A semi-active suspension control system and method based on a hybrid powertrain

Abstract

The application discloses a kind of based on hybrid vehicle power assembly semi-active suspension control system and method, it is related to power assembly suspension system technical field, the semi-active suspension control system includes: driving mode control unit, engine management system, motor control unit, power assembly left suspension and power assembly right suspension, realize semi-active suspension real-time control, no delay and lag, utilize driving mode control unit and the related signal of speed, vehicle speed, for hybrid car cold / hot engine idle, cold / hot engine start, series / parallel acceleration and multiple operating conditions, realize the adjustment of semi-active suspension stiffness and damping, power state semi-active suspension is small stiffness, small damping, power-off state semi-active suspension is large stiffness, large damping, carry out semi-active suspension stiffness and damping adjustment, cover all operating conditions of hybrid car, fully guarantee driving and ride comfort, maximum degree guarantee hybrid car in whole operating condition running process Vehicle NVH performance.

Description

Technical Field

[0001] This invention relates to the field of powertrain mounting system technology, specifically to a semi-active mounting control system and method for hybrid vehicle powertrains. Background Technology

[0002] New energy vehicles refer to automobiles that use unconventional vehicle fuels as their power source or employ new on-board power units. With the development of the automotive industry and adjustments in national policies, new energy vehicles are playing an increasingly important role in the market. Due to current technological bottlenecks, hybrid vehicles are becoming the choice of more and more people, and their market share will continue to increase and flourish for a considerable period. Hybrid vehicles possess both an engine and an electric motor, making their overall operating conditions far more complex than those of pure electric vehicles and gasoline vehicles. As customers' demands for comfort and other aspects of hybrid vehicles continue to rise, they require excellent performance in terms of comfort and stability. Currently, most powertrain semi-active suspension systems have complex control logic but only address simple operating conditions, failing to cover the multiple operating conditions arising from the presence of two powertrain components in hybrid vehicles. Therefore, NVH performance control for hybrid vehicles under various operating conditions is becoming increasingly important.

[0003] Literature (CN202211221982.8) discloses a semi-active suspension control method and system for commercial vehicle cabs. It uses driving state information, including current vehicle speed, steering wheel angle, brake pedal travel, and accelerator pedal opening, as initial conditions to determine the vehicle's operating conditions. When the vehicle is in an emergency condition, it applies maximum damping control to the suspension dampers. Furthermore, using acceleration sensors, it calculates the acceleration difference between several springs of the suspension dampers and the cab, and determines whether the cab meets pitch, roll, or vertical conditions based on this acceleration difference, and applies damping control accordingly. However, this method only proposes damping control for the suspension dampers, neglecting the control of suspension stiffness. Moreover, given the complex judgment logic, it can only control a few simple operating conditions, resulting in poor practicality. Summary of the Invention

[0004] This invention addresses the problems existing in the prior art by devising a semi-active suspension control system and method based on the powertrain of a hybrid vehicle. Under different operating conditions of the engine and motor, the semi-active suspension of the powertrain is controlled to effectively isolate the excitation from the road surface and ensure better driving and riding comfort.

[0005] One of the technical solutions adopted to realize the present invention is: a semi-active suspension control system based on the powertrain of a hybrid vehicle, characterized in that it includes: a driving mode control unit, an engine management system, a motor control unit, a left powertrain mount and a right powertrain mount, wherein the motor control unit is communicatively connected to the driving mode control unit, the engine management system is communicatively connected to the driving mode control unit, and the driving mode control unit is electrically connected to the left powertrain mount and the right powertrain mount respectively.

[0006] The second technical solution adopted to realize the present invention is: a method for a semi-active suspension control system based on a hybrid vehicle powertrain, characterized in that the driving mode control unit (DMSCU) controls the solenoid valve in the semi-active suspension to be energized through the output voltage of the engine management system (EMS) signal, thereby adjusting the stiffness and damping of the semi-active suspension.

[0007] Furthermore, the driving mode control unit (DMSCU) identifies the Running signal in the engine management system (EMS), the vehicle speed signal VehicleSpeed ​​= 0, the engine speed 1200rpm≤EngineSpeed≤7000rpm, and the left and right powertrain mounts are energized.

[0008] Furthermore, the driving mode control unit (DMSCU) identifies the Running signal in the engine management system (EMS), the vehicle speed signal (VehicleSpeed≠0), the engine speed (EngineSpeed≤1200rpm), and the left and right powertrain mounts are energized.

[0009] Furthermore, the driving mode control unit (DMSCU) identifies the Running signal in the engine management system (EMS), where the engine speed (EngineSpeed) is 0 and the vehicle speed signal (VehicleSpeed) is not 0. It also identifies the motor speed signal (MotorSpeed) in the MCU as not 0, and de-energizes the left and right powertrain mounts.

[0010] Furthermore, the driving mode control unit (DMSCU) identifies the Running signal in the engine management system (EMS) and de-energizes the left and right powertrain mounts.

[0011] Furthermore, the driving mode control unit (DMSCU) identifies the Starting signal, vehicle speed signal (VehicleSpeed=0), engine speed (EngineSpeed≠0), and power de-energizes the left and right powertrain mounts in the engine management system (EMS).

[0012] Furthermore, the driving mode control unit (DMSCU) identifies the Running signal in the engine management system (EMS). When the engine speed (EngineSpeed) > R and the vehicle speed signal (V) > V, the left and right powertrain mounts are de-energized; when the engine speed (0 < EngineSpeed ​​< R) and the vehicle speed signal (0 < VehicleSpeed ​​< V) are both energized, the left and right powertrain mounts are energized. In this driving mode, the engine speed (R) is generally a value slightly greater than or equal to the idle speed, and the vehicle speed corresponds to this R value. The specific value should be determined based on the actual vehicle vibration and noise test results.

[0013] Furthermore, the driving mode control unit (DMSCU) identifies the Running signal in the engine management system (EMS), the vehicle speed signal VehicleSpeed ​​= 0, the engine speed 1200rpm≤EngineSpeed≤7000rpm, and the left and right powertrain mounts are energized.

[0014] Furthermore, in the starter motor starting mode: the driving mode control unit (DMSCU) identifies the Running signal in the engine management system (EMS), where the vehicle speed signal (VehicleSpeed) = 0 and the engine speed (EngineSpeed) ≠ 0. It also identifies the motor speed signal (MotorSpeed) in the MCU, where it = 0, and de-energizes the left and right powertrain mounts. In the motor starting mode: the driving mode control unit (DMSCU) identifies the Starting signal in the engine management system (EMS), where the vehicle speed signal (VehicleSpeed) = 0 and the engine speed (EngineSpeed) ≠ 0. It also identifies the motor speed signal (MotorSpeed) in the MCU, where it = 0, and de-energizes the left and right powertrain mounts.

[0015] The beneficial effects of the semi-active suspension control system and method based on hybrid vehicle powertrain of the present invention are reflected in the following aspects:

[0016] 1. A semi-active suspension control system based on a hybrid vehicle powertrain, wherein the driving mode control unit (DMSCU) controls the energization of the solenoid valve in the semi-active suspension within 15ms via the engine management system (EMS) signal output voltage, thereby adjusting the stiffness and damping of the semi-active suspension. In the energized state, the semi-active suspension has low stiffness and low damping, while in the de-energized state, the semi-active suspension has high stiffness and high damping. Utilizing the driving mode control unit (DMSCU) and related signals such as engine speed and vehicle speed, the system adjusts the stiffness and damping of the semi-active suspension for various operating conditions of the hybrid vehicle, such as cold / hot engine idling, cold / hot engine start, and series / parallel acceleration, covering all operating conditions of the hybrid vehicle and fully ensuring driving and riding comfort.

[0017] 2. A semi-active suspension control method based on the powertrain of a hybrid vehicle. The semi-active suspension control system achieves real-time semi-active suspension control under the condition of accurately identifying signals such as Starting, Running, and Engine Speed, without delay or lag, thus maximizing the NVH performance of the hybrid vehicle during all operating conditions. It is applicable to hybrid vehicles with various motor types, such as single-motor HEV or PHEV, dual-motor HEV or PHEV, and various motor arrangement configurations such as P0, P1, P2, P3, and P4. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of a semi-active suspension control system based on a hybrid vehicle powertrain.

[0019] Figure 2 This is a schematic diagram of the stiffness and damping characteristics of the semi-active suspension in the power-off (upper) and power-on (lower) states in the embodiment;

[0020] Figure 3 This is a schematic diagram of the working status of the semi-active suspension under various operating conditions in the embodiment. Detailed Implementation

[0021] The following is in conjunction with the appendix Figures 1-3 The present invention will be further described in detail below with reference to specific embodiments. In order to make the purpose, technical solution and advantages of the embodiments clearer, the technical solutions in the embodiments will be clearly and completely described with reference to the accompanying drawings. The specific embodiments described herein are only used to explain the present invention and are not intended to limit the scope of the present invention.

[0022] As attached Figure 1 As shown, a semi-active suspension control system based on a hybrid vehicle powertrain includes: a driving mode control unit, an engine management system, a motor control unit, a left powertrain mount, and a right powertrain mount. The motor control unit is communicatively connected to the driving mode control unit, the engine management system is communicatively connected to the driving mode control unit, and the driving mode control unit is electrically connected to the left powertrain mount and the right powertrain mount, respectively.

[0023] A semi-active suspension control method based on hybrid vehicle powertrains is proposed. The DMSCU (Distributed Motion System Control Unit) outputs voltage via an EMS signal, controlling the energization of the solenoid valves within the semi-active suspension within 15ms. This allows for adjustment of the semi-active suspension's stiffness and damping. In the energized state, the semi-active suspension exhibits low stiffness and low damping; in the de-energized state, it exhibits high stiffness and high damping. The suspension stiffness and damping characteristics are as follows: Figure 2 As shown.

[0024] As attached Figure 3As shown, the operating states of the powertrain semi-active suspension control system under various operating conditions in hybrid vehicles are as follows:

[0025] 1. Parking Mode: The DMSCU recognizes the IGOFF signal, de-energizes the suspension, and enters a high-stiffness, high-damping state. 2. Starting Mode: Starter Motor Start Mode: The DMSCU recognizes the Starting signal in the EMS, Vehicle Speed ​​= 0, Engine Speed ​​≠ 0, and Motor Speed ​​= 0 in the MCU, de-energizes the suspension, and enters a high-stiffness, high-damping state. Motor Start Mode: The DMSCU recognizes the Starting signal in the EMS, Vehicle Speed ​​= 0, Engine Speed ​​≠ 0, and Motor Speed ​​≠ 0 in the MCU, de-energizes the suspension, and enters a high-stiffness, high-damping state.

[0026] 3. Idle mode: The DMSCU recognizes the Running signal in the EMS, the vehicle speed signal VehicleSpeed=0, the engine speed EngineSpeed≤1200rpm and stable in a certain range, the suspension is energized and in a state of low stiffness and low damping;

[0027] 4. Parking charging (high speed idle) mode: DMSCU recognizes the Running signal in EMS, VehicleSpeed ​​= 0, engine speed 1200rpm≤EngineSpeed≤7000rpm, the suspension is energized and in a state of low stiffness and low damping.

[0028] 5. Pure electric driving mode: The DMSCU recognizes the Running signal in the EMS, the engine speed EngineSpeed ​​= 0, the vehicle speed signal VehicleSpeed ​​≠ 0, and recognizes the motor speed signal MotorSpeed ​​in the MCU ≠ 0. The suspension is de-energized and is in a state of high stiffness and high damping.

[0029] 6. Engine Drive Mode: When the DMSCU recognizes the Running signal in the EMS, and the engine speed (EngineSpeed) > R and the vehicle speed (VehicleSpeed) > V, the suspension is de-energized, operating in a high-stiffness, high-damping state. When the DMSCU recognizes the Running signal in the EMS, and the engine speed (0 < EngineSpeed ​​< R) and the vehicle speed (0 < VehicleSpeed ​​< V), the suspension is energized, operating in a low-stiffness, low-damping state. In this drive mode, the engine speed (R) is generally a value slightly greater than or equal to the idle speed, and the vehicle speed corresponds to this R value. The specific value should be determined based on the actual vehicle vibration and noise test results.

[0030] 7. Combined drive mode: The DMSCU recognizes the Running signal in the EMS, the engine speed (EngineSpeed) is not equal to 0, the vehicle speed signal (VehicleSpeed) is not equal to 0, and the motor speed signal (MotorSpeed) in the MCU is not equal to 0. The suspension is de-energized and is in a state of high stiffness and high damping.

[0031] 8. Driving power generation mode: The DMSCU recognizes the Running signal in the EMS, the vehicle speed signal VehicleSpeed≠0, the engine speed EngineSpeed≤1200rpm and stable in a certain range, the suspension is energized, and it is in a state of low stiffness and low damping.

[0032] 9. Regenerative Braking Mode: The DMSCU recognizes the Running signal in the EMS, the engine speed EngineSpeed ​​= 0, the vehicle speed signal VehicleSpeed ​​≠ 0, and recognizes the motor speed signal MotorSpeed ​​in the MCU ≠ 0. The suspension is de-energized and is in a state of high stiffness and high damping.

[0033] During the vehicle operating condition switching process, the DMSCU should first ensure that the semi-active suspension is in the working state required by the current operating condition, and then quickly respond and make corresponding adjustments to the semi-active suspension after recognizing that the next operating condition is met.

[0034] The above description is merely a preferred embodiment of the present invention and the technical principles employed. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and various obvious changes, readjustments, and substitutions can be made without departing from the scope of protection of the present invention. Although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments. Many other equivalent embodiments may be included without departing from the concept of the present invention. For those skilled in the art, several improvements and modifications can be made without departing from the principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method for a semi-active suspension control system based on a powertrain of a hybrid vehicle, comprising: Driving mode control unit, engine management system, motor control unit, powertrain left suspension and powertrain right suspension, the motor control unit is connected with driving mode control unit communication, the engine management system is connected with driving mode control unit communication, the driving mode control unit is respectively connected with powertrain left suspension and powertrain right suspension electricity;Driving mode control unit DMSCU through engine management system EMS signal output voltage, control half active suspension electromagnetic valve power on, adjust half active suspension stiffness and damping, the driving mode control unit DMSCU identifies the running signal in engine management system EMS, vehicle speed signal Vehicle Speed=0, engine speed 1200rpm≤Engine Speed≤7000rpm, powertrain left suspension and powertrain right suspension power on, characterized in that, the driving mode control unit DMSCU identifies the running signal in engine management system EMS, engine speed Engine Speed=0, vehicle speed signal Vehicle Speed≠0, identify the motor speed signal Motor Speed≠0 in MCU, powertrain left suspension and powertrain right suspension power off.

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