode, current vehicle speed, operation state of clutch, target driving power of whole vehicle and current battery residual capacity; when the activation condition is met, the parallel switching series interrupt processing is in an activation state; the activation conditions include:

The actual gear is D gear;

The actual operation mode is a parallel mode;

the target operation modes are connected in series;

The minimum speed limit value of the parallel mode is less than or equal to the current speed and less than or equal to the maximum speed limit value of the parallel mode;

The running state of the clutch is in the separation;

the serial mode driving power is less than the target driving power of the whole vehicle and less than the parallel mode driving power;

the current battery residual capacity is equal to or greater than the maximum battery residual capacity in the series mode.

In an embodiment of the present invention, the determining whether the parallel switching series interrupt processing is completed includes:

Acquiring second state information of the vehicle, wherein the second state information comprises: the method comprises the following steps of a target operation mode, an operation state of a clutch, actual torque of a crankshaft, actual torque of a front driving motor and required torque of the whole vehicle;

and when the target operation mode is a parallel mode, the operation state of the clutch is combined, and the sum of the actual torque of the crankshaft and the actual torque of the front driving motor is equal to the required torque of the whole vehicle, the parallel switching series interruption processing is completed.

In one embodiment of the present invention, a method of determining an operating state of the clutch includes:

acquiring the flywheel end torque of an engine, the actual torque of a generator, the speed ratio of the engine to the generator and the running influence factor of the whole vehicle;

calculating the actual torque of a crankshaft according to the flywheel end torque of the engine, the actual torque of the generator and the speed ratio of the engine to the generator;

Calculating a clutch target torque according to the actual torque of the crankshaft and the whole vehicle operation influence factor;

determining clutch target pressure according to a correlation between clutch target torque and a pre-calibrated relation, wherein the correlation represents a corresponding relation between clutch torque and clutch pressure;

Controlling clutch actual pressure to follow the clutch target pressure;

and determining the running state of the clutch according to the actual pressure of the clutch and the preset pressure value, and when the actual pressure of the clutch is larger than the preset pressure value, determining the running state of the clutch as combined.

In an embodiment of the present invention, the method further includes:

And when the parallel switching series interruption process is in an activated state, redistributing the torque of the driving component in the parallel mode, wherein the torque of the driving component comprises the target rapid torque of the engine and the target torque of the front driving motor.

In an embodiment of the present invention, the redistributing the torque of the driving part in the parallel mode includes:

The method comprises the steps of obtaining a whole vehicle required torque Tq _VehReq, an engine transmission speed ratio r _EngTrsm, an engine fusion torque Tq _EngFusn, an engine flywheel end torque Tq _EngAct, a front driving motor transmission speed ratio r _Fmcu, a driving intention fusion factor K _Fusm, an engine economical torque Tq _EngEco and an engine dynamic torque Tq _EngPwr; wherein, the engine fusion torque Tq _EngFusn refers to the fusion torque of the engine dynamic torque Tq _EngPwr and the engine economic torque Tq _EngEco;

calculating an engine target rapid torque Tq _EngFastReq according to the whole vehicle required torque Tq _VehReq, the engine transmission speed ratio r _EngTrsm, the engine fusion torque Tq _EngFusn, the engine maximum torque Tq _EngMax, the driving intention fusion factor K _Fusm, the engine economical torque Tq _EngEco and the engine dynamic torque Tq _EngPwr;

Tq_EngFusn＝Tq_EngEco×(1-K_Fusm)+Tq_EngPwr×K_Fusm

Calculating a front drive motor target torque Tq _FmcuReq according to the whole vehicle required torque Tq _VehReq, the engine flywheel end torque Tq _EngAct, the engine transmission speed ratio r _EngTrsm and the front drive motor transmission speed ratio r _Fmcu;

in an embodiment of the present invention, the method further includes: and analyzing the driving intention fusion factor based on a fuzzy control algorithm according to the opening change rate of the accelerator pedal and the longitudinal acceleration of the whole vehicle.

In an embodiment of the present invention, the step of analyzing the driving intention fusion factor based on a fuzzy control algorithm according to an accelerator opening change rate and a longitudinal acceleration of the whole vehicle includes:

taking the opening change rate of the accelerator pedal and the longitudinal acceleration of the whole vehicle as input variables of a fuzzy controller, and taking the driving intention fusion factor as output variables of the fuzzy controller;

Determining a first membership function corresponding to the opening change rate of an accelerator pedal, a second membership function corresponding to the longitudinal acceleration of the whole vehicle and a third membership function corresponding to a driving intention fusion factor;

establishing fuzzy control rules corresponding to the first membership function, the second membership function and the third membership function;

And de-blurring the driving intention fusion factor based on the fuzzy control rule, and converting the driving intention fusion factor into an actual value through the membership function reflection.

To achieve the above and other related objects, the present application provides a dual motor hybrid vehicle control apparatus comprising:

the first information acquisition module is used for acquiring first state information of the vehicle;

An interrupt processing activation judgment module for determining an activation state of parallel switching series interrupt processing based on first running state information of the vehicle; wherein the activation state includes activated and deactivated; the process of switching from the parallel mode to the series mode comprises an intermediate mode, wherein the parallel switching series interruption process indicates that the parallel mode is switched to the intermediate mode and then the intermediate mode is switched to the parallel mode;

the interrupt processing execution control module is used for controlling a vehicle to execute the parallel switching serial interrupt processing when the parallel switching serial interrupt processing is in an activated state;

the interrupt processing completion judging module is used for judging whether the parallel switching serial interrupt processing is completed or not;

and the running mode control module is used for controlling the vehicle to run in the parallel mode when the parallel switching series interruption processing is completed.

To achieve the above and other related objects, the present application provides a control apparatus for a two-motor hybrid vehicle, comprising:

One or more processors; and

A memory for storing one or more programs that, when executed by the one or more processors, cause the memory to implement the method.

To achieve the above and other related objects, the present application provides one or more machine-readable media having instructions stored thereon, which when executed by one or more processors, cause the processors to perform the described methods.

As described above, the control method, the device, the medium and the equipment for the double-motor hybrid electric vehicle provided by the application have the following beneficial effects:

The application relates to a control method of a double-motor hybrid electric vehicle, which comprises the following steps: acquiring first state information of a vehicle; determining an activation state of a parallel switching series interrupt process based on first running state information of the vehicle; wherein the activation state includes activated and deactivated; the process of switching from the parallel mode to the series mode comprises an intermediate mode, wherein the parallel switching series interruption process indicates that the parallel mode is switched to the intermediate mode and then the intermediate mode is switched to the parallel mode; when the parallel switching series interrupt processing is in an activated state, controlling a vehicle to execute the parallel switching series interrupt processing; judging whether the parallel switching series interruption processing is completed or not; and when the parallel switching series interruption processing is completed, controlling the vehicle to run in a parallel mode. Based on the whole vehicle state information acquired by the whole vehicle control unit of the hybrid power system, whether the parallel switching series interruption activation condition is met or not is judged, after the activation condition is met and the interruption processing is executed, whether the parallel switching series interruption processing is completed and the parallel switching series interruption processing runs in a parallel mode after the completion is judged, so that the defect that the parallel mode of the hybrid power system is frequently switched into a series mode is overcome, and the adaptability of the hybrid power system mode in the aspect of intention change is improved.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the application as claimed.

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 of the present application 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.

FIG. 1 is a schematic illustration of an exemplary dual motor hybrid vehicle control method environment in which the present application may be implemented;

FIG. 2 is a flow chart of an exemplary method for controlling a two-motor hybrid vehicle according to the present application;

FIG. 3 is a flow chart of an exemplary clutch operating condition determination method of the present application;

FIG. 4 is a flow chart of an exemplary interrupt handling post-activation speed control of the present application;

FIG. 5 is a flow chart of an exemplary torque redistribution of the present application;

FIG. 6 is a schematic representation of an exemplary engine universal characteristic of the present application;

FIG. 7 is a flow chart of an exemplary solution to driving intent fusion factor in accordance with the present application;

FIG. 8 is a block diagram of an exemplary two-motor hybrid vehicle control apparatus according to the present application;

FIG. 9 shows a schematic diagram of a computer system suitable for use in implementing the memory of an embodiment of the application.

Detailed Description

Further advantages and effects of the present application will become readily apparent to those skilled in the art from the disclosure herein, by referring to the accompanying drawings and the preferred embodiments. The application may be practiced or carried out in other embodiments that depart from the specific details, and the details of the present description may be modified or varied from the spirit and scope of the present application. It should be understood that the preferred embodiments are presented by way of illustration only and not by way of limitation.

It should be noted that the illustrations provided in the following embodiments merely illustrate the basic concept of the present application by way of illustration, and only the components related to the present application are shown in the drawings and are not drawn according to the number, shape and size of the components in actual implementation, and the form, number and proportion of the components in actual implementation may be arbitrarily changed, and the layout of the components may be more complicated.

In the following description, numerous details are set forth in order to provide a more thorough explanation of embodiments of the present application, it will be apparent, however, to one skilled in the art that embodiments of the present application may be practiced without these specific details, in other embodiments, well-known structures and devices are shown in block diagram form, rather than in detail, in order to avoid obscuring the embodiments of the present application.

The market ratio of plug-in hybrid electric vehicles is improved year by year, and a dual-motor hybrid power system is especially favored by consumers, and the dual-motor hybrid electric vehicle has two sets of power sources which can completely cover various driving working conditions. In the operation process of the dual-motor hybrid power system, in order to fully reflect the operation intention of a driver, the parallel mode of the hybrid power system may be frequently switched into the series mode. If no corresponding parallel switching series interruption treatment measures are adopted, the hybrid power system is extremely easy to fall into dead circulation, the hybrid power system is caused to generate adverse effects such as high energy consumption, low efficiency and poor NVH, the running function fault of the whole vehicle is triggered, and the driving experience of people is greatly influenced. Based on the defects, the application provides a control method of a double-motor hybrid electric vehicle, which is used for solving the problems of the existing hybrid electric system that the energy consumption is high, the efficiency is low, the NVH is poor and the like, and the failure of the running function of the whole vehicle is triggered.

Fig. 1 is a schematic diagram illustrating an implementation environment of a control method of a two-motor hybrid vehicle according to an exemplary embodiment of the present application. Referring to fig. 1, the implementation environment includes a vehicle control unit HCU (Hybrid Control Unit) and a data acquisition end 120, where the vehicle control unit HCU110 and the data acquisition end 120 communicate with each other through a local area network, and the vehicle control unit HCU110 receives data acquired by the data acquisition end 120. The method comprises the steps that a whole vehicle control unit HCU obtains whole vehicle state information, wherein the whole vehicle state information comprises accelerator pedal opening degree, actual gear, a gearbox oil temperature signal, front drive motor actual torque, front drive motor actual rotating speed, front drive motor maximum torque limit, engine actual rotating speed, engine flywheel end torque, engine maximum torque limit, battery 10s peak charge/discharge power and vehicle speed signal, actual running mode, hybrid power system target running mode, whole vehicle required torque, accessory actual power, running state signal of a clutch and the like; and then calculating the target driving power of the whole vehicle and the driving power of the series/parallel mode, judging whether the parallel switching series interruption activation condition is met currently, executing the generator rotating speed control interruption processing, executing the torque redistribution control of the parallel mode driving part based on the fuzzy controller, correctly controlling the clutch to execute the oil filling and the combination instruction along with the engine, and completing the judgment of the parallel switching series interruption processing condition, thereby realizing the parallel switching series interruption processing control target of the hybrid power system mode and improving the adaptability of the hybrid power system mode in the aspect of intention change.

It should be understood that the number of the complete vehicle control units HCU110 and the data collection terminals 120 in fig. 1 is merely illustrative. There may be any number of data collection terminals 120 as desired.

Referring to fig. 2, fig. 2 is a flowchart illustrating a control method of a two-motor hybrid vehicle according to an exemplary embodiment of the present application. The method can be applied to the implementation environment shown in fig. 1 and is specifically executed by the terminal device in the implementation environment. It should be understood that the method may be adapted to other exemplary implementation environments and be specifically executed by devices in other implementation environments, and the implementation environments to which the method is adapted are not limited by the present embodiment.

Referring to fig. 2, fig. 2 is a flowchart of an exemplary control method of a dual-motor hybrid vehicle according to the present application, the control method at least includes steps S210 to S240, and the following details are described:

Step S210, acquiring first state information of a vehicle;

The first state information may be acquired by the vehicle control unit HCU, and may be acquired directly, or indirectly. The indirect mode refers to that corresponding data are acquired through other data acquisition terminals, and then the corresponding data are transmitted to the vehicle control unit HCU through the data acquisition terminals.

Step S220, determining an activation state of parallel switching series interruption processing based on first running state information of the vehicle; wherein the activation state includes activated and deactivated; the process of switching from the parallel mode to the series mode comprises an intermediate mode, and the parallel switching series interruption process indicates that the parallel mode is switched to the intermediate mode and then the intermediate mode is switched to the parallel mode;

The intermediate mode refers to an intermediate state during switching from the parallel mode to the series mode. For example, in the process of switching from the mode a to the mode C, the process of switching from the mode a to the mode C is interrupted under the control of the vehicle, and then the corresponding state at the time of interruption is defined as an intermediate mode. The parallel switching series interrupt process means that the parallel mode is switched to the intermediate mode and then the intermediate mode is switched to the parallel mode, that is, when the interrupt process is activated, the vehicle is not switched to the series mode from the parallel mode, is switched to the parallel mode from the series mode, is directly switched to the intermediate mode from the parallel mode, and is switched to the parallel mode from the intermediate mode.

In one embodiment, the first state information includes: actual gear, actual operation mode, target operation mode, current vehicle speed, operation state of clutch, target driving power of whole vehicle and current battery residual capacity; when the activation condition is met, the parallel switching series interruption processing is in an activation state; the activation conditions include: the actual gear is a D gear, the actual running mode is a parallel mode, the target running mode is a series connection mode, the minimum vehicle speed limit value of the parallel mode is less than or equal to the current vehicle speed limit value of the parallel mode, the maximum vehicle speed limit value of the parallel mode, the running state of the clutch is in separation, the driving power of the series connection mode is less than the target driving power of the whole vehicle and less than or equal to the driving power of the parallel mode, and the residual electric quantity of the current battery is more than or equal to the maximum battery residual capacity of the series connection mode.

After the parallel switching series interrupt process is activated, the target operation mode is set to the parallel mode, and the interrupt flag bit is set to True.

In order to avoid overcharging of the power battery of the dual-motor hybrid power system and irreversible influence on the power battery, the whole vehicle control unit HCU sets the maximum SOC value of the series mode to 80%.

When any of the above conditions is not satisfied, the vehicle control unit HCU maintains the current hybrid system mode and exits the mode switching interrupt process.

When the actual gear is the D gear, the actual running mode is the parallel mode, the target running mode is the series mode, the minimum speed limit value of the parallel mode is less than or equal to the current speed and less than or equal to the maximum speed limit value of the parallel mode, the running state of the clutch is in separation, the series mode driving power is less than or equal to the whole vehicle target driving power and less than or equal to the parallel mode driving power, and any one condition of the current battery remaining capacity is not met, the parallel switching series interruption processing is in an inactive state, and the mode switching interruption processing is exited.

In an embodiment, the parallel mode minimum vehicle speed limit value and the parallel mode maximum vehicle speed limit value may be determined by the vehicle control unit HCU according to an engine idle speed, an engine maximum operating speed, a wheel rolling radius, and an engine transmission speed ratio;

Wherein, V _ParaMinLim is the minimum speed limit value of the parallel mode, V _ParaMaxLim is the maximum speed limit value of the parallel mode, n _EngIdle is the idle speed of the engine, n _Engmax is the maximum working speed of the engine, R _Whl is the rolling radius of wheels, and R _EngTrsm is the transmission speed ratio of the engine. In some embodiments, engine idle speed = 800rpm, engine maximum operating speed = 6000rpm. In other embodiments, the engine idle speed, the maximum engine operating speed may be set according to actual requirements.

In an embodiment, the whole vehicle control unit HCU analyzes the target driving power of the whole vehicle according to the required torque of the whole vehicle, the actual rotation speed of the front driving motor and the transmission speed ratio of the front driving motor;

Wherein P _VehReq is the target driving power of the whole vehicle, tq _VehReq is the required torque of the whole vehicle, n _FmcuAct is the actual rotating speed of the front driving motor, and r _Fmcu is the transmission speed ratio of the front driving motor.

In an embodiment, the vehicle control unit HCU analyzes the series mode driving power according to the battery charging/discharging capability, the accessory actual power and the front driving motor characteristics (including the actual power and the actual torque);

P_SerDrv＝P_ChrgMax+P_FmcuMax

P_ChrgMax＝P_PeakChrg10s-P_AcsyAct-P_FmcuAct

Wherein, P _SerDrv is the driving power of the series mode, P _ChrgMax is the maximum charging power of the battery, P _FmcuMax is the maximum power of the front driving motor, P _FmcuAct is the maximum power of the front driving motor, tq _FmcuAct is the actual torque of the front driving motor, n _FmcuAct is the actual rotating speed of the front driving motor, P _PeakDchrg10s is the 10s peak charging power of the battery, P _AcsyAct is the actual power of the accessory, and P _FmcuAct is the actual power of the front driving motor;

Wherein, the maximum power P of the front driving motor _FmcuMax

Wherein Tq _FmcuMaxLim is the maximum torque limit of the front motor, P _FmcuMax is the maximum power of the front driving motor, tq _FmcuMax is the maximum torque limit of the front driving motor, P _PeakDchrg10s is the peak discharge power of the battery 10s, and n _FmcuAct is the actual rotation speed of the front driving motor.

In an embodiment, the vehicle control unit HCU resolves the parallel mode driving power according to the battery discharging capability, the characteristics of the engine and the front driving motor;

P_ParaDrv＝P_EngMax+P_FmcuMax

Where P _ParaDrv is the parallel mode driving power, P _EngMax is the maximum engine power, P _FmcuMax is the maximum front drive motor power, tq _EngMax is the maximum engine torque limit, and n _EngAct is the actual engine speed.

Step S230, when the parallel switching series interrupt process is in an activated state, controlling the vehicle to execute the parallel switching series interrupt process;

That is, in the present application, when the parallel switching series interrupt process is in the activated state, the parallel mode is switched to the intermediate mode and then the intermediate mode is switched to the parallel mode in the process of switching the parallel mode to the series mode.

Step S240, judging whether the parallel switching series interrupt processing is completed;

In one embodiment, determining whether the parallel switch series interrupt process is complete includes:

acquiring second state information of the vehicle, wherein the second state information comprises: the method comprises the following steps of a target operation mode, an operation state of a clutch, engine flywheel end torque, front driving motor actual torque and whole vehicle required torque;

When the target operation mode is a parallel mode, the operation state of the clutch is combined, and the sum of the actual torque of the crankshaft and the actual torque of the front driving motor is equal to the required torque of the whole vehicle, the parallel switching and series interruption processing is completed.

When the target running mode of the hybrid power system is a parallel mode and the interrupt flag bit is True, according to the running state of the clutch, which is the combined state (the clutch pressure is more than or equal to 10 bar), the sum of the actual torque of the crankshaft (the torque of the flywheel end of the engine and the actual torque of the generator) and the actual torque of the front driving motor accords with (is equal to) the required torque of the whole vehicle.

Further, when the above conditions are not satisfied, that is, the target operation mode is a non-parallel mode, the operation state of the clutch is non-combination, the sum of the actual torque of the crankshaft and the actual torque of the front driving motor is not equal to the required torque of the whole vehicle, the HCU will maintain the actual operation mode of the current hybrid power system, freeze the interrupt flag bit, trigger the fault flag bit of the hybrid power system, and freeze the fault flag bit of the hybrid power system when the hybrid power system completes the mode switching again.

In step S250, when the parallel switching series interruption process is completed, the vehicle is controlled to travel in the parallel mode.

When the parallel switching and series interruption processing is completed, the whole vehicle control unit HCU sets the actual running mode of the hybrid power system to be a parallel mode, and freezes the interruption zone bit.

In one embodiment, when the interrupt processing completion condition is satisfied, the parallel switch series interrupt processing is completed; the interrupt processing completion conditions include:

Further, when the above conditions are not satisfied, the vehicle control unit HCU will keep the current actual running mode of the hybrid power system, freeze the interrupt flag bit, trigger the hybrid power system fault flag bit, and freeze the hybrid power system fault flag bit when the hybrid power system completes the mode switching again.

Referring to fig. 3, fig. 3 is a flowchart illustrating a method for determining an operating state of a clutch according to an embodiment of the application. In fig. 3, the clutch operation state determination method includes:

Step S310, obtaining the torque of an engine flywheel end, the actual torque of a generator, the speed ratio of the engine to the generator and the running influence factor of the whole vehicle;

Step S320, calculating the actual torque of a crankshaft according to the flywheel end torque of the engine, the actual torque of the generator and the speed ratio of the engine to the generator;

Tq_CrkSftAct＝Tq_EngAct+Tq_GcuAct×r_Gcu

wherein Tq _CrkSftAct is the actual torque of the crankshaft, tq _EngAct is the torque of the flywheel end of the engine, tq _GcuAct is the actual torque of the generator, and r _Gcu is the speed ratio from the engine to the generator;

step S330, calculating clutch target torque according to the actual torque of the crankshaft and the whole vehicle operation influence factor;

Tq_CluReq＝Tq_CrkSftAct(1+Fc_VehOpen)

Wherein Tq _CluReq is the actual torque of the clutch, and Fc _VehOpen is the whole vehicle operation influence factor;

Step S340, determining clutch target pressure according to a correlation between clutch target torque and pre-calibrated, wherein the correlation represents a corresponding relation between clutch torque and clutch pressure;

The corresponding relation between the clutch torque and the clutch pressure can be obtained through a clutch single load test, and the corresponding relation between the clutch torque and the clutch pressure can be represented by a clutch characteristic curve.

For example, a clutch torque A is set, and then a clutch pressure A is determined based on a clutch unit load test; setting a clutch torque B, and then determining a clutch pressure B based on a clutch monomer load test; and then determining a clutch pressure C based on a clutch monomer load test, and so on, and obtaining a clutch characteristic curve through a large number of tests, namely determining the association relation.

Step S340, controlling the clutch actual pressure to follow the clutch target pressure;

After the clutch target pressure is obtained, the clutch target pressure is sent to the HCU through the CAN bus, so that the actual clutch pressure follows the clutch target pressure.

In step S350, the operating state of the clutch is determined according to the actual clutch pressure and the preset pressure value, and when the actual clutch pressure is greater than the preset pressure value, the operating state of the clutch is engaged.

It should be noted that the preset pressure value may be set according to actual requirements. In one embodiment, the preset pressure value is 10bar, i.e. the operating state of the clutch is engaged when the actual clutch pressure is greater than or equal to 10 bar.

Referring to fig. 4, fig. 4 is a schematic diagram of a method according to an embodiment of the present application, after parallel switching series interrupt processing is in an active state, the method further includes:

step S410, acquiring the actual rotation speed of a front driving motor, the transmission speed ratio of the front driving motor, the transmission speed ratio of an engine, the actual rotation speed of the engine and the speed ratio of the engine to a generator;

Step S420, calculating the rotation speed difference of a main clutch and a driven disc according to the actual rotation speed of the front driving motor, the transmission speed ratio of the engine and the actual rotation speed of the engine;

where n _CluDiff is the difference between the clutch driving and driven disk speeds, n _FmcuAct is the actual speed of the front drive motor, r _EngTrsm is the engine transmission speed ratio, and n _EngAct is the actual engine speed.

And step S430, when the difference between the rotational speeds of the driving disk and the driven disk of the clutch is larger than a set threshold, calculating the target rotational speed of the generator according to the actual rotational speed of the front driving motor, the transmission speed ratio of the engine and the speed ratio of the engine to the generator so as to control the generator to work at the target rotational speed.

When the hybrid power system is in the parallel switching series interruption processing process and the rotation speed difference of the main disc and the driven disc of the clutch is more than or equal to 200rpm, the HCU calculates the target rotation speed of the generator according to the actual rotation speed of the front motor and the speed ratio of the hybrid power system;

Where n _GcuReq is the target speed of the generator, n _FmcuAct is the actual speed of the front drive motor, and r _Gcu is the speed ratio of the engine to the generator.

Referring to fig. 5, fig. 5 is a flow chart illustrating torque redistribution according to an embodiment of the present application. In fig. 5, redistributing torque of the driving part in the parallel mode when the parallel switching series interrupt process is in an active state, includes:

step S510, obtaining the whole vehicle required torque, the engine transmission speed ratio, the engine fusion torque, the engine flywheel end torque, the front driving motor transmission speed ratio, the driving intention fusion factor, the engine economical torque and the engine dynamic torque; the engine fusion torque refers to the fusion torque of engine dynamic torque and engine economical torque;

step S520, calculating an engine target rapid torque according to the whole vehicle required torque, the engine transmission speed ratio, the engine fusion torque, the engine maximum torque, the driving intention fusion factor, the engine economical torque and the engine dynamic torque;

Tq_EngFusn＝Tq_EngEco×(1-K_Fusm)+Tq_EngPwr×K_Fusm

Wherein Tq _EngFastReq is the target rapid torque of the engine, tq _VehReq is the required torque of the whole vehicle, r _EngTrsm is the transmission speed ratio of the engine, tq _EngFusn is the engine fusion torque, tq _EngMax is the maximum torque of the engine, tq _EngEco is the economical torque of the engine, K _Fusm is the fusion factor of driving intention, and Tq _EngPwr is the dynamic torque of the engine;

In one embodiment, the vehicle control unit HCU obtains the engine economy torque and the engine dynamic torque by looking up the engine economy curve according to the actual engine speed. Referring to fig. 6, fig. 6 is an engine economy curve and an engine dynamics curve regarding an engine actual rotation speed and an engine economy torque, engine dynamics torque relationship, which are analyzed by an engine universal characteristic curve.

Step S530, calculating a target torque of the front drive motor according to the required torque of the whole vehicle, the flywheel end torque of the engine, the transmission speed ratio of the engine and the transmission speed ratio of the front drive motor;

Wherein Tq _FmcuReq is the target torque of the front driving motor, tq _EngAct is the torque of the flywheel end of the engine, and r _Fmcu is the transmission speed ratio of the front driving motor.

According to the application, in the parallel mode, the whole vehicle control unit HCU redistributes the torque of different power sources according to the whole vehicle required torque representing the operation of the driver, so that the excellent dynamic property and economical efficiency of the double-motor hybrid power system can be realized. The driving intention fusion factor K _Fusm may be determined by the power and economical demands. If the demand for the economical torque Tq _EngEco is larger, the driving intention fusion factor K _Fusm is set smaller; the greater the dynamic torque Tq _EngPwr demand, the greater the driving intention fusion factor K _Fusm setting.

In one embodiment, the driving intention fusion factor is resolved based on a fuzzy control algorithm according to the accelerator opening change rate and the longitudinal acceleration of the whole vehicle. The whole vehicle control unit HCU analyzes the target rapid torque Tq _EngFastReq of the engine and the target torque Tq _FmcuReq of the front driving motor based on a fuzzy control algorithm and according to the required torque Tq _VehReq of the whole vehicle, the actual rotation speed of the engine, the torque Tq _EngAct of the flywheel end of the engine and the speed ratio of the hybrid power system.

Specifically, as shown in fig. 7, the step of analyzing the driving intention fusion factor based on the fuzzy control algorithm according to the accelerator opening change rate and the longitudinal acceleration of the whole vehicle includes:

Step S710, taking the opening change rate of an accelerator pedal and the longitudinal acceleration of the whole vehicle as input variables of a fuzzy controller, and taking a driving intention fusion factor as output variables of the fuzzy controller;

Specifically, input variables are defined: the whole vehicle control unit HCU uses the accelerator pedal opening change rate ApRt and the whole vehicle longitudinal acceleration LgtA as input variables of the fuzzy controller. The accelerator pedal opening change rate is obtained by first-order differentiation of the accelerator pedal opening.

The value range of the opening change rate ApRt of the accelerator pedal is-2000 (Pct/s);

The value range of the longitudinal acceleration LgtA of the whole vehicle is-3 (m/s ²).

Defining an output variable: the whole vehicle control unit HCU takes the driving intention fusion factor K _Fusm as an output variable of the fuzzy controller, wherein: the value range of the driving intention fusion factor K _Fusm is 0-1.

Step S720, determining a first membership function corresponding to the opening change rate of an accelerator pedal, a second membership function corresponding to the longitudinal acceleration of the whole vehicle and a third membership function corresponding to a driving intention fusion factor;

specifically, the change rate ApRt of the opening degree of the accelerator pedal and the longitudinal acceleration LgtA of the whole vehicle are used as input variables of the fuzzy controller, and a fuzzy subset and a basic discourse domain of the input quantity are determined.

Further, the accelerator opening change rate ApRt is divided into five subsets { RF, RS, ZO, PS, PF }, the basic universe is [ -2,2], the membership functions are distributed in a triangle, the membership functions of the accelerator opening change rate ApRt are shown in table 1, i.e. the first membership function is established by taking the accelerator opening change rate ApRt as an input.

TABLE 1 membership function for accelerator pedal opening change Rate ApRt

Further, the longitudinal acceleration LgtA of the whole vehicle is divided into five subsets { RD, MD, SR, MA, RA }, the basic universe is [ -3,3], the membership functions are distributed in a triangle, the membership function of the longitudinal acceleration LgtA of the whole vehicle is shown in table 2, namely, the second membership function is established by taking the longitudinal acceleration LgtA of the whole vehicle as an input.

TABLE 2 membership function for longitudinal acceleration LgtA of whole vehicle

Further, the driving intention fusion factor K _Fusm is used as the output quantity of the fuzzy controller, and a fuzzy subset and a basic discourse domain of the output quantity are determined.

The driving intention fusion factor K _Fusm is divided into five subsets { VS, S, M, B, VB }, the basic domain of discussion is [0,1], the membership functions are distributed in a triangle, the membership functions of the driving intention fusion factor K _Fusm are shown in table 3, i.e. the third membership function established by taking the driving intention fusion factor K _Fusm as input.

TABLE 3 membership function of driving intent fusion factor K _Fusm

Step S730, establishing a fuzzy control rule corresponding to the first membership function, the second membership function, and the third membership function;

The fuzzy control rule is determined locally according to expert experience and by combining rack calibration and real vehicle test, and the basic principle is as follows:

in this embodiment, the overall control unit HCU finally determines the fuzzy control rules corresponding to the input and output membership functions according to the desktop simulation, the bench test and the real vehicle calibration, as shown in table 4:

TABLE 4 fuzzy rule TABLE

Step S740, the driving intention fusion factor is defuzzified based on the fuzzy control rule, and the driving intention fusion factor is converted into an actual value through the membership function reflection.

Specifically, the driving intention fusion factor K _Fusm is defuzzified by a weighted average method, and the driving intention fusion factor K _Fusm is converted into an actual value through the reflection of a membership function.

In an embodiment, the whole vehicle control unit HCU monitors the difference signals of the rotational speeds of the driving disc and the driven disc of the clutch, and adjusts the rotational speed control of the generator based on the running state of the whole vehicle, so that the phenomenon that the whole vehicle is impacted, power is interrupted, whistle and the like in the running process of the clutch is avoided by controlling the executing motor of the clutch according to the running state of the current clutch and the actual torque transmission condition of the crankshaft when the hybrid power system is in the parallel switching series interruption processing process.

When the hybrid power system is in the parallel switching series interruption processing process, the whole vehicle control unit HCU analyzes the target voltage of the clutch motor in two stages of a clutch oil filling stage and a clutch torque following stage according to the actual torque of a crankshaft, the current vehicle speed, the opening degree of an accelerator pedal, the oil temperature of a gearbox and the hydraulic characteristic of a clutch electrohydraulic actuator.

(1) Clutch oil filling phase: the whole vehicle control unit HCU realizes the clutch oil filling control function through three stages of pulse, gradient and maintenance, thereby rapidly eliminating the idle stroke of the clutch piston. When the actual pressure of the clutch is more than or equal to the pressure value of the clutch half-linkage point, the whole vehicle control unit HCU judges that the hybrid power system finishes the aim of the oil filling stage of the clutch.

The method comprises the following specific steps:

① Pulse phase: the HCU sets the target voltage step of the clutch motor to rise to 10V and keeps for 50ms;

② Gradient stage: the HCU sets the clutch motor target voltage to be reduced from 10V to the clutch motor target voltage of the next stage along the gradient;

③ And (3) a holding stage: the vehicle control unit HCU sets the target voltage of the clutch to be 5V and continuously, and when the actual pressure of the clutch is equal to or greater than the pressure value of the half-linkage point of the clutch, the vehicle control unit HCU skips the oil filling stage of the clutch and enters the clutch torque following stage.

Further, the clutch half-linked pressure value is a clutch characteristic parameter determined by a clutch single body test, and typically, the range of the wet clutch half-linked pressure value is 2 to 3bar.

Further, the vehicle control unit HCU obtains historical actual measurement data of the vehicle based on a preset running condition of the hybrid power system, sets a corresponding clutch motor target voltage drop gradient limit value according to a configuration rule of the preset clutch motor target voltage drop gradient limit value, and establishes a mapping relation between the oil temperature of the gearbox and the clutch motor target voltage drop gradient limit value;

the configuration rules of the gradient limit value of the target voltage drop of the clutch motor comprise rules set for realizing that the larger the oil temperature of the gearbox is, the smaller the gradient is.

(2) Clutch torque following phase: the HCU acquires the actual pressure of the current clutch and timely activates the clutch torque following function according to the actual torque output condition of the crankshaft.

The basic principle is as follows:

Tq_CrkSftAct＝Tq_EngAct+Tq_GcuAct×r_Gcu

Tq_CluReq＝Tq_CrkSftAct(1+Fc_VehOpen)

Wherein Tq _CrkSftAct is the actual torque of a crankshaft, tq _EngAct is the actual torque of a flywheel end of an engine, tq _GcuAct is the actual torque of a generator, r _Gcu is the speed ratio from the engine to the generator, tq _CluReq is the actual torque of a clutch, and Fc _VehOpen is the running influence factor of the whole vehicle.

Further, the whole vehicle control unit HCU obtains history actual measurement data of the vehicle based on a preset whole vehicle running condition, sets corresponding whole vehicle running influence factors according to a configuration rule of the preset whole vehicle running influence factors, and establishes a whole vehicle running influence factor mapping relation among accelerator pedal opening, vehicle speed and the whole vehicle running influence factors;

The configuration rules of the whole vehicle operation influence factors comprise rules set by aiming at realizing that the larger the opening degree of an accelerator pedal and the vehicle speed are, the larger the whole vehicle operation influence factors are, and according to the clutch control function specification definition, the whole vehicle operation influence factors Fc _VehOpen are more than or equal to 10 percent.

Further, the vehicle control unit HCU obtains a clutch target pressure according to the clutch target torque look-up table, and is a clutch characteristic curve about a clutch pressure-torque relationship determined through a clutch unit load test. Since the clutch actual pressure follows the clutch target pressure, the clutch actual pressure may be determined from the clutch target pressure, thereby further determining the operating state of the clutch.

Further, the vehicle control unit HCU obtains historical actual measurement data of the vehicle based on a preset running condition of the hybrid power system, sets corresponding clutch motor target voltage according to a preset configuration rule of the clutch motor target voltage, and establishes a mapping relation among the clutch target pressure, the gearbox oil temperature and the clutch motor target voltage;

the configuration rules of the target voltage of the clutch motor comprise rules set by taking the larger the target pressure of the clutch is, the smaller the oil temperature of the gearbox is, and the larger the target voltage of the clutch motor is.

The application obtains the vehicle state information through the whole vehicle control unit of the hybrid power system, calculates the whole vehicle driving power, the serial mode driving power and the parallel mode driving power, and judges whether the parallel switching serial interruption activation condition is met at present; executing generator speed regulation interruption control according to the actual rotating speed of the front driving motor, the actual rotating speed of the engine and the speed ratio of the hybrid power system, and analyzing the target rotating speed of the generator; executing torque redistribution control of a driving component based on a fuzzy controller according to the required torque of the whole vehicle, the actual rotation speed of the engine, the torque of a flywheel end of the engine and the speed ratio of a hybrid power system, and analyzing the target rapid torque of the engine and the target torque of a front driving motor; executing interruption control of a clutch separation process and analyzing a target voltage of a clutch motor according to the actual torque of a crankshaft, the speed of a vehicle, the opening degree of an accelerator pedal, the oil temperature of a gearbox and the hydraulic characteristics of a clutch electrohydraulic actuator in two stages; and finally, the parallel switching series connection interrupt processing control stage is timely exited based on the target running mode of the hybrid power system, the interrupt zone bit, the running state of the clutch, the actual torque of the crankshaft, the actual torque of the front driving motor and the required torque of the whole vehicle, so that the parallel switching series connection interrupt processing control function of the dual-motor hybrid power system mode is completed, and the high-quality development of the new energy automobile in the aspect of changing the processing according to the intention is promoted.

It should be understood that the sequence number of each step in the foregoing embodiment does not mean that the execution sequence of each process should be determined by the function and the internal logic, and should not limit the implementation process of the embodiment of the present application.

Fig. 8 is a block diagram of a control apparatus for a two-motor hybrid vehicle, which is applicable to the implementation environment shown in fig. 1, according to an exemplary embodiment of the present application. As shown in fig. 8, a control device for a two-motor hybrid vehicle, the device comprising:

a first information acquisition module 810 for acquiring first state information of a vehicle;

An interrupt process activation determination module 820 for determining an activation state of the parallel switching series interrupt process based on the first running state information of the vehicle; wherein the activation state includes activated and deactivated; the process of switching from the parallel mode to the series mode comprises an intermediate mode, and the parallel switching series interruption process indicates that the parallel mode is switched to the intermediate mode and then the intermediate mode is switched to the parallel mode;

An interrupt process execution control module 830, configured to control the vehicle to execute the parallel switch series interrupt process when the parallel switch series interrupt process is in an activated state;

an interrupt processing completion determination module 840, configured to determine whether parallel switching series interrupt processing is completed;

the driving mode control module 850 is configured to control the vehicle to drive in the parallel mode when the parallel switching series interruption process is completed.

In an embodiment of the present application, the interrupt processing completion determination module obtains second status information of the vehicle, where the second status information includes: the method comprises the following steps of a target operation mode, an operation state of a clutch, engine flywheel end torque, front driving motor actual torque and whole vehicle required torque; when the target operation mode is a parallel mode, the operation state of the clutch is combined, and the sum of the actual torque of the crankshaft and the actual torque of the front driving motor is equal to the required torque of the whole vehicle, the parallel switching and series interruption processing is completed.

In an embodiment, the control device further comprises a running state determining module of the clutch, which is used for obtaining the torque of the flywheel end of the engine, the actual torque of the generator, the speed ratio of the engine to the generator and the running influence factor of the whole vehicle; calculating the actual torque of a crankshaft according to the flywheel end torque of the engine, the actual torque of the generator and the speed ratio from the engine to the generator; calculating a clutch target torque according to the actual torque of the crankshaft and the whole vehicle operation influence factor; determining clutch target pressure according to a correlation between clutch target torque and a pre-calibrated relation, wherein the correlation represents a corresponding relation between clutch torque and clutch pressure; controlling clutch actual pressure to follow the clutch target pressure; and determining the running state of the clutch according to the actual pressure of the clutch and the preset pressure value, and when the actual pressure of the clutch is larger than the preset pressure value, determining the running state of the clutch as combined.

In an embodiment, the control device further comprises: the speed control module is used for acquiring the actual rotation speed of the front driving motor, the transmission speed ratio of the engine, the actual rotation speed of the engine and the speed ratio of the engine to the generator; calculating the rotation speed difference of a main clutch and a driven disc of the clutch according to the actual rotation speed of the front driving motor, the transmission speed ratio of the engine and the actual rotation speed of the engine; when the difference between the rotational speeds of the driving disk and the driven disk of the clutch is larger than a set threshold, calculating the target rotational speed of the generator according to the actual rotational speed of the front driving motor, the transmission speed ratio of the engine and the speed ratio of the engine to the generator so as to control the generator to work at the target rotational speed.

In an embodiment, the control device further includes a torque distribution module for redistributing the torque of the driving component in the parallel mode when the parallel switching series interrupt process is in an activated state, wherein the torque of the driving component includes an engine target rapid torque and a front driving motor target torque.

In an embodiment, when the parallel switching series interrupt processing is in an activated state, the torque distribution module acquires the whole vehicle required torque, the engine transmission speed ratio, the engine fusion torque, the engine flywheel end torque, the front driving motor transmission speed ratio, the driving intention fusion factor, the engine economical torque and the engine dynamic torque; the engine fusion torque refers to the fusion torque of engine dynamic torque and engine economical torque; calculating an engine target rapid torque according to the whole vehicle required torque, the engine transmission speed ratio, the engine fusion torque, the engine maximum torque, the driving intention fusion factor, the engine economical torque and the engine dynamic torque; and calculating the target torque of the front driving motor according to the required torque of the whole vehicle, the flywheel end torque of the engine, the transmission speed ratio of the engine and the transmission speed ratio of the front driving motor.

In one embodiment, the torque distribution module is configured to analyze the driving intention fusion factor based on a fuzzy control algorithm according to the accelerator opening change rate and the longitudinal acceleration of the whole vehicle.

In one embodiment, the torque distribution module takes the opening change rate of an accelerator pedal and the longitudinal acceleration of the whole vehicle as input variables of the fuzzy controller, and takes a driving intention fusion factor as output variables of the fuzzy controller; determining a first membership function corresponding to the opening change rate of an accelerator pedal, a second membership function corresponding to the longitudinal acceleration of the whole vehicle and a third membership function corresponding to the driving intention fusion factor; establishing a fuzzy control rule corresponding to the first membership function, the second membership function and the third membership function; and (3) defuzzifying the driving intention fusion factor based on the fuzzy control rule, and converting the driving intention fusion factor into an actual value through the reflection of the membership function.

The embodiment of the application also provides a control device of the double-motor hybrid electric vehicle, which comprises: one or more processors; and a memory for storing one or more programs, which when executed by the one or more processors, cause the memory to implement the methods of the embodiments described above.

Embodiments of the application also provide one or more machine-readable media having instructions stored thereon, which when executed by one or more processors, cause the processors to perform the methods of the above embodiments.

FIG. 9 shows a schematic diagram of a computer system suitable for use in implementing the memory of an embodiment of the application. It should be noted that the computer system with the memory shown in fig. 9 is only an example, and should not impose any limitation on the functions and the application scope of the embodiments of the present application.

As shown in fig. 9, the computer system includes a central processing unit (Central Processing Unit, CPU) that can perform various appropriate actions and processes, such as performing the methods in the above-described embodiments, according to a program stored in a Read-Only Memory (ROM) or a program loaded from a storage section into a random access Memory (Random Access Memory, RAM). In the RAM, various programs and data required for the system operation are also stored. The CPU, ROM and RAM are connected to each other by a bus. An Input/Output (I/O) interface is also connected to the bus.

The following components are connected to the I/O interface: an input section including a keyboard, a mouse, etc.; an output section including a Cathode Ray Tube (CRT), a Liquid crystal display (Liquid CRYSTAL DISPLAY, LCD), and a speaker; a storage section including a hard disk or the like; and a communication section including a network interface card such as a LAN (Local Area Network ) card, a modem, or the like. The communication section performs communication processing via a network such as the internet. The drives are also connected to the I/O interfaces as needed. Removable media such as magnetic disks, optical disks, magneto-optical disks, semiconductor memories, and the like are mounted on the drive as needed so that a computer program read therefrom is mounted into the storage section as needed.

In particular, according to embodiments of the present application, the processes described above with reference to flowcharts may be implemented as computer software programs. For example, embodiments of the present application include a computer program product comprising a computer program embodied on a computer readable medium, the computer program comprising a computer program for performing the construction method shown in flowchart 2. In such embodiments, the computer program may be downloaded and installed from a network via a communication portion, and/or installed from a removable medium. When being executed by a Central Processing Unit (CPU), performs the various functions defined in the system of the present application.

It should be noted that, the computer readable medium shown in the embodiments of the present application may be a computer readable signal medium or a computer readable storage medium, or any combination of the two. The computer readable storage medium may be, for example, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of the computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-Only Memory (ROM), an erasable programmable read-Only Memory (Erasable Programmable Read Only Memory, EPROM), a flash Memory, an optical fiber, a portable compact disc read-Only Memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the present application, a computer-readable signal medium may comprise a data signal propagated in baseband or as part of a carrier wave, with a computer-readable computer program embodied therein. Such a propagated data signal may take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination of the foregoing. A computer readable signal medium may also be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device. A computer program embodied on a computer readable medium may be transmitted using any appropriate medium, including but not limited to: wireless, wired, etc., or any suitable combination of the foregoing.

The flowcharts and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods and computer program products according to various embodiments of the present application. Where each block in the flowchart or block diagrams may represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams or flowchart illustration, and combinations of blocks in the block diagrams or flowchart illustration, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.

The units involved in the embodiments of the present application may be implemented by software, or may be implemented by hardware, and the described units may also be provided in a processor. Wherein the names of the units do not constitute a limitation of the units themselves in some cases.

Another aspect of the present application also provides a computer-readable storage medium having stored thereon a computer program which, when executed by a processor of a computer, causes the computer to perform a method of constructing a cloud travel scenario as previously described. The computer-readable storage medium may be contained in the memory described in the above embodiment or may exist alone without being assembled into the memory.

Another aspect of the application also provides a computer program product or computer program comprising computer instructions stored in a computer readable storage medium. The processor of the computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the computer device performs the method for constructing the cloud travel scenario provided in the above embodiments.

The above embodiments are merely illustrative of the principles of the present application and its effectiveness, and are not intended to limit the application. Modifications and variations may be made to the above-described embodiments by those skilled in the art without departing from the spirit and scope of the application. It is therefore intended that all equivalent modifications and changes made by those skilled in the art without departing from the spirit and technical spirit of the present application shall be covered by the appended claims.

Claims

1. A method for controlling a two-motor hybrid vehicle, the method comprising:

acquiring first state information of a vehicle;

Determining an activation state of a parallel switching series interrupt process based on first state information of the vehicle; wherein the activation state includes activated and deactivated; the process of switching from the parallel mode to the series mode comprises an intermediate mode, wherein the parallel switching series interruption process indicates that the parallel mode is switched to the intermediate mode and then the intermediate mode is switched to the parallel mode;

when the parallel switching series interruption processing is completed, controlling the vehicle to run in a parallel mode;

the first state information includes: actual gear, actual operation mode, target operation mode, current vehicle speed, operation state of clutch, target driving power of whole vehicle and current battery residual capacity; when the activation condition is met, the parallel switching series interrupt processing is in an activation state; the activation conditions include:

The actual gear is D gear;

The actual operation mode is a parallel mode;

the target operation modes are connected in series;

The running state of the clutch is in the separation;

2. The method according to claim 1, wherein the determining whether the parallel switching series interruption process is completed includes:

3. The method of controlling a two-motor hybrid vehicle according to claim 2, wherein the method of determining the operating state of the clutch includes:

Controlling clutch actual pressure to follow the clutch target pressure;

4. The two-motor hybrid vehicle control method according to claim 1, characterized in that the method further comprises:

5. The method of controlling a two-motor hybrid vehicle according to claim 4, wherein redistributing torque of the driving member in the parallel mode includes:

Acquiring the required torque of the whole vehicle Transmission speed ratio of engineFusion torque of engineFlywheel end torque of engineTransmission speed ratio of front driving motorDriving intention fusion factorEconomic torque of engineDynamic torque of engine; Wherein the engine fuses torqueEngine dynamic torqueAnd engine economy torqueIs a fusion torque of (a);

According to the whole vehicle required torque Transmission speed ratio of engineFusion torque of engineMaximum torque of engineDriving intention fusion factorEconomic torque of engineDynamic torque of engineCalculating target rapid torque of engine；

According to the whole vehicle required torqueFlywheel end torque of engineTransmission speed ratio of engineTransmission speed ratio of front driving motorCalculating the target torque of the front drive motor；

。

6. The two-motor hybrid vehicle control method according to claim 5, characterized in that the method further comprises: and analyzing the driving intention fusion factor based on a fuzzy control algorithm according to the opening change rate of the accelerator pedal and the longitudinal acceleration of the whole vehicle.

7. The method according to claim 6, wherein the step of resolving the driving intention fusion factor based on a fuzzy control algorithm based on an accelerator opening change rate and a longitudinal acceleration of the whole vehicle comprises:

8. A dual-motor hybrid vehicle control apparatus, characterized by comprising:

An interrupt processing activation judgment module for determining an activation state of parallel switching series interrupt processing based on first state information of the vehicle; wherein the activation state includes activated and deactivated; the process of switching from the parallel mode to the series mode comprises an intermediate mode, wherein the parallel switching series interruption process indicates that the parallel mode is switched to the intermediate mode and then the intermediate mode is switched to the parallel mode;

The running mode control module is used for controlling the vehicle to run in a parallel mode when the parallel switching and series interruption processing is completed;

The actual gear is D gear;

The actual operation mode is a parallel mode;

the target operation modes are connected in series;

The running state of the clutch is in the separation;

9. A two-motor hybrid vehicle control apparatus, characterized by comprising:

One or more processors; and

A memory for storing one or more programs, which when executed by the one or more processors, cause the memory to implement the method of one or more of claims 1-7.

10. One or more machine readable media having instructions stored thereon that, when executed by one or more processors, cause the processors to perform the method of one or more of claims 1-7.