WO2023193415A1 - 混动车起停控制方法 - Google Patents

混动车起停控制方法 Download PDF

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Publication number
WO2023193415A1
WO2023193415A1 PCT/CN2022/124942 CN2022124942W WO2023193415A1 WO 2023193415 A1 WO2023193415 A1 WO 2023193415A1 CN 2022124942 W CN2022124942 W CN 2022124942W WO 2023193415 A1 WO2023193415 A1 WO 2023193415A1
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Prior art keywords
torque
engine
starting
stage
drag
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PCT/CN2022/124942
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English (en)
French (fr)
Inventor
李欢
崔光日
陈立华
王金航
于锋
林浩强
Original Assignee
广州汽车集团股份有限公司
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Priority to MX2024009738A priority Critical patent/MX2024009738A/es
Publication of WO2023193415A1 publication Critical patent/WO2023193415A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/081—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the invention relates to the technical field of hybrid vehicles, and in particular to a hybrid vehicle start-stop control method.
  • Hybrid vehicles usually include multiple power sources such as engines and motors. They can achieve either a pure electric mode in which only the motor works, or a hybrid mode in which both the motor and the engine work. Therefore, an important aspect of hybrid vehicle control is the switching control between pure electric mode and hybrid mode, which involves the start and stop control of the engine.
  • the engine of a hybrid vehicle is easily affected by factors such as instability in cylinder operation, nonlinear changes in engine speed, and resonance when passing through low speed ranges, resulting in jitter.
  • the hybrid vehicle allows the engine to stop naturally. Therefore, in addition to the reasons for unstable cylinder operation when the engine is started, the nonlinear changes in engine speed and low-speed resonance are still important jitters during the shutdown process. source.
  • planetary transmission hybrid vehicles due to their simplified transmission structure and more integrated design, they are often no longer equipped with a main clutch and a hydraulic torque converter to "isolate" the engine and gearbox. Therefore, planetary transmission The hybrid system also features new power transmission characteristics.
  • the purpose of the present invention is to propose a start-stop control method for a hybrid vehicle, aiming to solve the problem of vertical vibration of the entire vehicle when a planetary-displacement hybrid vehicle starts and stops in the existing method.
  • an embodiment of the present invention proposes a hybrid vehicle starting control method.
  • the method includes calculating the longitudinal transmission torque of the planetary row, accurately calculating the compensation torque that the drive motor should output based on the longitudinal transmission torque, and then controlling the The drive motor outputs the compensation torque so that the compensation torque is transmitted to the wheel end, thereby accurately offsetting the longitudinal transmission torque, thereby effectively suppressing the longitudinal vibration of the vehicle caused by the longitudinal transmission torque during starting. Improve the smoothness and quietness of starting the hybrid vehicle.
  • the hybrid vehicle starting control method further includes controlling engine starting, and controlling the generator to apply drag torque to the engine to control the rotation speed of the engine.
  • the generator actively drags the engine to quickly reach the rotation speed of the end point of the resonance zone. This can The impact of the resonance band on the engine is reduced, the vibration of the entire vehicle caused by the resonance band is further reduced, the starting time is also shortened, and the starting efficiency is improved.
  • the calculation process of the longitudinal transmission torque of the planetary row includes detecting the generator rotation speed, and calculating the longitudinal transmission torque according to the generator rotation speed and the shaft system rotational inertia. Based on this, the longitudinal outgoing torque transmitted to the wheel end during the starting process can be accurately measured, so that the longitudinal outgoing torque can be accurately compensated.
  • the compensation torque that the drive motor should output is accurately calculated through the compensation torque calculation formula, which is not only very convenient to calculate, but also facilitates precise control of the drive motor to output a corresponding torque, so that the compensation torque can be consistent with the longitudinal direction.
  • the outgoing torques cancel out.
  • the compensation torque calculation formula is:
  • T DM is the compensation torque
  • i is the transmission ratio from the planet carrier in the planet row to the drive motor
  • k is the characteristic parameter of the planet row
  • T gen is the drag torque of the generator
  • T f_ice is the friction torque of the engine at the current speed
  • T f_tr is the drag torque of the gearbox in the hybrid vehicle
  • J r ⁇ r is the longitudinal transmission torque
  • J r is the medium of the planetary hybrid system is the rotational inertia that is effective to the ring gear of the planetary row, that is, the rotational inertia of the shaft system
  • ⁇ r is the angular acceleration equivalent to the ring gear in the planetary row hybrid system.
  • controlling the driving motor to output the compensation torque includes dividing the starting process of the engine into multiple starting stages, and then controlling the output of the driving motor and the position of the engine in different starting stages respectively. Compensation torque corresponding to the starting stage. This is mainly due to the fact that the rotational speed of the generator is different in different starting stages, and accordingly, the magnitude of the longitudinally transmitted torque is also different. Therefore, the compensation torque needs to be adaptively adjusted for different starting stages. , so that the compensation torque output by the drive motor can exactly offset the longitudinal transmission torque, thereby ensuring the smooth performance of the entire vehicle during starting.
  • the starting process includes a preloading stage, a peak drag stage, a drag holding stage and a twist-off starting stage divided in sequence.
  • the driving motor is controlled not to output a compensation torque
  • the peak drag stage the drive motor is controlled to output a peak compensation torque to offset all the torque in the peak drag stage.
  • the longitudinal transmission torque; in the drag holding phase the driving motor is controlled to output a maintenance compensation torque to offset the longitudinal transmission torque in the drag holding phase; in the twist-off starting phase,
  • the drive motor is controlled to continue to output the holding compensation torque, and the holding compensation torque is canceled after the engine is successfully started, so as to offset the longitudinal transmission torque in the twist-off starting stage.
  • the starting stage in which the engine is located is then determined based on the rotational speed of the engine and the measured starting duration.
  • the process from the engine receiving the starting command to the sudden change of the engine speed from 0 to greater than 0 is set as the preload stage; the process of increasing the engine speed from 0 to the end point of the resonance zone is set as Peak drag stage; the process of increasing the engine speed from the end point of the resonance band to the initial ignition point is set as the drag hold stage, where the initial ignition point is the starting point of the engine when it starts to ignite.
  • Rotation speed; the process of increasing the rotational speed of the engine from the initial ignition point to the stable torque point, and the process of the engine reaching the stable torque point to successful starting are jointly set as the torque-off starting stage , wherein the stable torque output point is the rotational speed when the engine ignites stably and the engine output torque is stable.
  • the starting stage of the engine can be accurately determined, so that the drive motor can be controlled to output the compensation torque of a corresponding size to achieve accurate compensation of the longitudinally transmitted torque.
  • An embodiment of the present invention also proposes a hybrid vehicle shutdown control method.
  • the method includes calculating the longitudinal transmission torque of the planetary row, calculating the compensation torque that the drive motor should output based on the longitudinal transmission torque, and then controlling the drive motor to output the required torque.
  • the compensation torque is transmitted to the wheel end, thereby offsetting the longitudinal outgoing torque, which can effectively suppress the longitudinal vibration of the entire vehicle when it is stopped, and improve the smoothness and quietness of the hybrid vehicle when it is stopped.
  • the hybrid vehicle shutdown control method further includes controlling the engine shutdown, and controlling the generator to apply drag torque to the engine to control the rotation speed of the engine.
  • the generator is used to actively drag the engine so that the engine quickly passes through the resonance band, which can reduce the resonance band. The impact on the engine further reduces the vibration of the entire vehicle caused by the resonance band, while also shortening the shutdown time and improving the shutdown efficiency.
  • the longitudinal output torque is accurately calculated based on the generator speed and the shaft system rotational inertia, so that the drive motor can be easily controlled, so that the compensation torque output by the drive motor can be Accurately offset the longitudinal transmitted torque.
  • the size of the compensation torque that the drive motor should output is obtained through the compensation torque calculation formula. Not only is the calculation very convenient, but it also facilitates precise control of the drive motor so that it outputs a corresponding torque to match the longitudinal direction. The outgoing torques cancel out.
  • the compensation torque calculation formula is:
  • T DM is the compensation torque
  • i is the transmission ratio from the planet carrier in the planet row to the drive motor
  • k is the characteristic parameter of the planet row
  • T gen is the drag torque of the generator
  • T f_ice is the friction torque of the engine at the current speed
  • T f_tr is the drag torque of the gearbox in the hybrid vehicle
  • J r ⁇ r is the longitudinal transmission torque
  • J r is the medium of the planetary hybrid system is the rotational inertia that is effective to the ring gear of the planetary row, that is, the rotational inertia of the shaft system
  • ⁇ r is the angular acceleration equivalent to the ring gear in the planetary row hybrid system.
  • the shutdown process of the engine is divided into multiple shutdown stages in sequence, and then in different shutdown stages, the drive motor is controlled to output a compensation torque corresponding to the shutdown stage in which the engine is located.
  • the compensation torque needs to be adaptively adjusted for different shutdown stages, so that the output of the drive motor can be adjusted.
  • the compensation torque can exactly offset the longitudinal transmission torque, thereby ensuring the smooth performance of the entire vehicle during the shutdown process.
  • the shutdown process includes a rapid drag phase, a torque reduction phase and a torque-off shutdown phase divided in sequence.
  • the driving motor is controlled to output drag compensation torque to offset the longitudinal outgoing torque in the fast dragging stage; in the torque decreasing stage, the driving motor is controlled to output drag compensation torque
  • the drive motor outputs a drag-and-stop compensation torque to offset the longitudinal outgoing torque in the torque decreasing stage; in the torque-off and stop phase, the drive motor is controlled to output a torque-off compensation torque to offset the torque-off and stop phase.
  • the longitudinal output torque of the stage It can be seen that the method of the present invention can finely control the compensation torque that should be output during the shutdown process, thereby accurately eliminating the longitudinal outgoing torque generated in each shutdown stage.
  • the shutdown process of the engine is divided into multiple shutdown stages in sequence, including detecting the rotation speed of the engine in real time and measuring the shutdown duration, and then determining the location of the engine based on the engine rotation speed and the measured shutdown duration.
  • shutdown phase the process of reducing the engine speed from the speed before shutdown to the end point of the resonance band is set as the fast drag stage; the process of reducing the engine speed from the end point of the resonance band to 0 is set as It is set as the torque decreasing stage; the process from the engine being reduced to 0 speed to complete shutdown is set as the torque-off shutdown stage.
  • the shutdown stage of the engine can be accurately determined, so that the drive motor can be controlled to output the compensation torque of a corresponding size to achieve accurate compensation of the longitudinally transmitted torque.
  • the present invention accurately measures the compensation torque that the drive motor should output, and uses this compensation torque to accurately It offsets the longitudinal torque transmitted during the starting and stopping process, thereby effectively suppressing the longitudinal vibration of the vehicle caused by starting and stopping without adding any additional hardware cost, and improving the smoothness and quietness of the vehicle starting and stopping. sex.
  • the start-stop control method of the hybrid vehicle of the present invention can accurately divide the various stages of the starting and stopping process by detecting the engine speed and measuring the shutdown time. By cooperatively controlling the speed and torque of the engine, generator, and drive motor, it can Realize fine control of the starting and stopping processes of hybrid vehicles.
  • the present invention uses the generator to apply corresponding drag torque in stages to quickly drag the engine through the resonance zone, initial ignition point, and stable twist point, thereby reducing the time when the resonance zone is exceeded. Reduce vehicle vibration and shorten starting time.
  • the present invention applies corresponding drag torque in stages through the generator to drag the engine quickly through the resonance zone, and quickly cancels the drag torque after the engine speed is lower than the resonance zone to prevent the engine from reversing. rotation, which can solve the problems of slow shutdown process and over-resonance band jitter existing in the existing natural shutdown.
  • the present invention can realize N-position starting without forcing P-position starting, and can be more flexible and convenient in mode switching, so it can bring better customer experience.
  • the method of the present invention is applied to series-parallel planetary hybrid vehicles. It accurately compensates the drag torque of the series-parallel hybrid system and the longitudinal transmission torque caused by the inertia of the shaft system, thereby overcoming the problem of series-parallel hybrids.
  • the start-stop jitter of the planetary hybrid vehicle is a more targeted start-stop control method.
  • Figure 1 is a schematic diagram of a hybrid vehicle start-stop control method provided by an embodiment of the present invention.
  • Figure 2 is a schematic diagram of a hybrid vehicle to which the method shown in Figure 1 is applied.
  • Figure 3 is a schematic diagram of the planetary hybrid system shown in Figure 2.
  • Figure 4 is a schematic diagram of the hybrid vehicle control system shown in Figure 2.
  • Figure 5 is a flow chart of the method shown in Figure 1 for controlling the output compensation torque of the drive motor during the starting process.
  • Figure 6 is a flow chart of the method shown in Figure 1 for controlling the output drag torque of the generator during the starting and stopping process.
  • Figure 7 is a timing diagram for controlling the starting of a hybrid vehicle using the method shown in Figure 1.
  • Figure 8 is a flow chart of the method shown in Figure 1 for controlling the output compensation torque of the drive motor during the shutdown process.
  • Figure 9 is a timing diagram for controlling the shutdown of a hybrid vehicle using the method shown in Figure 1.
  • connection should be understood in a broad sense.
  • connection or integral connection; it can be mechanical connection, electrical connection or mutual communication; it can be direct connection, or indirect connection through an intermediary, it can be internal connection of two elements or interaction of two elements relation.
  • FIG. 1 shows a hybrid vehicle start-stop control method provided by an embodiment of the present invention. This method can be applied to a hybrid vehicle 100 .
  • the hybrid vehicle 100 includes a planetary hybrid system 1 , a hybrid vehicle control system 2 , a wheel end 3 and a power supply 4 .
  • the planetary hybrid system 1 of the embodiment of the present invention is a series-parallel hybrid system (for example, a G-MC electromechanical coupling system), which is equipped with a casing (not shown) and an engine located in the casing. 11.
  • the engine 11 is a device that can convert energy other than electrical energy (such as thermal energy, etc.) into kinetic energy, and may be a gasoline engine or a diesel engine, for example. Both the generator 12 and the driving motor 13 can be integrated driving and generating machines, and can convert between electrical energy and kinetic energy.
  • the hybrid vehicle 100 can be a plug-in hybrid vehicle or a gasoline-electric hybrid vehicle to achieve multiple operating modes, such as pure electric mode, extended range mode, hybrid mode, etc.
  • the pure electric mode refers to the power distribution mode in which the engine 11 and the generator 12 do not work, the drive motor 13 drives the hybrid vehicle 100 alone, and is powered by the power supply 4 .
  • the extended range mode refers to a power distribution mode in which the drive motor 13 drives the hybrid vehicle 100 alone and is powered by the generator 12 and/or the power supply 4, and the engine 11 drives the generator 12 to work and generate electricity.
  • the hybrid mode refers to a power distribution mode in which the driving motor 13 and the engine 11 jointly drive the hybrid vehicle 100 and the driving motor 13 is powered by the generator 12 and/or the power supply 4 .
  • the engine 11 , the generator 12 , the drive motor 13 , the brake 15 , the shift clutch 16 and the differential 17 are coupled and connected through the planetary gear 14 .
  • the planet row 14 that is, the planet gear, includes a planet carrier 141 , a sun gear 142 , a planet gear 143 and a ring gear 144 .
  • the sun gear 142 is sleeved on the output shaft of the engine 11
  • the ring gear 144 is fixed on the output shaft of the engine 11 .
  • the output shaft of the engine 11 is connected to the output shaft of the generator 12 through the gear 18 .
  • One end of the brake 15 is connected to the housing, and the other end is connected to the sun gear 142 .
  • Brake 15 can be used to brake or unlock sun gear 142 .
  • the sun gear 142 When the brake 15 brakes the sun gear 142, the sun gear 142 is fixed and cannot rotate around the output shaft of the engine 11. When the brake 15 unlocks the sun gear 142, the sun gear 142 can rotate about the output shaft of the engine 11.
  • One end of the shift clutch 16 is connected to the sun gear 142 and the other end is connected to the ring gear 144 .
  • the shift clutch 16 may be used to engage or disengage the sun gear 142 and the ring gear 144 .
  • shift clutch 16 engages sun gear 142 and ring gear 144, sun gear 142 and ring gear 144 are locked together.
  • shift clutch 16 disengages sun gear 142 and ring gear 144, sun gear 142 and ring gear 144 disengage from each other.
  • the planet carrier 141 and the output shaft of the drive motor 13 are connected in parallel through the gear 18 and then uniformly connected to the differential 17 .
  • the differential 17 is connected to the wheel end 3 of the hybrid vehicle 100 through a half shaft. It can be understood that when the planetary hybrid system 1 is used as a front drive, the wheel end 3 connected to the differential 17 is the front wheel.
  • a gearbox (not shown) is provided between the engine 11 and the wheel end 3. The gearbox can provide multiple optional gears, such as P gear, N gear, etc.
  • the hybrid vehicle control system 2 includes a vehicle controller 21 (Vehicle Control Unit, VCU), an engine controller 22 (Engine Management System, EMS), a generator controller 23 and a drive motor controller 24.
  • vehicle controller 21 is connected to the engine controller 22, the generator controller 23 and the drive motor controller 24 through the Controller Area Network (CAN) bus to provide the engine controller 22, the generator controller 23 and the drive motor with The controller 24 sends corresponding control instructions.
  • CAN Controller Area Network
  • the vehicle controller 21 can automatically determine whether it is necessary to start the vehicle according to the driving needs of the driver of the hybrid vehicle 100 and the state of the hybrid vehicle (such as vehicle speed, remaining power of the power supply 4, etc.). Shut down the engine 11.
  • the vehicle controller 21 determines that the engine 11 needs to be started, the vehicle controller 21 sends a starting command to the engine controller 22 .
  • the vehicle controller 21 determines that the engine 11 needs to be shut down, the vehicle controller 21 sends a shutdown instruction to the engine controller 22 .
  • the vehicle controller 21 may also send a drag command to the generator controller 23 and a compensation command to the drive motor controller 24.
  • the engine controller 22 is connected to the engine 11 and controls the operation of the engine 11 .
  • the engine controller 22 can control the engine 11 to start according to the starting instruction, and control the engine 11 to stop according to the stopping instruction.
  • the generator controller 23 is connected to the generator 12 and controls the operation of the generator 12 .
  • the generator controller 23 can control the generator 12 to apply a corresponding drag torque to the engine 11 according to the drag command.
  • the drive motor controller 24 is connected to the drive motor 13 and controls the operation of the drive motor 13 .
  • the drive motor controller 24 can control the drive motor 13 to output the corresponding compensation torque according to the compensation instruction.
  • the hybrid vehicle 100 is prone to jitter when starting the engine 11.
  • the reasons may be: (1) the starting speed of the engine 11 is obviously lower than the normal operating speed, and the stability of the air intake process of the cylinder is poor, as well as the The combustion is easily affected by temperature and air flow, and the combustion environment is also poor. As a result, the starting process of the engine 11 is less stable than the normal working process, and the starting torque and speed fluctuate greatly. (2) The engine 11 is experiencing rapid changes in speed from static to dynamic, and from low speed to high speed. Since the friction torque of the engine 11 changes non-linearly with its speed, it is difficult for the hybrid vehicle 100 to provide an accurate drag torque. Overcome engine friction torque.
  • the hybrid vehicle 100 adopts the hybrid vehicle start-stop control method shown in Figure 1.
  • the drive motor 13 is accurately controlled to output the compensation torque, so that the compensation torque can offset the longitudinal transmission torque, thereby
  • the problem of longitudinal vibration of the engine 11 during starting and/or stopping is solved, so that the engine 11 can start and/or stop smoothly and quickly.
  • the hybrid vehicle start-stop control method shown in Figure 1 includes two aspects: start control and stop control. Among them, as shown in Figure 1, the hybrid vehicle starting control method includes the following steps:
  • the compensation torque that the drive motor 13 should output is calculated.
  • the drive motor 13 is controlled to output a compensation torque, so that the compensation torque is transmitted to the wheel end 3 to offset the longitudinal transmission torque.
  • the hybrid vehicle starting control method may also include the step of controlling the engine 11 to start.
  • the vehicle controller 21 determines whether the engine 11 needs to be started. When it is determined that the engine 11 needs to be started, the vehicle controller 21 sends a starting command to the engine controller 22 .
  • the engine controller 22 controls the engine 11 to start starting based on the starting command.
  • the vehicle controller 21 may continue to send starting instructions to the engine controller 22 during the entire starting process to prevent the engine 11 from not starting.
  • the engine controller 22 may also return a starting success signal to the vehicle controller 21 . In this way, after the vehicle controller 21 receives the starting success signal, it no longer sends a starting command to the engine controller 22 .
  • the vehicle controller 21 can control the engine 11 to start in N gear without forcing it to start in P gear.
  • the above-mentioned calculation process of longitudinally transmitted torque specifically includes the following steps:
  • the rotation speed of the generator 12 is detected.
  • the longitudinal transmitted torque is calculated.
  • the vehicle controller 21 can detect the rotation speed of the generator 12 through the sensor of the hybrid vehicle 100, and then calculate the angular acceleration of the ring gear 144 based on the rotation speed of the generator 12, and calculate the angular acceleration of the ring gear 144 and the shaft system rotation inertia. Torque is transmitted longitudinally.
  • a filtering algorithm such as a mean filter algorithm
  • the above compensation torque can be calculated by the compensation torque calculation formula.
  • the compensation torque calculation formula is:
  • T DM is the compensation torque
  • i is the transmission ratio from the planet carrier 141 in the planetary row 14 to the drive motor 13
  • k is the characteristic parameter of the planetary row 14, that is, the transmission ratio of the planetary row 14
  • T gen is the generator 12
  • k is known, and i can be calculated based on the transmission ratio of the planetary train 14 and other shaft systems in the planetary train hybrid system 1, and is stored in the storage unit of the vehicle controller 21 in advance.
  • T f_ice , T f_tr and Jr can all be obtained through bench testing and stored in the storage unit of the vehicle controller 21 in advance.
  • the direction of the longitudinally transmitted torque J r ⁇ r is opposite to the compensation torque T DM .
  • the longitudinal outgoing torque J r ⁇ r is positive, the compensation torque T DM is negative. In this way, the longitudinal transmitted torque J r ⁇ r can be offset by the compensation torque T DM .
  • the vehicle controller 21 can generate the corresponding compensation command according to the accurately calculated compensation torque, and send the compensation command to the drive motor controller 24.
  • the drive motor controller 24 can thereby control the output of the drive motor 13 according to the compensation command. Compensation torque required for the starting process (such as zero torque, peak compensation torque and holding compensation torque).
  • Step a Divide the starting process of the engine 11 into multiple starting stages in sequence.
  • the vehicle controller 21 detects the rotational speed of the engine 11 in real time through the sensor of the hybrid vehicle 100, and measures the starting duration through the internal timer program of the vehicle controller 21. Then, the starting stage in which the engine 11 is located is determined based on the rotation speed of the engine 11 and the measured starting duration. For example, as shown in Figure 7, the starting process includes the pre-tightening phase, the peak drag phase, the drag holding phase and the untwisted starting phase which are divided in sequence.
  • the vehicle controller 21 sets the process from the engine 11 receiving the starting command to the engine 11 starting to rotate, and the instantaneous sudden change from 0 speed to a speed greater than 0 as the preloading stage, and increases the speed of the engine 11 from 0 to the resonance zone.
  • the process of increasing the speed of the engine 11 from the end point of the resonance band to the initial ignition point is set as the drag holding stage, and the process of increasing the speed of the engine 11 from the initial ignition point to the initial ignition point is set as the peak drag stage.
  • the process of stabilizing the twist point and the process of successfully starting the engine 11 after reaching the stable twist point are both set as the twist-off starting stage.
  • the resonance zone refers to a low speed range where resonance is likely to occur during the change in speed of the engine 11 .
  • the end point of the resonance band, the initial ignition point, and the stable torque point are all the rotational speed thresholds of the engine 11 .
  • the end point of the resonance band refers to the rotation speed when the engine 11 leaves the resonance band.
  • the initial ignition point refers to the rotation speed of the engine 11 when it starts to ignite
  • the stable torque point refers to the rotation speed when the combustion of the internal cylinder of the engine 11 starts to be in a stable state, that is, stable ignition, so that the engine output torque is stable.
  • the end point of the resonance band, the initial ignition point, the stable twist point, and the duration of each stage can be pre-calibrated and written into the storage unit of the vehicle controller 21 .
  • the end point of the resonance band, the initial ignition point, the stable twist point and the duration of each stage can be calibrated based on the actual performance of the hybrid vehicle 100 .
  • the vehicle controller 21 can determine whether the engine 11 starts to rotate based on the real-time detected rotational speed of the engine 11 (that is, whether the rotational speed suddenly changes from 0 to greater than 0), and whether the rotational speed of the engine 11 reaches the resonance zone. The end point, initial ignition point or stable torque point, and how long it has been started to determine which starting stage it is currently in. The vehicle controller 21 can determine whether the engine 11 is successfully started based on the ignition operating status.
  • Step b Under different starting stages, control the driving motor 13 to output the compensation torque corresponding to the starting stage of the engine 11 .
  • FIG. 7 is a timing chart of the hybrid vehicle 100 starting the engine 11 using the starting control method according to the embodiment of the present invention.
  • the abscissa is time
  • the ordinate is related signals and parameters involved in the starting process, such as: starting success signal, starting command, torque output by the engine 11, speed of the engine 11 and compensation torque of the drive motor.
  • the starting command is 1, which means that the vehicle controller 21 has issued a starting command to start the engine 11. If the starting command is 0, it means that the vehicle controller 21 has not issued a starting command.
  • step b As shown in Figure 7, the process of step b is as follows:
  • the preloading stage since the preloading stage is a process of preloading the shafting gears connecting the engine 11 to the generator 12 to reduce the gap of the shafting gears, the engine 11 has not yet rotated during this process, so the drive The motor 13 does not output compensation torque, that is, the drive motor controller 24 controls the compensation torque output by the drive motor 13 to be 0.
  • the vehicle controller 21 detects through the sensor and the internal timer program that the speed of the engine 11 suddenly changes from 0 to greater than 0 after the set preload time, it is determined that the peak drag stage has entered.
  • the drive motor controller 24 controls the drive motor 13 to output a peak compensation torque based on the compensation command to offset the longitudinal torque transmitted by the planetary row 14 to the wheel end 3 during the peak drag stage.
  • the vehicle controller 21 detects through the sensor that the rotation speed of the engine 11 reaches the end point of the resonance band (corresponding to point B in FIG. 7 ), it determines that the drag holding phase is entered.
  • the drive motor controller 24 controls the drive motor 13 to output a holding compensation torque to offset the longitudinal outgoing torque in the drag holding stage.
  • the vehicle controller 21 detects through the sensor that the rotation speed of the engine 11 reaches the initial ignition point (corresponding to point C in FIG. 7 ), it determines that the engine 11 has entered the torque-off starting stage.
  • the drive motor controller 24 controls the drive motor 13 to continue to output the maintaining compensation torque, and then cancels the maintenance compensation torque after the engine 11 is successfully started to offset the longitudinal outgoing torque in the torque-off starting phase.
  • the hybrid vehicle starting control method also includes step c:
  • the generator 12 is controlled to apply drag torque to the engine 11 to control the rotation speed of the engine 11 .
  • the engine 11 can quickly pass through the resonance band, thereby reducing the jitter caused by the resonance band and further improving the smoothness of starting the engine 11 .
  • step c is only to distinguish other steps, and the present invention does not limit the order of step c in the method of the embodiment of the present invention.
  • step c in the starting control method according to the embodiment of the present invention can be specifically: under different starting stages, respectively control the output of the generator 12 and the location where the engine 11 is located. The corresponding drag torque during the starting phase.
  • the drag torque required in each starting stage (such as preload torque, peak drag torque and holding torque) and the drag torque change rate can be pre-calibrated and written into the storage unit of the vehicle controller 21 . During calibration, the best selection can be made based on the actual performance of the hybrid vehicle 100.
  • the vehicle controller 21 can generate corresponding drag instructions based on the pre-calibrated drag torque and drag torque change rate, and send the drag instructions to the generator controller 23 . Therefore, the generator controller 23 can control the transition process between two adjacent starting stages according to the calibrated drag torque change rate, and control the generator 12 to reach the calibrated drag torque, so that the starting process can be controlled. fine control.
  • the generator controller 23 controls the generator 12 to output a preload torque based on the drag command.
  • the preload torque is applied to the engine 11 to connect the engine 11 to the power generation.
  • the shafting gear of machine 12 is preloaded.
  • the torque output by the generator 12 transitions from 0 N ⁇ m to the set pre-tightening torque according to the set change rate (corresponding to the slope T1 in Figure 7).
  • the generator controller 23 controls the generator 12 to apply the peak drag torque to the engine 11 based on the drag command to drag the engine 11 through the resonance band.
  • the torque output by the generator 12 transitions from the preload torque to the set peak drag torque according to the set change rate (corresponding to the slope T2 in Figure 7).
  • the generator controller 23 controls the generator 12 to apply the holding torque to the engine 11 based on the drag command, so that the cylinders inside the engine 11 start to ignite.
  • the torque output by the generator 12 transitions from the peak drag torque to the set holding torque according to the set change rate (corresponding to the slope T3 in Figure 7).
  • the generator controller 23 controls the generator 12 to cancel the torque applied to the engine 11 based on the drag command, so that the cylinders inside the engine 11 complete ignition and start successfully.
  • the torque output by the generator 12 transitions from the holding torque to 0 N ⁇ m according to the set change rate (corresponding to the slope T4 in Figure 7).
  • the rotation speed of the engine 11 reaches the set stable torque output point (corresponding to point D in Figure 7).
  • the most typical one is a hybrid vehicle using a power split hybrid system (that is, THS system).
  • THS system power split hybrid system
  • the hybrid vehicle starts in P gear and offsets the longitudinal torque transmitted to the wheel end 3 in proportion. starting method. This is because the longitudinal output torque of the THS system is large and can be calculated directly according to the fixed share.
  • the transmission system in P gear is in a locked state, so the inertial torque can be directly offset by P gear. Therefore,
  • the hybrid vehicle of the THS system is not sensitive to the inertia moment, so it is not necessary to accurately calculate the inertia torque and compensate for it when starting in P gear.
  • the hybrid car chooses to start in N gear, the longitudinal torque is more obvious. In this case, the longitudinal torque when starting in N gear can no longer be completely offset in proportion, so the hybrid car cannot drive smoothly in N gear. To start, you can only choose to start in P position.
  • the present invention since the hybrid vehicle 100 adopts the series-parallel hybrid system of the planetary row 14, and the structure of the series-parallel hybrid system is different from the THS system, the longitudinal transmission torque will be significantly reduced when starting in N gear, and the longitudinal transmission torque will be significantly reduced. It is mainly the inertial moment of acceleration of the planetary gear train. Therefore, the present invention uses the above-mentioned starting control method to reasonably control the longitudinal outgoing torque, so that the hybrid vehicle 100 can start smoothly, and can start in the N gear without forcing it. Start in P position.
  • the present invention when the hybrid vehicle 100 is started, the present invention also applies an active drag force (that is, drag torque) through the generator 12 to assist the engine 11 to quickly pass through the resonance zone, thereby reducing the jitter and vibration caused by the resonance zone.
  • the time it takes to pass the resonance band further improves the smoothness and efficiency of starting the hybrid vehicle 100 of the present invention.
  • the hybrid vehicle stopping control method is the same as or similar to the hybrid vehicle starting control method.
  • the difference between the hybrid vehicle shutdown control method and the hybrid vehicle starting control method is that step a and step b during the starting process correspond to the following steps d and step e during the shutdown process:
  • Step d Divide the shutdown process into multiple shutdown stages in sequence.
  • Step e In different shutdown stages, control the drive motor 13 to output the compensation torque corresponding to the shutdown stage of the engine 11. Please refer to Figure 8.
  • the shutdown process includes a rapid drag phase, a torque reduction phase, and a torque-off shutdown phase that are divided in sequence.
  • the vehicle controller 21 sets the process of reducing the speed of the engine 11 from the speed before shutdown to the end point of the resonance band as the fast drag stage, and the process of reducing the speed of the engine 11 from the end point of the resonance band to 0. It is set as the torque decreasing stage, and the process from the engine 11 reducing to 0 speed to completely stopping is set as the torque-off shutdown stage.
  • FIG. 9 is a timing diagram of the hybrid vehicle 100 shutting down the engine 11 using the hybrid vehicle shutdown control method according to the embodiment of the present invention.
  • the abscissa is time, and the ordinate is relevant signals and parameters involved in the shutdown process, such as: shutdown command, torque output by the engine 11 , rotation speed of the engine 11 and compensation torque of the drive motor 13 .
  • a shutdown command of 1 means that the vehicle controller 21 has issued a shutdown command to stop the engine 11
  • a shutdown command of 0 means that the vehicle controller 21 has not issued a shutdown command.
  • step e is as follows:
  • the drive motor controller 24 controls the drive motor 13 to output drag compensation torque based on the compensation command to offset the longitudinal torque transmitted by the planetary row 14 to the wheel end 3 during the fast drag phase.
  • the drive motor controller 24 controls the driving motor 13 to output the drag-stop compensation torque based on the compensation instruction to offset the longitudinally transmitted torque in the torque decreasing stage.
  • the drive motor controller 24 controls the drive motor 13 to output the torque-off compensation torque based on the compensation command to offset the longitudinal outgoing torque in the torque-off stop phase.
  • the hybrid vehicle starting control method according to the embodiment of the present invention also includes step c. Please refer to FIG. 6 .
  • the generator controller 23 controls the generator 12 to apply a fast drag torque to the engine 11 based on the drag command to drag the engine 11 through the resonance band.
  • the torque output by the generator 12 transitions from the torque before shutdown to the set fast drag torque according to the set change rate (corresponding to the slope T5 and the slope T6 in Figure 9).
  • the generator controller 23 controls the torque applied by the generator 12 to the engine 11 based on the drag command to transition from the quick drag stop torque to 0 N ⁇ m to stop the engine 11.
  • the generator controller 23 controls the generator 12 to cancel the torque applied to the engine 11 based on the drag command.
  • the planetary hybrid system 1 also has the problem of longitudinal transmission of torque and longitudinal vibration when it is stopped.
  • the current main shutdown control method is to send a shutdown command to the engine 11 and cancel the torque of the engine 11 and the generator 12, so that the rotation speed of the engine 11 and the generator 12 naturally drops to 0, ignoring the influence of the longitudinal transmitted torque.
  • the present invention uses the above-mentioned shutdown control method to accurately control the longitudinal transmission torque, so that the hybrid vehicle 100 can be stopped smoothly.
  • the present invention also actively drags the engine 11 to quickly pass the resonance zone when shutting down, thereby reducing the jitter caused by the resonance zone and shortening the time to pass the resonance zone, further improving the stability of the shutdown and shortening the shutdown time.

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Abstract

一种混动车（100）起停控制方法，可在起动和/或关停发动机（11）的过程中，计算行星排（14）的纵向传出扭矩，根据纵向传出扭矩来计算驱动电机（13）应输出的补偿扭矩，再控制驱动电机（13）输出补偿扭矩，以使补偿扭矩传递至轮端（3），从而抵消纵向传出扭矩。

Description

混动车起停控制方法 技术领域
本发明涉及混合动力车技术领域，具体涉及一种混动车起停控制方法。
背景技术
混合动力车(以下简称混动车)通常包括发动机和电机等多个动力源，既可以实现仅电机工作的纯电动模式，又可以实现电机和发动机均工作的混动模式。因此，混动车控制中的一个重要方面是纯电模式与混动模式之间的切换控制，其中涉及对发动机的起停控制。
对于混动车，其发动机在起动时容易受气缸运行的不稳定性，发动机转速非线性变化以及经过低转速区间时出现共振等因素的影响而产生抖动。而在停机过程中，混动车则是让发动机自然停机，因此，除了不存在发动机起动时的气缸运行不稳定的原因外，发动机转速非线性变化及低转速共振的影响仍是停机过程的重要抖动源。此外，对于行星排式混动车，由于其简化了变速传动结构和采用更加集成化的设计，往往不再配备主离合器和液力变矩器对发动机和变速箱进行“隔离”，因此，行星排混动系统还具有新的传力特性。在行星排轮系的加减速过程中会有一部分惯性力作用于行星排的输出端，当行星排的三个连接端均作为动力的输入或输出端时，在非加减速的稳态工作状态下也会有固定力矩传出至轮端，导致整车纵向抖动感更强。因此，行星排式混动车相比其他非行星排式的混动车，对起停的平顺性提出了新的需求。
而目前现行的行星排混动车起停方法往往忽略了行星排混动系统传递至轮端的纵向传出扭矩，尤其是忽略了轴系惯性扭矩，导致纵向抖动的问题仍然存在。
发明内容
本发明的目的在于提出一种混动车起停控制方法，旨在解决现有方法中行星排混动车在起停时存在整车纵向抖动的问题。
为实现上述目的，本发明实施例提出一种混动车起动控制方法，该方法包括计算行星排的纵向传出扭矩，根据所述纵向传出扭矩精确计算驱动电机应输出的补偿扭矩，然后控制所述驱动电机输出所述补偿扭矩，使所述补偿扭矩传递至轮端，从而精确抵消所述纵向传出扭矩，由此可以有效抑制起动时所述纵向传出扭矩所引起的整车纵向抖动，提高所述混动车起动的平顺性和静谧性。
优选地，混动车起动控制方法还包括控制发动机起动，控制发电机向所述发动机施加拖动扭矩，以控制所述发动机的转速。可以理解，这主要是考虑到发动机经过共振带时容易出现共振，从而产生抖动，因此，通过所述发电机主动拖拽所述发动机，使所述发动机快速达到共振带结束点的转速，如此可以减小共振带对所述发动机的影响，进一步减少共振带所引起的整车抖动，同时也缩短了起动的时间，提高了起动效率。
优选地，所述行星排的纵向传出扭矩的计算过程包括检测发电机转速，根据所述发电机转速以及轴系转动惯量，计算所述纵向传出扭矩。基于此，可以精确计量起动过程中所传递至轮端的所述纵向传出扭矩，以便对所述纵向传出扭矩进行精准补偿。
优选地，通过补偿扭矩计算公式精确计算所述驱动电机应输出的补偿扭矩，不仅计算非常方便，而且可以便于精准控制所述驱动电机输出相应大小的扭矩，使得所述补偿扭矩能够与所述纵向传出扭矩相抵消。其中，补偿扭矩计算公式为：
Figure PCTCN2022124942-appb-000001
其中，T DM为所述补偿扭矩；i为所述行星排中的行星架至所述驱动电机的传动比；k为行星排特征参数；T gen为所述发电机的拖动扭矩；T f_ice为所述发动机在当前转速下的摩擦扭矩；T f_tr为所述混动车中的变速箱的拖曳扭矩；J rα r为所述纵向传出扭矩；J r为所述行星排混动系统中等效到所述行星排的齿圈的转动惯量，也即轴系转动惯量；α r为所述行星排混动系统中等效到所述齿圈的角加速度。
优选地，所述控制驱动电机输出所述补偿扭矩包括将发动机的起动过程依次分为多个起动阶段，进而在不同的所述起动阶段下，分别控制所述驱动电机输出与所述发动机所在的所述起动阶段相对应的补偿扭矩。这主要是考虑到， 不同起动阶段下所述发电机的转速有所不同，相应地，所述纵向传出扭矩的大小也不同，因此，需要针对不同的起动阶段适应性地调整所述补偿扭矩，从而可以使所述驱动电机所输出地所述补偿扭矩恰好能与所述纵向传出扭矩相抵消，以此确保了起动过程中的整车平顺性能。
优选地，所述起动过程包括依次划分的预紧阶段、峰值拖动阶段、拖动保持阶段和撤扭起动阶段。基于此，在所述预紧阶段下，控制所述驱动电机不输出补偿扭矩；在所述峰值拖动阶段下，控制所述驱动电机输出峰值补偿扭矩，以抵消所述峰值拖动阶段的所述纵向传出扭矩；在所述拖动保持阶段下，控制所述驱动电机输出保持补偿扭矩，以抵消所述拖动保持阶段的所述纵向传出扭矩；在所述撤扭起动阶段下，控制所述驱动电机继续输出保持补偿扭矩，在所述发动机成功起动后再撤销所述保持补偿扭矩，以抵消所述撤扭起动阶段的所述纵向传出扭矩。可见，本发明方法能够对起动过程所应输出的补偿扭矩进行精细化控制，从而精准消除每个起动阶段所产生的纵向传出扭矩。
优选地，通过实时检测所述发动机的转速，并计量起动时长，然后根据所述发动机的转速和计量的起动时长确定所述发动机所在的所述起动阶段。其中，将所述发动机从接收到起动指令到发动机的转速由0突变为大于0的过程设定为预紧阶段；将所述发动机的转速从0增加到共振带的结束点的过程设定为峰值拖动阶段；将所述发动机的转速从所述共振带的结束点增加到初始点火点的过程设定为拖动保持阶段，其中，所述初始点火点为所述发动机在开始点火时的转速；将所述发动机的转速从所述初始点火点增加到稳定出扭点的过程，以及将所述发动机在达到所述稳定出扭点后至起动成功的过程共同设定为撤扭起动阶段，其中，所述稳定出扭点为所述发动机稳定点火，使得发动机所输出扭矩稳定时的转速。如此可以准确地确定出所述发动机所处的所述起动阶段，以便控制所述驱动电机输出相应大小的所述补偿扭矩，实现对所述纵向传出扭矩的精准补偿。
本发明实施例还提出一种混动车停机控制方法，该方法包括计算行星排的纵向传出扭矩，根据所述纵向传出扭矩计算驱动电机应输出的补偿扭矩，然后控制所述驱动电机输出所述补偿扭矩，使所述补偿扭矩传递至轮端，从而抵消所述纵向传出扭矩，由此可以有效抑制停机时的整车纵向抖动，提高混动车停机的平顺性和静谧性。
优选地，混动车停机控制方法还包括控制发动机停机，控制发电机向所述发动机施加拖动扭矩，以控制所述发动机的转速。可以理解，停机过程存在着容易引起所述发动机抖动的共振带，因此，在停机时，通过所述发电机主动拖拽所述发动机，使所述发动机快速通过共振带，如此可以减小共振带对所述发动机的影响，进一步减少共振带所引起的整车抖动，同时也缩短停机的时间，提高了停机效率。
优选地，通过检测发电机转速，根据所述发电机转速以及轴系转动惯量来精确计算所述纵向传出扭矩，如此可以方便控制所述驱动电机，使得所述驱动电机所输出的补偿扭矩可以准确抵消掉所述纵向传出扭矩。
优选地，通过补偿扭矩计算公式获得所述驱动电机所应输出的补偿扭矩的大小，不仅计算非常方便，而且还可以便于精准控制所述驱动电机，使其输出相应大小的扭矩来与所述纵向传出扭矩相抵消。
其中，补偿扭矩计算公式为：
Figure PCTCN2022124942-appb-000002
其中，T DM为所述补偿扭矩；i为所述行星排中的行星架至所述驱动电机的传动比；k为行星排特征参数；T gen为所述发电机的拖动扭矩；T f_ice为所述发动机在当前转速下的摩擦扭矩；T f_tr为所述混动车中的变速箱的拖曳扭矩；J rα r为所述纵向传出扭矩；J r为所述行星排混动系统中等效到所述行星排的齿圈的转动惯量，也即轴系转动惯量；α r为所述行星排混动系统中等效到所述齿圈的角加速度。
优选地，通过将发动机的停机过程依次分为多个停机阶段，然后在不同的所述停机阶段下，分别控制所述驱动电机输出与所述发动机所在的所述停机阶段相对应的补偿扭矩。这主要是考虑到，不同停机阶段下所产生的所述纵向传出扭矩大小有所不同，因此，需要针对不同的停机阶段适应性地调整所述补偿扭矩，从而可以使所述驱动电机所输出地所述补偿扭矩恰好能与所述纵向传出扭矩相抵消，以此确保了停机过程中的整车平顺性能。
优选地，所述停机过程包括依次划分的快速拖动阶段、扭矩递减阶段和撤扭停机阶段。基于此，在所述快速拖动阶段下，控制所述驱动电机输出拖动补 偿扭矩，以抵消所述快速拖动阶段的所述纵向传出扭矩；在所述扭矩递减阶段下，控制所述驱动电机输出拖停补偿扭矩，以抵消所述扭矩递减阶段的所述纵向传出扭矩；在所述撤扭停机阶段下，控制所述驱动电机输出撤扭补偿扭矩，以抵消所述撤扭停机阶段的所述纵向传出扭矩。可见，本发明方法能够对停机过程所应输出的补偿扭矩进行精细化控制，从而精准消除每个停机阶段所产生的纵向传出扭矩。
优选地，所述将发动机的停机过程依次分为多个停机阶段，包括实时检测所述发动机的转速，并计量停机时长，然后根据所述发动机的转速和计量的停机时长确定所述发动机所在的停机阶段。其中，将所述发动机的转速从停机前的转速降低至共振带的结束点的过程设定为快速拖动阶段；将所述发动机的转速从所述共振带的结束点降低至0的过程设定为扭矩递减阶段；将所述发动机在降低至0转速后至完全停机的过程设定为撤扭停机阶段。如此可以准确地确定出所述发动机所处的所述停机阶段，以便控制所述驱动电机输出相应大小的所述补偿扭矩，实现对所述纵向传出扭矩的精准补偿。
本发明实施例至少具有以下有益效果：
1、为了抑制起动和停机过程中，因行星排结构特性而导致的一部分力矩传递至车轮所带来的纵向抖动，本发明精确计量了驱动电机所应输出的补偿扭矩，利用该补偿扭矩来精确抵消起动和停机过程的纵向传出扭矩，从而可以在不增加任何额外硬件成本的基础上，实现对起动和停机带来的整车纵向抖动的有效抑制，提高整车起停的平顺性和静谧性。
2、本发明混动车起停控制方法通过检测发动机的转速及计量停机时长，从而可以精确划分起动及停机过程的各个阶段，通过对发动机、发电机、驱动电机的转速和扭矩协同控制，从而可以实现对混动车的起动过程及停机过程的精细控制。
3、本发明在发动机的起动过程中，通过发电机分阶段地施加相应的拖动扭矩来快速拖起发动机依次通过共振带、初始点火点、稳定出扭点，由此可以减少过共振带时的整车抖动和缩短起动的时间。
4、本发明在发动机的停机过程中，通过发电机分阶段地施加相应的拖动扭矩来拖动发动机快速通过共振带，并在发动机转速低于共振带后迅速撤销拖动扭矩以防止发动机反转，如此可以解决现有的自然停机所存在的停机过程慢、 过共振带抖动的问题。
5、本发明可以实现N档起动，无需强制P档起动，在模式的切换上可更灵活方便，故可以带来更好的客户体验。
6、本发明方法应用于串并联式的行星排混合动力车，通过对串并联式混动系统的拖动力矩和轴系惯性带来的纵向传出扭矩进行了精确补偿，从而克服串并联式的行星排混动车的起停抖动，是一种更为有针对性的起停控制方法。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1为本发明实施例提供的混动车起停控制方法的示意图。
图2为图1所示方法所应用的混动车的示意图。
图3为图2所示的行星排混动系统的示意图。
图4为图2所示的混动车控制系统的示意图。
图5为图1所示方法在起动过程中控制驱动电机输出补偿扭矩的流程图。
图6为图1所示方法在起停过程中控制发电机输出拖动扭矩的流程图。
图7为图1所示方法控制混动车起动的时序图。
图8为图1所示方法在停机过程中控制驱动电机输出补偿扭矩的流程图。
图9为图1所示方法控制混动车停机的时序图。
主要元件符号说明
混动车                         100
行星排混动系统                 1
发动机                         11
发电机                         12
驱动电机                       13
行星排                         14
行星架                         141
太阳轮                         142
行星轮                         143
齿圈                           144
制动器                         15
换档离合器                     16
差速器                         17
齿轮                           18
混动车控制系统                 2
整车控制器                     21
发动机控制器                   22
发电机控制器                   23
驱动电机控制器                 24
轮端                           3
电源                           4
如下具体实施方式将结合上述附图进一步说明本发明。
具体实施方式
为了使本技术领域的人员更好地理解本发明方案，下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分的实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都应当属于本发明保护的范围。
在本发明的描述中，需要说明的是，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是机械连接，也可以是电连接或可以相互通讯；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本发明中的具体含义。
在本发明的描述中，需要理解的是，术语“包括”以及它们任何变形，意图在于覆盖不排他的包含。例如包含了一系列步骤或模块的过程、方法、系统、产品或设备没有限定于已列出的步骤或模块，而是可选地还包括没有列出的步 骤或模块，或可选地还包括对于这些过程、方法、产品或设备固有的其它步骤或模块。
请参照图1，图1示出了本发明实施例提供的混动车起停控制方法，该方法可应用于混动车100。
其中，请参照图2，混动车100包括行星排混动系统1、混动车控制系统2、轮端3和电源4等。请参照图3，本发明实施例的行星排混动系统1为串并联式混动系统(例如为G-MC机电耦合系统)，其配备有壳体(图未示)和位于壳体内的发动机11、发电机12、驱动电机13、行星排14、制动器15、换档离合器16及差速器17等。
其中，发动机11为可将除电能之外的其他能量(如热能等)转化成动能的设备，例如可以是汽油发动机或柴油发动机。发电机12和驱动电机13均可以为驱动和发电一体机，可以进行电能和动能之间的转换。可以理解，该混动车100可以是插电式混合动力车或油电混合动力车，以实现多种工作模式，例如纯电模式、增程模式、混合动力模式等。可以理解，在本发明实施例中，纯电模式是指发动机11和发电机12不工作，驱动电机13单独驱动混动车100，并由电源4供电的动力分配模式。增程模式是指驱动电机13单独驱动混动车100，并由发电机12和/或电源4供电，发动机11带动发电机12工作发电的动力分配模式。混合动力模式是指驱动电机13和发动机11共同驱动混动车100，驱动电机13由发电机12和/或电源4供电的动力分配模式。
请再次参照图3，发动机11、发电机12、驱动电机13、制动器15、换档离合器16和差速器17通过行星排14耦合连接。
具体地，如图3所示，行星排14即行星齿轮，包括行星架141、太阳轮142、行星轮143和齿圈144。太阳轮142空套在发动机11的输出轴上，齿圈144固定于发动机11的输出轴。发动机11的输出轴通过齿轮18连接发电机12的输出轴。制动器15一端连接壳体，一端连接太阳轮142。制动器15可用于制动或解锁太阳轮142。当制动器15制动太阳轮142时，太阳轮142被固定而不能绕着发动机11的输出轴转动。当制动器15解锁太阳轮142时，太阳轮142能够绕着发动机11的输出轴转动。换档离合器16一端连接太阳轮142，另一端连接齿圈144。换档离合器16可用于结合或分离太阳轮142和齿圈144。当换档离合器16结合太阳轮142和齿圈144时，太阳轮142和齿圈144锁定在一起。当 换档离合器16分离太阳轮142和齿圈144时，太阳轮142和齿圈144相互分离。行星架141和驱动电机13的输出轴之间通过齿轮18进行并联，再统一连接至差速器17。差速器17通过半轴连接混动车100的轮端3。可以理解，当该行星排混动系统1用于前驱，差速器17所连接的轮端3为前轮。另外，发动机11和轮端3之间还设有变速箱(图未示)，变速箱可提供多个可选的档位，例如有P档、N档等。
请一并参照图4，混动车控制系统2包括整车控制器21(Vehicle Control Unit，VCU)、发动机控制器22(Engine Management System，EMS)、发电机控制器23和驱动电机控制器24。整车控制器21通过控制器局域网(Controller Area Network，CAN)总线连接发动机控制器22、发电机控制器23和驱动电机控制器24，以向发动机控制器22、发电机控制器23和驱动电机控制器24发送相应的控制指令。
例如，在本发明实施例中，整车控制器21可以根据混动车100的驾驶员的驾驶需求，以及根据混动车的状态(例如车速、电源4的剩余电量等)来自动判断是否需要起动/关闭发动机11。当整车控制器21判断需要起动发动机11时，整车控制器21向发动机控制器22发送起动指令。当整车控制器21判断需要关闭发动机11时，整车控制器21向发动机控制器22发送停机指令。在发动机起动和/或停机时，整车控制器21还可以向发电机控制器23发送拖动指令和向驱动电机控制器24发送补偿指令。
发动机控制器22连接发动机11，并控制发动机11的工作。例如在本发明实施例中，发动机控制器22可以根据起动指令控制发动机11进行起动，以及根据停机指令控制发动机11进行停机。
发电机控制器23连接发电机12，并控制发电机12的工作。例如在本发明实施例中，发电机控制器23可以根据拖动指令控制发电机12向发动机11施加相应的拖动扭矩。
驱动电机控制器24连接驱动电机13，并控制驱动电机13的工作。例如在本发明实施例中，驱动电机控制器24可以根据补偿指令控制驱动电机13输出相应的补偿扭矩。
可以理解，混动车100在起动发动机11时容易产生抖动，其原因可能在于：(1)发动机11的起动转速明显会低于正常工作转速，并且气缸的进气过程稳 定性较差，以及缸内的燃烧易受温度和气流等影响，燃烧环境也较差，导致发动机11起动过程在稳定性上差于正常工作过程，起动扭矩和转速的波动大。(2)发动机11在经历由静态至动态、低转速至高转速的转速快速变化过程，由于发动机11的摩擦扭矩与其转速呈非线性变化，使得混动车100很难给出一个精确的拖动扭矩来克服发动机的摩擦扭矩。(3)发动机11和变速箱轴系耦合后，在起动过程中往往存在一个低转速区间(即从0转速至开始点火时的转速)，其中形成有共振带，发动机11在经过该共振带时出现共振，产生的抖动加剧。(4)混动车100存在纵向传出扭矩传递至轮端3。在关停发动机11时也存在着前述(2)至(4)的抖动因素。
基于此，混动车100采用图1所示的混动车起停控制方法，在起动和/或停机时，通过精确控制驱动电机13输出补偿扭矩，使得补偿扭矩可以与纵向传出扭矩相抵消，从而解决发动机11在起动和/或停机过程的纵向抖动问题，使得发动机11可以平顺、快速地起动和/或停机。
可以理解，图1所示的混动车起停控制方法包括起动控制和停机控制两方面。其中，如图1所示，混动车起动控制方法包括以下步骤：
计算行星排14的纵向传出扭矩。
根据纵向传出扭矩，计算驱动电机13应输出的补偿扭矩。
控制驱动电机13输出补偿扭矩，使补偿扭矩传递至轮端3，从而抵消纵向传出扭矩。
可以理解，在计算纵向传出扭矩之前，混动车起动控制方法还可以包括步骤：控制发动机11起动。
具体地，整车控制器21判断是否需要起动发动机11，当判断需要起动发动机11时，整车控制器21向发动机控制器22发送起动指令。发动机控制器22基于起动指令控制发动机11开始起动。
其中，整车控制器21可以在整个起动过程中持续向发动机控制器22发送起动指令，以防止出现发动机11未起动的情况。当发动机11成功起动时，发动机控制器22还可以向整车控制器21返回起动成功信号。如此，当整车控制器21接收到起动成功信号后，即不再向发动机控制器22发送起动指令。
在本发明实施例中，整车控制器21可以控制发动机11在N档起动，无需强制在P档起动。
在本发明实施例中，上述纵向传出扭矩的计算过程具体包括以下步骤：
检测发电机12的转速。
根据发电机12的转速以及轴系转动惯量，计算纵向传出扭矩。
具体地，整车控制器21可以通过混动车100的传感器检测发电机12的转速，然后根据发电机12的转速计算齿圈144的角加速度，根据齿圈144的角加速度和轴系转动惯量计算纵向传出扭矩。在计算齿圈144的角加速度时，还可以采用滤波算法(例如均值滤波算法)剔除异常数据，以获得更准确的齿圈144的角加速度。
在本发明实施例中，上述补偿扭矩可通过补偿扭矩计算公式计算得到。该补偿扭矩计算公式为：
Figure PCTCN2022124942-appb-000003
式中，T DM为补偿扭矩；i为行星排14中的行星架141至驱动电机13的传动比；k为行星排14特征参数，也即行星排14的传动比；T gen为发电机12的拖动扭矩；T f_ice为发动机11在当前转速下的摩擦扭矩；T f_tr为混动车100中的变速箱的拖曳扭矩；J rα r为纵向传出扭矩；J r为行星排混动系统1中等效到行星排14的齿圈144的转动惯量，也即轴系转动惯量；α r为行星排混动系统1中等效到齿圈144的角加速度。
可以理解，k为已知，i可根据行星排混动系统1中行星排14和其余轴系传动比计算得到，并预先存储在整车控制器21的存储单元中。T f_ice、T f_tr和J r均可通过台架试验获得，并预先存储在整车控制器21的存储单元中。可以理解，纵向传出扭矩J rα r的方向与补偿扭矩T DM相反。例如，当纵向传出扭矩J rα r为正时，补偿扭矩T DM为负。如此，纵向传出扭矩J rα r才能够被补偿扭矩T DM抵消掉。
如此，整车控制器21即可以根据精确计算得到的补偿扭矩生成相应的补偿指令，并将补偿指令发送给驱动电机控制器24，驱动电机控制器24从而可以根据补偿指令来控制驱动电机13输出起动过程所需的补偿扭矩(例如0扭矩、峰值补偿扭矩和保持补偿扭矩)。
在本发明实施例中，请一并参照图5，上述起动过程具体包括以下步骤：
步骤a、将发动机11的起动过程依次分为多个起动阶段。
具体地，整车控制器21通过混动车100的传感器实时检测发动机11的转 速，并通过整车控制器21的内部计时器程序对起动时长进行计量。然后，根据发动机11的转速和计量的起动时长确定发动机11所在的起动阶段。示例的，如图7所示，起动过程包括依次划分的预紧阶段、峰值拖动阶段、拖动保持阶段和撤扭起动阶段。
其中，整车控制器21将发动机11接收到起动指令到发动机11开始转动，从0转速瞬间突变为大于0的转速的过程设定为预紧阶段，将发动机11的转速从0增加到共振带的结束点的过程设定为峰值拖动阶段，将发动机11的转速从共振带的结束点增加到初始点火点的过程设定为拖动保持阶段，将发动机11的转速从初始点火点增加到稳定出扭点的过程，以及将发动机11在达到稳定出扭点后至起动成功的过程共同设定为撤扭起动阶段。
可以理解，共振带是指发动机11在转速变化过程中的容易引起共振的低转速区间。共振带的结束点、初始点火点、稳定出扭点均为发动机11的转速阈值。其中，共振带的结束点是指发动机11离开共振带时的转速。初始点火点是指发动机11在开始点火时的转速，稳定出扭点是指发动机11内部气缸的燃烧开始处于稳定状态，即稳定点火，使得发动机所输出扭矩稳定时的转速。
可以理解，共振带的结束点、初始点火点、稳定出扭点，以及各个阶段的时长可以预先标定并写入整车控制器21的存储单元。当然，共振带的结束点、初始点火点、稳定出扭点以及各个阶段的时长可根据实际的混动车100的表现择优标定。
基于此，在起动时，整车控制器21可以根据实时检测的发动机11的转速来判断发动机11是否开始转动(即转速是否从0瞬间突变为大于0)，发动机11的转速是否达到共振带的结束点、初始点火点或稳定出扭点，以及起动了多长时间来确定当前是处于哪一起动阶段。整车控制器21可以根据点火运行状态判断发动机11是否起动成功。
步骤b、在不同的起动阶段下，分别控制驱动电机13输出与发动机11所在的起动阶段相对应的补偿扭矩。
具体地，请参照图7，图7为混动车100采用本发明实施例起动控制方法起动发动机11的时序图。其中，横坐标为时间，纵坐标为起动过程中涉及到的相关信号及参数，例如有：起动成功信号，起动指令，发动机11输出的扭矩，发动机11的转速和驱动电机的补偿扭矩。图7中，起动指令为1即代表整车控制 器21有发出起动指令，使发动机11进行起动。起动指令为0即代表整车控制器21没有发出起动指令。
如图7所示，步骤b的过程具体如下：
在预紧阶段下，由于预紧阶段是使连接发动机11到发电机12的轴系齿轮进行预紧，以缩小轴系齿轮的间隙的过程，这一过程发动机11还未发生转动，因此，驱动电机13不输出补偿扭矩，也即，驱动电机控制器24控制驱动电机13输出的补偿扭矩为0。
当发动机11开始转动，也即从0转速突变为大于0的转速(对应图7中的A点)时，说明预紧已完成。因此，当整车控制器21通过传感器及内部计时器程序检测到在经过设定的预紧时长后，发动机11的转速从0突变为大于0，则判断进入峰值拖动阶段。在峰值拖动阶段下，驱动电机控制器24基于补偿指令控制驱动电机13输出峰值补偿扭矩，以抵消行星排14在峰值拖动阶段下所传递至轮端3的纵向传出扭矩。
当整车控制器21通过传感器检测到发动机11的转速达到共振带的结束点(对应图7中的B点)时，则判断进入拖动保持阶段。
在拖动保持阶段下，驱动电机控制器24控制驱动电机13输出保持补偿扭矩，以抵消拖动保持阶段的纵向传出扭矩。
当整车控制器21通过传感器检测到发动机11的转速达到初始点火点(对应图7中的C点)时，则判断进入撤扭起动阶段。
在撤扭起动阶段下，驱动电机控制器24控制驱动电机13继续输出保持补偿扭矩，在发动机11成功起动后再撤销保持补偿扭矩，以抵消撤扭起动阶段的纵向传出扭矩。
在上述起动过程中，由于共振带容易加剧整车纵向抖动，因此，如图6所示，当控制发动机11起动，本发明实施例混动车起动控制方法还包括步骤c：
控制发电机12向发动机11施加拖动扭矩，以控制发动机11的转速。
如此，发动机11可以快速通过共振带，从而减小由共振带所引起的抖动，进一步提高发动机11起动的平顺性。
可以理解，上述“步骤c”仅是为了区别其他步骤，本发明并不限定步骤c在本发明实施例方法中的顺序。
可以理解，由于发动机11的起动过程包括多个起动阶段，因此，本发明实 施例起动控制方法中的步骤c可具体为：在不同的起动阶段下，分别控制发电机12输出与发动机11所在的起动阶段相对应的拖动扭矩。
可以理解，各个起动阶段所需的拖动扭矩(如预紧扭矩、峰值拖动扭矩和保持扭矩)及拖动扭矩变化速率可以预先标定并写入整车控制器21的存储单元。标定时可根据实际的混动车100的表现择优选择。
基于此，在各个起动阶段，整车控制器21可以根据预先标定的拖动扭矩及拖动扭矩变化速率生成相应的拖动指令，并将拖动指令发送给发电机控制器23。从而使得，发电机控制器23可以按照标定的拖动扭矩变化速率来控制相邻的两个起动阶段之间的过渡过程，并控制发电机12达到标定的拖动扭矩，如此可以实现对起动过程的精细化控制。
具体地，请一并参照图7，在预紧阶段下，发电机控制器23基于拖动指令控制发电机12输出预紧扭矩，该预紧扭矩施加于发动机11，以使连接发动机11到发电机12的轴系齿轮进行预紧。其中，发电机12输出的扭矩按照设定的变化速率(对应图7中的斜率T1)，从0N·m过渡到设定的预紧扭矩。
在峰值拖动阶段下，发电机控制器23基于拖动指令控制发电机12向发动机11施加峰值拖动扭矩，以拖动发动机11通过共振带。其中，发电机12输出的扭矩按照设定的变化速率(对应图7中的斜率T2)，从预紧扭矩过渡到设定的峰值拖动扭矩。
在拖动保持阶段下，发电机控制器23基于拖动指令控制发电机12向发动机11施加保持扭矩，以使发动机11内部的气缸开始点火。其中，发电机12输出的扭矩按照设定的变化速率(对应图7中的斜率T3)，从峰值拖动扭矩过渡到设定的保持扭矩。
在撤扭起动阶段下，发电机控制器23基于拖动指令控制发电机12撤销施加于发动机11的扭矩，以使发动机11内部的气缸完成点火并成功起动。其中，发电机12输出的扭矩按照设定的变化速率(对应图7中的斜率T4)，从保持扭矩过渡到0N·m。当发电机12撤扭完毕，发动机11的转速即达到设定的稳定出扭点(对应图7中的D点)。
可以理解，在现行主要的起动控制方法中，对于传统的燃油车，起动发动机11时由于是处在车静止状态，并且离合器分离，使得发动机11与轮端3完全隔开，同时，燃油车配备有液力变矩器，能够有效吸收发动机11起动时的力 矩扰动，因此起动发动机11不会影响到轮端3。对于配备非行星排机电耦合系统类型的混动车，由于非行星排14式的机电耦合系统在起动时并不存在行星排轮系的惯性扭矩传出，因此该混动车可以不用对可能存在的纵向传出扭矩进行补偿。
对于行星排混动车，最典型的如采用功率分流混动系统(也即THS系统)的混动车，该混动车采用P档起动，并按照比例将传至轮端3的纵向传出扭矩进行抵消的起动方式。这是因为THS系统的纵向传出扭矩较大，可以直接按照固定份额进行计算，加之在P档起动，P档下的传动系统处于锁止状态，因此惯性扭矩可以直接被P档所抵消，因而THS系统的混动车对惯性力矩不敏感，故在P档起动时可以不用精确计算出惯性扭矩并加以补偿。但当该混动车选择在N档起动时，纵向传出扭矩更明显，这种情况下就无法再按照比例完全抵消掉N档起动时的纵向传出扭矩，故该混动车无法在N档平顺起动，只能选择在P档起动。
而对于本发明，由于混动车100采用行星排14的串并联式混动系统，串并联式混动系统结构不同于THS系统，N档起动时纵向传出扭矩会显著减小，纵向传出扭矩主要是行星排轮系加速的惯性力矩，因而本发明通过上述起动控制方法来对纵向传出扭矩进行合理控制，从而使得混动车100可以平顺地起动，并且可以实现在N档下起动，无需强制在P档起动。另外，本发明在混动车100起动时，还通过发电机12施加一个主动拖拽力(也即拖动扭矩)来辅助发动机11快速通过共振带，从而可以减小共振带所引起的抖动和减少通过共振带的时间，进一步提高本发明混动车100起动的平稳性及效率。
请再次参照图1，在本发明实施例中，混动车停机控制方法与混动车起动控制方法相同或类似。混动车停机控制方法与混动车起动控制方法的区别在于，起动过程中的步骤a和步骤b，在停机过程对应为以下步骤d和步骤e：
步骤d、将停机过程依次分为多个停机阶段。
步骤e、在不同的停机阶段下，分别控制驱动电机13输出与发动机11所在的停机阶段相对应的补偿扭矩，可参照图8。
示例的，停机过程包括依次划分的快速拖动阶段、扭矩递减阶段和撤扭停机阶段。其中，整车控制器21将发动机11的转速从停机前的转速降低至共振带的结束点的过程设定为快速拖动阶段，将发动机11的转速从共振带的结束点 降低至0的过程设定为扭矩递减阶段，将发动机11在降低至0转速后至完全停机的过程设定为撤扭停机阶段。
具体地，请参照图9，图9为混动车100采用本发明实施例混动车停机控制方法关停发动机11的时序图。其中，横坐标为时间，纵坐标为停机过程中涉及到的相关信号及参数，例如有：停机指令，发动机11输出的扭矩，发动机11的转速和驱动电机13的补偿扭矩。图9中，停机指令为1即代表整车控制器21有发出停机指令，使发动机11进行停机，停机指令为0即代表整车控制器21没有发出停机指令。
如图9所示，步骤e的过程具体如下：
在快速拖动阶段下，驱动电机控制器24基于补偿指令控制驱动电机13输出拖动补偿扭矩，以抵消行星排14在快速拖动阶段下所传递至轮端3的纵向传出扭矩。
当整车控制器21通过传感器检测到发动机11的转速达到共振带的结束点(对应图9中的E点)时，即判断进入扭矩递减阶段。
在扭矩递减阶段下，驱动电机控制器24基于补偿指令控制驱动电机13输出拖停补偿扭矩，以抵消扭矩递减阶段的纵向传出扭矩。
当整车控制器21通过传感器检测到发动机11的转速降至0rpm时，即判断进入撤扭停机阶段。
在撤扭停机阶段下，驱动电机控制器24基于补偿指令控制驱动电机13输出撤扭补偿扭矩，以抵消撤扭停机阶段的纵向传出扭矩。
与起动过程相同或类似，本发明实施例混动车起动控制方法也包括步骤c，可参照图6。
具体地，如图9所示，在快速拖动阶段下，发电机控制器23基于拖动指令控制发电机12向发动机11施加快速拖动扭矩，以拖动发动机11通过共振带。其中，发电机12输出的扭矩按照设定的变化速率(对应图9中的斜率T5和斜率T6)，从停机前的扭矩过渡到设定的快速拖动扭矩。
可以理解，当停机前的发电机12处于发电状态，则发电机12的扭矩对应为负，当停机前的发电机12处于不工作状态，则发电机12的扭矩对应为0N·m。由于快速拖动阶段需要发电机12输出快速拖动扭矩，因此，图9中的发电机12输出的扭矩先骤增再缓慢降低，如此可以以较大的扭矩拖动发动机11，缩短通 过共振带的时间。
在扭矩递减阶段下，发电机控制器23基于拖动指令控制发电机12施加于发动机11的扭矩按照设定的变化速率(对应图9中的斜率T7)，从快速拖停扭矩过渡到0N·m，以使发动机11停止转动。
在撤扭停机阶段下，发电机控制器23基于拖动指令控制发电机12撤销施加于发动机11的扭矩。
可以理解，与起动过程相同，行星排混动系统1在停机时同样存在纵向传出力矩传出而产生纵向抖动的问题。但现行主要的停机控制方法是向发动机11发送停机指令，并撤销发动机11和发电机12的扭矩，使发动机11和发电机12的转速自然地降到0，忽略了纵向传出力矩的影响。而本发明通过上述停机控制方法来对纵向传出扭矩进行精确控制，从而使得混动车100可以平顺地停机。并且，本发明在停机时还主动拖拽发动机11快速经过共振带，从而可以减小共振带所引起的抖动和减少通过共振带的时间，进一步提高停机的平稳性，以及可以缩短停机的时间。
需要说明的是，对于前述的各方法实施例，为了简单描述，故将其都表述为一系列的动作组合，但是本领域技术人员应该知悉，本发明并不受所描述的动作顺序的限制，因为依据本发明，某些步骤可以采用其他顺序或者同时进行。
以上所述，以上实施例仅用以说明本发明的技术方案，而非对其限制；尽管参照前述实施例对本发明进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本发明各实施例技术方案的范围。

Claims (14)

  1. 一种混动车起动控制方法，其特征在于，包括：
    计算行星排的纵向传出扭矩；
    根据所述纵向传出扭矩，计算驱动电机应输出的补偿扭矩；
    控制所述驱动电机输出所述补偿扭矩，使所述补偿扭矩传递至轮端，从而抵消所述纵向传出扭矩。
  2. 如权利要求1所述的混动车起动控制方法，其特征在于，还包括：
    控制发动机起动；
    控制发电机向所述发动机施加拖动扭矩，以控制所述发动机的转速。
  3. 如权利要求2所述的混动车起动控制方法，其特征在于，所述计算行星排的纵向传出扭矩，包括：
    检测发电机转速；
    根据所述发电机转速以及轴系转动惯量，计算所述纵向传出扭矩。
  4. 如权利要求2所述的混动车起动控制方法，其特征在于，补偿扭矩计算公式为：
    Figure PCTCN2022124942-appb-100001
    其中，T DM为所述补偿扭矩；i为所述行星排中的行星架至所述驱动电机的传动比；k为行星排特征参数；T gen为所述发电机的拖动扭矩；T f_ice为所述发动机在当前转速下的摩擦扭矩；T f_tr为所述混动车中的变速箱的拖曳扭矩；J rα r为所述纵向传出扭矩；J r为所述行星排混动系统中等效到所述行星排的齿圈的转动惯量，也即轴系转动惯量；α r为所述行星排混动系统中等效到所述齿圈的角加速度。
  5. 如权利要求2所述的混动车起动控制方法，其特征在于，所述控制驱动电机输出所述补偿扭矩，包括以下步骤：
    将发动机的起动过程依次分为多个起动阶段；
    在不同的所述起动阶段下，分别控制所述驱动电机输出与所述发动机所在的所述起动阶段相对应的补偿扭矩。
  6. 如权利要求5所述的混动车起动控制方法，其特征在于，所述起动过程 包括依次划分的预紧阶段、峰值拖动阶段、拖动保持阶段和撤扭起动阶段；
    在所述预紧阶段下，控制所述驱动电机不输出补偿扭矩；
    在所述峰值拖动阶段下，控制所述驱动电机输出峰值补偿扭矩，以抵消所述峰值拖动阶段的所述纵向传出扭矩；
    在所述拖动保持阶段下，控制所述驱动电机输出保持补偿扭矩，以抵消所述拖动保持阶段的所述纵向传出扭矩；
    在所述撤扭起动阶段下，控制所述驱动电机继续输出保持补偿扭矩，在所述发动机成功起动后再撤销所述保持补偿扭矩，以抵消所述撤扭起动阶段的所述纵向传出扭矩。
  7. 如权利要求5所述的混动车起动控制方法，其特征在于，所述将发动机的起动过程依次分为多个起动阶段，包括以下步骤：
    实时检测所述发动机的转速，并计量起动时长；
    根据所述发动机的转速和计量的起动时长确定所述发动机所在的所述起动阶段；
    其中，将所述发动机从接收到起动指令到发动机的转速由0突变为大于0的过程设定为预紧阶段；
    将所述发动机的转速从0增加到共振带的结束点的过程设定为峰值拖动阶段；
    将所述发动机的转速从所述共振带的结束点增加到初始点火点的过程设定为拖动保持阶段，其中，所述初始点火点为所述发动机在开始点火时的转速；
    将所述发动机的转速从所述初始点火点增加到稳定出扭点的过程，以及将所述发动机在达到所述稳定出扭点后至起动成功的过程共同设定为撤扭起动阶段，其中，所述稳定出扭点为所述发动机稳定点火，使得发动机所输出扭矩稳定时的转速。
  8. 一种混动车停机控制方法，其特征在于，包括：
    计算行星排的纵向传出扭矩；
    根据所述纵向传出扭矩，计算驱动电机应输出的补偿扭矩；
    控制所述驱动电机输出所述补偿扭矩，使所述补偿扭矩传递至轮端，从而抵消所述纵向传出扭矩。
  9. 如权利要求8所述的混动车停机控制方法，其特征在于，还包括：
    控制发动机停机；
    控制发电机向所述发动机施加拖动扭矩，以控制所述发动机的转速。
  10. 如权利要求9所述的混动车停机控制方法，其特征在于，所述计算行星排的纵向传出扭矩，包括：
    检测发电机转速；
    根据所述发电机转速以及轴系转动惯量，计算所述纵向传出扭矩。
  11. 如权利要求9所述的混动车停机控制方法，其特征在于，补偿扭矩计算公式为：
    Figure PCTCN2022124942-appb-100002
    其中，T DM为所述补偿扭矩；i为所述行星排中的行星架至所述驱动电机的传动比；k为行星排特征参数；T gen为所述发电机的拖动扭矩；T f_ice为所述发动机在当前转速下的摩擦扭矩；T f_tr为所述混动车中的变速箱的拖曳扭矩；J rα r为所述纵向传出扭矩；J r为所述行星排混动系统中等效到所述行星排的齿圈的转动惯量，也即轴系转动惯量；α r为所述行星排混动系统中等效到所述齿圈的角加速度。
  12. 如权利要求9所述的混动车停机控制方法，其特征在于，所述控制驱动电机输出所述补偿扭矩，包括以下步骤：
    将发动机的停机过程依次分为多个停机阶段；
    在不同的所述停机阶段下，分别控制所述驱动电机输出与所述发动机所在的所述停机阶段相对应的补偿扭矩。
  13. 如权利要求12所述的混动车停机控制方法，其特征在于，所述停机过程包括依次划分的快速拖动阶段、扭矩递减阶段和撤扭停机阶段；
    在所述快速拖动阶段下，控制所述驱动电机输出拖动补偿扭矩，以抵消所述快速拖动阶段的所述纵向传出扭矩；
    在所述扭矩递减阶段下，控制所述驱动电机输出拖停补偿扭矩，以抵消所述扭矩递减阶段的所述纵向传出扭矩；
    在所述撤扭停机阶段下，控制所述驱动电机输出撤扭补偿扭矩，以抵消所述撤扭停机阶段的所述纵向传出扭矩。
  14. 如权利要求12所述的混动车停机控制方法，其特征在于，所述将发动 机的停机过程依次分为多个停机阶段，包括以下步骤：
    实时检测所述发动机的转速，并计量停机时长；
    根据所述发动机的转速和计量的停机时长确定所述发动机所在的停机阶段；
    其中，将所述发动机的转速从停机前的转速降低至共振带的结束点的过程设定为快速拖动阶段；
    将所述发动机的转速从所述共振带的结束点降低至0的过程设定为扭矩递减阶段；
    将所述发动机在降低至0转速后至完全停机的过程设定为撤扭停机阶段。
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