WO2023070603A1 - Procédé et appareil de commande de couple moteur de véhicule hybride - Google Patents

Procédé et appareil de commande de couple moteur de véhicule hybride Download PDF

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Publication number
WO2023070603A1
WO2023070603A1 PCT/CN2021/127725 CN2021127725W WO2023070603A1 WO 2023070603 A1 WO2023070603 A1 WO 2023070603A1 CN 2021127725 W CN2021127725 W CN 2021127725W WO 2023070603 A1 WO2023070603 A1 WO 2023070603A1
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WO
WIPO (PCT)
Prior art keywords
torque
engine
fast
generator
control method
Prior art date
Application number
PCT/CN2021/127725
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English (en)
Chinese (zh)
Inventor
莫延召
卢刚
Original Assignee
舍弗勒技术股份两合公司
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Application filed by 舍弗勒技术股份两合公司 filed Critical 舍弗勒技术股份两合公司
Priority to PCT/CN2021/127725 priority Critical patent/WO2023070603A1/fr
Publication of WO2023070603A1 publication Critical patent/WO2023070603A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/18—Controlling the braking 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
    • B60W10/08—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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the invention relates to the technical field of hybrid vehicles.
  • the present invention relates to an engine torque control method and control device for a hybrid vehicle.
  • FIG. 1 shows a schematic diagram of a power system of a hybrid vehicle with this layout.
  • the generator GM is connected to the rear end of the engine E (internal combustion engine, ICE) and the front end of the clutch K0, which is the position P1;
  • the driving motor DM is connected to the rear end of the transmission, which is the position P3.
  • the clutch K0 is disconnected, the driving motor DM can directly drive the vehicle, and the generator GM can recover the torque of the engine E to generate electricity.
  • the clutch K0 is closed, the engine E and the generator GM drive the vehicle together with the drive motor DM via the clutch K0.
  • the driver's demand for torque increases continuously, the battery is discharged, and the torque and speed of the engine E both rise.
  • the accelerator is released, the driver's demand torque will first drop to zero and then become a negative value (generator GM performs energy recovery).
  • the speed and torque of the engine E need to be reduced, and the motor is expected to output negative torque to participate in the speed reduction.
  • the torque of the generator GM is negative and the speed is positive.
  • the power of the generator GM is negative, and the battery is in a charged state. Under normal conditions, the battery has a lot of charging power, which can reduce the torque and speed of the engine E very quickly.
  • the technical problem to be solved by the present invention is to provide an engine torque control method that improves the engine response characteristics of a hybrid vehicle.
  • the above technical problems are solved by an engine torque control method for a hybrid vehicle according to the present invention.
  • the hybrid vehicle includes a power system, the power system includes a generator introduced into the power system between the engine and the clutch, and a drive motor introduced into the power system at the rear end of the transmission, and the power system is controlled by the accelerator pedal of the hybrid vehicle.
  • the engine torque control method includes:
  • the fast twist trigger condition can be that the maximum value of the absolute value of the negative torque that the generator allows to output to the engine is less than the current actual torque of the engine, and the absolute value of the negative torque that the generator allows to output to the engine The maximum value is equal to the product of the current maximum allowable absolute value of the output negative torque of the generator and the speed ratio of the engine to the generator.
  • the target fast torque value may be the maximum value of the absolute value of the negative torque that the generator is allowed to output to the engine (E) and the target torque of the slow torque request of the engine minus a predetermined value respectively the later smaller.
  • the predetermined value may be 0.3-05.
  • the fast-twisting exit condition may be that the difference between the maximum torque of the engine in response to the slow-twisting request and the maximum absolute value of the negative torque that the generator is allowed to output to the engine is less than a predetermined difference.
  • the step of fast twist intervention may include activating a flag bit when the fast twist trigger condition is satisfied; and the step of fast twist exit may include resetting the flag bit when the fast twist exit condition is met.
  • the engine torque control method can be executed by a vehicle controller of a hybrid electric vehicle.
  • the above-mentioned technical problems are solved by an engine torque control device for a hybrid vehicle according to the present invention.
  • the hybrid vehicle includes a power system, the power system includes a generator introduced into the power system between the engine and the clutch, and a drive motor introduced into the power system at the rear end of the transmission, and the power system is controlled by the accelerator pedal of the hybrid vehicle.
  • the engine torque control device includes:
  • An operating condition identification module configured to identify a fast torque trigger condition indicating insufficient torque reduction capability of the generator when the depressed accelerator pedal is released;
  • a torque intervention module configured to use engine torque at a target torque value to intervene on the actual torque of the engine when the torque trigger condition is met;
  • a snap-out module configured to stop engine snap-out intervention when snap-out conditions are met.
  • the working condition identification module can be configured as:
  • the fast-twist intervention module may include a determination unit configured to determine the maximum value of the absolute value of the negative torque that the generator is allowed to output to the engine and the target torque of the slow-twist request of the engine, respectively The smaller one after subtracting the predetermined value is determined as the target fast twist value.
  • the quick twist withdrawal module can be configured as:
  • the working condition identification module may include an activation unit configured to activate the flag bit when the quick twist trigger condition is satisfied; and the quick twist exit module may include a reset unit configured to The flag bit is reset when the quick twist exit condition is satisfied.
  • FIG. 1 shows a schematic diagram of a power system applying an engine torque control method according to an exemplary embodiment of the present invention
  • FIG. 2 shows a flowchart of steps of an engine torque control method according to an exemplary embodiment of the present invention.
  • 3a and 3b show response curves of an engine torque control method according to the prior art and an engine torque control method according to an exemplary embodiment of the present invention, respectively.
  • FIG. 1 shows a schematic diagram of the power system of the hybrid vehicle.
  • the power system includes an engine E, a generator GM, a clutch K0, a transmission T, a differential D, a drive motor DM, a battery, wheels W, and the like.
  • the generator GM is introduced into the power system at the position P1 between the engine E and the clutch K0, the generator GM can recover the kinetic energy of the engine E to generate electricity, and can provide the generated electric energy to the battery.
  • the battery can supply power to the drive motor DM.
  • the drive motor DM is introduced into the power system at the P3 position at the rear end of the transmission, and can directly drive the wheels W.
  • the powertrain is controlled by an accelerator pedal (not shown) of the hybrid vehicle.
  • the following method is used to control the engine torque.
  • step S1 the working condition identification is performed in step S1 . Specifically, when the depressed accelerator pedal is released, a snap-twist trigger condition is identified that indicates insufficient torque reduction capability of the generator GM.
  • the fast torque trigger condition indicating that the generator GM has insufficient torque reduction capability refers to the situation that the charging power of the battery is not enough to make the generator GM output enough negative torque to reduce the torque of the engine E.
  • the fast torque trigger condition needs to be dynamically judged according to the current actual torque of the engine E and the negative torque that the generator GM can output to the engine E. Specifically, if the negative torque that the generator GM can output to the engine E can cover the current actual torque of the engine E, there is no need to start the engine quick twist, otherwise it is necessary to start the engine quick twist.
  • the triggering condition for fast torque is the maximum value of the absolute value of the negative torque that the generator GM allows to output to the engine E is less than the current actual torque of engine E.
  • the maximum value of the absolute value of the generator GM allowable output negative torque to the engine E is equal to the product of the current maximum allowable absolute value of the output negative torque of the generator GM and the speed ratio of the engine E to the generator GM.
  • step S1 If in step S1 it is identified that the snap-twist trigger condition is satisfied, the control method will initiate step S2 for snap-twist intervention.
  • step S2 when the triggering condition of the fast torque is satisfied, the actual torque of the engine E is intervened by using the fast torque of the engine at the target fast torque value.
  • the flag bit may be activated when the fast twist trigger condition is satisfied, and then the fast twist intervention is started based on the activated flag bit.
  • the flag bit here is a flag indicating the torque control mode of the engine E.
  • the flag usually has two states of triggering and non-triggering, corresponding to the engine fast torque control mode controlled by the engine fire circuit and the engine slow torque control mode controlled by the engine air circuit.
  • the activated flag corresponds to the engine quick torque control mode controlled by the engine fire circuit. After an intervention using engine torque, the engine E can quickly respond to the driver's torque demand and reduce torque and speed.
  • the target fast torque value is the smaller of the maximum value of the absolute value of the negative torque allowed by the generator GM to be output to the engine E and the target torque of the slow torque request of the engine E minus a predetermined value respectively.
  • the predetermined value here may be a small value, such as 0.3-05.
  • step S3 perform quick twisting and exit. Specifically, the quick twist does not need to be intervened all the time, and after the quick twist intervention is started, the engine quick twist intervention is stopped when the quick twist exit condition is met.
  • the quick-twist exit condition specifically means that when the current maximum air path torque of the engine E after the quick-twist intervention is close to the maximum absolute value of the negative torque that the generator GM allows to output to the engine E, the flag can be Bit is reset to the inactive state.
  • the gas path torque of the engine E refers to the torque of the engine E in response to the slow torque request. That is to say, the fast torque exit condition is that the difference between the maximum torque of the engine E in response to the slow torque request and the maximum absolute value of the negative torque that the generator GM is allowed to output to the engine E is less than a predetermined difference. As long as the predetermined difference is selected to be small enough, it means that the two values are close enough when the fast twist exit condition is satisfied. At this time, the torque and rotational speed of the engine E can be basically controlled only by the output negative torque of the generator GM.
  • the flag bit can be reset when the above fast-twisting exit condition is satisfied. Therefore, the flag bit that has been triggered is reset to the non-triggered state, so that the state of fast twist intervention ends. Thereafter, the engine E enters into the state of slow torque control again.
  • the above engine torque control method may be executed by a vehicle controller of a hybrid vehicle.
  • Various data required to implement the control method can be obtained through various original sensors of the hybrid electric vehicle, so no additional components need to be added.
  • an engine torque control device for a hybrid vehicle is also provided.
  • the engine torque control device can correspondingly implement the above-mentioned engine torque control method, and is also applied to the power system of the hybrid vehicle shown in FIG. 1 .
  • the control device may be composed of functional modules in the vehicle controller.
  • the control device includes a working condition identification module, a quick twist intervention module and a quick twist withdrawal module.
  • the working condition identification module is used to execute step S1, which is configured to identify a quick twist trigger condition when the depressed accelerator pedal is released.
  • the working condition recognition module is configured to compare the maximum absolute value of the negative torque that the generator GM is allowed to output to the engine E with the current actual torque of the engine E, so as to determine whether the fast torque trigger condition is satisfied; When the maximum value of the absolute value of the negative torque to the engine E is smaller than the current actual torque of the engine E, it is identified as satisfying the triggering condition of fast torque.
  • the working condition identification module may further include an activation unit configured to activate the flag bit when the quick twist trigger condition is met.
  • the quick torque intervention module is used to execute step S2, which is configured to use the engine quick torque at a target quick torque value to intervene on the actual torque of the engine E when the quick torque trigger condition is met.
  • the quick twist intervention module may include a determination unit. The determining unit is configured to determine the smaller of the maximum value of the absolute value of the negative torque that the generator GM is allowed to output to the engine E and the target torque of the slow torque request of the engine E after subtracting predetermined values as the target fast torque value.
  • the fast-twisting exit module is used to execute step S3, which is configured to stop the intervention of the fast-twisting engine when the fast-twisting exit condition is met.
  • the fast-twist exit module can be configured to calculate the difference between the maximum torque of the engine E in response to the slow-twist request and the maximum value of the absolute value of the negative torque that the generator GM is allowed to output to the engine E, and compare the difference with a predetermined The differences are compared to determine whether the fast-twisting exit condition is satisfied; when the difference is less than a predetermined difference, it is recognized that the fast-twisting exit condition is met.
  • the fast-twist exit module may further include a reset unit configured to reset the flag bit when the fast-twist exit condition is met.

Abstract

L'invention concerne un procédé de commande de couple moteur d'un véhicule hybride, comprenant plus particulièrement : une identification de condition de travail : lorsqu'une pédale d'accélérateur qui est enfoncée d'une certaine profondeur est relâchée, une identification d'une condition de déclenchement de couple rapide indiquant qu'une capacité de réduction de couple d'un générateur est inadéquate ; une intervention de couple rapide : lorsque la condition de déclenchement de couple rapide est satisfaite, l'intervention d'un couple courant d'un moteur à l'aide d'une valeur de couple rapide cible au moyen d'une torsion rapide de moteur ; et une sortie de couple rapide : lorsqu'une condition de sortie de couple rapide est satisfaite, l'interruption de l'intervention de la torsion rapide du moteur. Le procédé de commande de couple moteur permet d'améliorer les caractéristiques de réponse de moteur du véhicule hybride. La présente invention concerne en outre un appareil de commande de couple moteur d'un véhicule hybride.
PCT/CN2021/127725 2021-10-29 2021-10-29 Procédé et appareil de commande de couple moteur de véhicule hybride WO2023070603A1 (fr)

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PCT/CN2021/127725 WO2023070603A1 (fr) 2021-10-29 2021-10-29 Procédé et appareil de commande de couple moteur de véhicule hybride

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015032344A1 (fr) * 2013-09-09 2015-03-12 Byd Company Limited Véhicule, système et procédé de commande à rétroaction d'un mouvement de glissement d'un véhicule
CN106627171A (zh) * 2017-01-12 2017-05-10 重庆长安汽车股份有限公司 一种纯电动车辆的扭矩回收控制方法及控制系统
CN108216181A (zh) * 2016-12-13 2018-06-29 现代自动车株式会社 当电池充电受限制时控制车辆的驱动的系统和方法
CN108556644A (zh) * 2018-03-20 2018-09-21 广州汽车集团股份有限公司 一种混合动力车辆增程器功率跟随控制方法及系统
CN113236682A (zh) * 2021-05-31 2021-08-10 蜂巢传动科技河北有限公司 双离合器的滑磨控制方法、装置、车辆及存储介质

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015032344A1 (fr) * 2013-09-09 2015-03-12 Byd Company Limited Véhicule, système et procédé de commande à rétroaction d'un mouvement de glissement d'un véhicule
CN108216181A (zh) * 2016-12-13 2018-06-29 现代自动车株式会社 当电池充电受限制时控制车辆的驱动的系统和方法
CN106627171A (zh) * 2017-01-12 2017-05-10 重庆长安汽车股份有限公司 一种纯电动车辆的扭矩回收控制方法及控制系统
CN108556644A (zh) * 2018-03-20 2018-09-21 广州汽车集团股份有限公司 一种混合动力车辆增程器功率跟随控制方法及系统
WO2019179097A1 (fr) * 2018-03-20 2019-09-26 广州汽车集团股份有限公司 Procédé et système de commande de suivi de puissance de prolongateur d'autonomie de véhicule hybride
CN113236682A (zh) * 2021-05-31 2021-08-10 蜂巢传动科技河北有限公司 双离合器的滑磨控制方法、装置、车辆及存储介质

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