Vehicle starting control method and device and automobile

Abstract

The invention relates to a vehicle starting control method and device and an automobile, and relates to the technical field of new energy automobiles. The method comprises the steps that under the condition that an ejection starting control function of a vehicle is activated, engine request torque and drive motor request torque are determined based on whole vehicle demand torque; in the clutch sliding friction stage, the generator request rotating speed is determined based on clutch sliding friction work and double-closed-loop control of the clutch sliding friction power, and the generator rotating speed is adjusted based on the generator request rotating speed; and when the rotating speed difference of the clutch driving disc and the clutch driven disc is reduced to a first rotating speed difference threshold value, generator torque adjustment is switched, clutch combination is controlled based on the clutch motor target voltage, and whole vehicle ejection starting is achieved. According to the scheme, in the whole vehicle ejection starting driving torque reserve stage, the rotating speed difference between the driving disc and the driven disc of the clutch is adjusted based on the generator speed regulation mode, torque reserve is achieved, and the problems that the clutch is ablated or the rotating speed of an engine rises unexpectedly are solved.

Description

Technical Field

[0001] The present application relates to the field of new energy vehicle technology, and in particular to a vehicle starting control method, device and vehicle. Background Art

[0002] The dual-motor hybrid system has two different forms of power sources. One of the power sources, the engine, can provide power under high-speed or high-load conditions. The other power source, the generator motor and drive motor, can provide high torque at low speed and assist the engine in providing power at high speed, thus covering different usage scenarios for consumers.

[0003] In related technologies, dual-motor hybrid systems often use clutch actuators to implement the vehicle's launch-start drive torque reserve stage. Due to the hardware characteristics of the clutch electro-hydraulic actuator, problems such as clutch burning or unexpected increase in engine speed are very likely to occur, making it impossible to ensure the power responsiveness and safety of the dual-motor hybrid system. Summary of the Invention

[0004] Based on this, it is necessary to provide a vehicle starting control method, device, new energy vehicle, computer-readable storage medium and computer program product to address the above technical problems.

[0005] In a first aspect, the present application provides a vehicle starting control method, comprising:

[0006] When the vehicle's launch control function is activated, the engine output torque and the drive motor output torque are adjusted based on the vehicle's required torque;

[0007] During the clutch slip phase, the generator request speed is determined based on dual closed-loop control of clutch slip work and clutch slip power, and the generator speed is adjusted based on the requested generator speed, thereby adjusting the speed difference between the driving plate and the driven plate of the clutch;

[0008] In response to the speed difference between the driving plate and the driven plate of the clutch decreasing to a preset first speed difference threshold, the generator speed adjustment is switched to the generator torque adjustment, and the clutch is controlled to engage based on the clutch motor target voltage to achieve the launch of the vehicle.

[0009] In a second aspect, the present application provides a vehicle starting control device, comprising:

[0010] a torque distribution unit for determining an engine request torque and a drive motor request torque based on a vehicle demand torque when a launch control function of the vehicle is activated, and adjusting an output torque of the engine and an output torque of the drive motor based on the engine request torque and the drive motor request torque;

[0011] a generator speed regulating unit, configured to determine a generator request speed based on a dual closed-loop control of clutch slip work and clutch slip power during a clutch slip phase, and control the generator speed based on the generator request speed;

[0012] A clutch control unit is configured to switch from generator speed control to generator torque control in response to a speed difference between a driving plate and a driven plate of the clutch being less than a set speed difference threshold, and to control clutch engagement based on a clutch motor target voltage to achieve launch control of the vehicle.

[0013] In a third aspect, the present application provides a new energy vehicle, comprising a memory and a hybrid power system controller, wherein the memory stores a computer program, and the hybrid power system controller implements the steps of the aforementioned vehicle starting control method when executing the computer program.

[0014] In a fourth aspect, the present application provides a computer-readable storage medium having a computer program stored thereon, which implements the steps of the aforementioned vehicle starting control method when executed by a processor.

[0015] In a fifth aspect, the present application provides a computer program product, including a computer program, which implements the steps in the above-mentioned method embodiments when executed by a processor.

[0016] The above-mentioned vehicle starting control method, device, automobile, storage medium and computer program product, when the vehicle's launch control function is activated, determine the engine request torque and the drive motor request torque based on the vehicle's required torque, thereby dynamically adjusting the engine output torque and the drive motor output torque; and in the clutch slip stage, determine the generator request speed based on the dual closed-loop control of the clutch slip work and the clutch slip power, and adjust the generator speed based on the generator request speed, that is, adjust the speed difference between the clutch's active disc and the driven disc by means of generator speed regulation; until the speed difference between the clutch's active disc and the driven disc is reduced to a preset first speed difference threshold, then switch from generator speed adjustment to generator torque adjustment, and control the clutch engagement based on the clutch motor target voltage to achieve vehicle launch. During the vehicle launch start drive torque reserve stage, the present application solution can adjust the speed difference between the active and driven discs of the clutch based on the generator speed regulation method to achieve torque reserve. Compared with the related technology of achieving torque reserve through the hardware characteristics of the clutch electro-hydraulic actuator, it can avoid problems such as clutch burning or unexpected increase in engine speed, improve the hardware reliability of the vehicle during the launch start stage, and thus help to ensure the safety of the vehicle during the launch start stage. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the embodiments of the present application or related technologies, the following briefly introduces the drawings required for use in the embodiments or related technical descriptions. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0018] Figure 1 A diagram illustrating an application environment of a launch control method according to an embodiment;

[0019] Figure 2 1 is a flow chart of a launch control method according to an embodiment;

[0020] Figure 3 FIG1 is a flow chart of determining a generator requested speed during a clutch slip phase in one embodiment;

[0021] Figure 4 is a flow chart of a launch control method according to another embodiment;

[0022] Figure 5 is a structural block diagram of a launch control device in one embodiment;

[0023] Figure 6 1 is a diagram of the internal structure of a new energy vehicle in one embodiment. DETAILED DESCRIPTION

[0024] In order to make the purpose, technical solutions and advantages of this application more clear, the following further describes this application in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0025] The launch control method provided in the embodiment of the present application can be applied to Figure 1 In the application environment shown. Figure 1 As shown, the hybrid vehicle 100 includes a hybrid controller 101 and a driving component 102 ; the driving component 102 includes an engine 1021 , a generator 1022 , and a driving motor 1023 .

[0026] Among them, the engine 1021 is a traditional power source used to provide driving force for the vehicle or generate electricity.

[0027] The generator 1022 is typically located between the vehicle's engine and transmission, before the clutch, and is mounted directly on the engine crankshaft. Its functions are as follows: (1) connected in series with the engine to convert the engine's mechanical energy into electrical energy, where the electrical energy can be converted into mechanical energy via the drive motor 1023 to drive the vehicle; (2) recovering energy during braking or coasting, or generating electricity by dragging the engine; and (3) outputting power in parallel with the engine to provide additional torque during rapid acceleration.

[0028] The drive motor 1023 is located at the output end of the gearbox or on the drive shaft, after the clutch. It is independent of the engine and has the following functions: (1) driving the wheels alone in pure electric mode to enable the vehicle to start or move; (2) output power in parallel with the engine to improve acceleration performance; (3) recover energy during braking.

[0029] Dual-motor hybrid systems utilize two different power sources: an engine, a generator, and a drive motor. Related technologies primarily include single-, two-, and three-speed dual-motor hybrid systems, which offer strong power coupling. Launch Start mode was developed to provide greater driving pleasure and output greater power during the starting phase. Launch Start is a high-torque starting technology that precisely controls engine speed, clutch engagement timing, and power output to achieve maximum acceleration at the moment of departure, delivering a catapulting, rapid acceleration.

[0030] In related technologies, dual-motor hybrid systems often use clutch actuators to implement the vehicle's launch-start drive torque reserve stage. Due to the hardware characteristics of the clutch electro-hydraulic actuator, problems such as clutch burning or unexpected increase in engine speed are very likely to occur, making it impossible to ensure the power responsiveness and safety of the dual-motor hybrid system.

[0031] The present application aims to provide a vehicle starting control method, specifically a launch control method based on generator speed regulation of a dual-motor hybrid system. Based on driver operation information, vehicle driving status, and drive component operating conditions acquired by the hybrid system controller, the method determines whether activation conditions for the launch control function are currently met. If so, the preset launch control function is activated. When the launch control function is activated, the hybrid system controller obtains the vehicle's required torque in real time, determines the engine's requested torque and the drive motor's requested torque based on the vehicle's required torque, and dynamically distributes torque based on this. During the clutch slip phase, the hybrid system controller determines the generator's requested speed based on dual closed-loop control of clutch slip work and clutch slip power, sets the generator control command to speed control, and adjusts the generator speed based on the determined generator target speed. This dynamically adjusts the clutch's precise slip to achieve advance drive torque reserve. The hybrid system controller also executes clutch engagement control to achieve the generator speed control target for launch control. During the launch process, the generator intervenes to dynamically adjust the clutch's active end speed, strictly controlling clutch slip. This allows the hybrid power system to not only deliver powerful power from the simultaneous action of the engine, generator, and drive motor, but also maintains excellent smoothness during the launch phase, avoiding hardware failures such as clutch failure, and providing a superior driving experience.

[0032] In an exemplary embodiment, Figure 2 As shown, a launch control method is provided, which is applied to Figure 1 The hybrid system controller in FIG. 1 is taken as an example to illustrate the method, which includes the following steps S201 to S203. In which:

[0033] S201 , when the launch control function of the vehicle is activated, determining the engine request torque and the drive motor request torque based on the vehicle required torque, and adjusting the engine output torque and the drive motor output torque based on the engine request torque and the drive motor request torque.

[0034] The vehicle in the embodiments of the present application can be pre-configured with a launch control function / logic, along with pre-set activation, completion, and exit conditions for this function / logic. Activation conditions can include multiple factors, including but not limited to driving operation information (e.g., accelerator pedal opening, brake pedal opening), vehicle driving status information (e.g., the vehicle's current gear), and drive component status information (e.g., transmission oil temperature, clutch plate temperature, brake piston pump pressure, engine flywheel torque, actual engine speed, engine water temperature, maximum engine torque, generator maximum charge / discharge torque, actual generator torque, actual engine speed, generator winding temperature, actual drive motor speed, maximum allowable drive motor torque, and drive motor winding temperature). Accordingly, the hybrid power controller can activate the vehicle's launch control function / logic in response to the driver's operation information, vehicle driving status information, and drive component operating conditions satisfying the corresponding activation conditions.

[0035] In an exemplary embodiment, during vehicle launch, the hybrid system control unit (HCU) may determine whether a launch control function is currently activated based on relevant information detected by the HCU. The launch control function is activated in response to the following conditions being met: the actual gear position is D (i.e., a forward gear), the actual operating mode of the hybrid system is series, the battery SOC (State of Charge, indicating the percentage of the battery's current remaining capacity) is ≥50%, the brake pedal opening is ≥30%, the brake piston pump pressure is ≥10 bar, the accelerator pedal opening is >10%, the Electronic Park Brake (EPB) system status is released, the Electronic Stability Program (ESP) system status is off, the Auto Vehicle Hold (AVH) status is inactive, the transmission oil temperature signal is <80°C, the clutch oil outlet temperature is <90°C, the drive motor winding temperature is <100°C, the generator winding temperature is <100°C, the engine water temperature is 80°C ≤ ≤100°C, the generator is not in a fault state, and there is no launch control prohibition fault.

[0036] When the launch control function is activated based on the activation conditions in the above example, the driver may not have released the brakes yet, and the vehicle's accelerator and brake pedals are both depressed, meaning the vehicle has not yet begun to move. During a normal launch, torque requests are not permitted in this situation. However, after the launch control function is activated, the present embodiment allows the engine and drive motor to reserve torque. By controlling clutch slip, this adjusts the engine load, avoids significant vehicle pitch before launch due to braking adjustments, and prepares for the launch.

[0037] When the launch control function is activated, driver operation information may include accelerator pedal operation information, brake pedal operation information, and more. Specifically, information such as the accelerator pedal and brake pedal positions can reflect the driver's current acceleration intention. Therefore, in some embodiments, when the launch control function is activated, the HCU can derive the vehicle's required torque based on one or more of the accelerator pedal torque, brake piston pump pressure, road adhesion coefficient, slope, slip ratio, and vehicle speed. Based on the determined vehicle torque, the HCU distributes torque among the drive components, ensuring that the engine and drive motor reserve the appropriate torque to better accommodate the driver's launch control request.

[0038] In the embodiment of the present application, when the launch control function is activated, the HCU can analyze the required torque of the entire vehicle in real time, and based on this decomposition, obtain the target torque of the engine and the target torque of the drive motor, and further determine how to control clutch slip under this effect.

[0039] S202, in the clutch slip stage, the generator request speed is determined based on the dual closed-loop control of the clutch slip work and the clutch slip power, and the generator speed is adjusted based on the generator request speed, thereby adjusting the speed difference between the driving plate and the driven plate of the clutch.

[0040] In this application, after the clutch is filled with oil, the clutch slip control phase can be entered. Clutch slip control runs through the process of the clutch transitioning from the "disengaged" state to the "slipping" state, and then gradually transitioning to the "fully locked" state. During the clutch slip phase, the vehicle is currently stationary, and the speed difference between the clutch master and slave plates is derived from the actual engine speed. At this time, the engine load can be dynamically adjusted by controlling the clutch slip condition, avoiding the use of brakes to adjust the vehicle's posture before departure, which may cause a large pitch and yaw instability during departure.

[0041] The clutch slipping stage may be a stage where the speed difference between the clutch driving plate and the driven plate exceeds a preset speed threshold. For example, during a launch control process, the speed difference between the clutch driving plate and the driven plate changes from large to small, and a stage where the speed difference between the clutch driving plate and the driven plate exceeds 200 rpm may be considered a clutch slipping stage.

[0042] In related technologies, clutch pressure is dynamically adjusted via a clutch actuator to control clutch slip. In contrast, in this embodiment, during the clutch slip phase, the generator speed is adjusted based on the generator's requested speed, thereby adjusting the speed difference between the clutch's driving and driven discs. Compared to related adjustment methods, this reduces the risk of clutch erosion or unexpected engine speed spikes, ensuring vehicle dynamic responsiveness and safety during launch.

[0043] Slip work, expressed in joules (J) or kilojoules (kJ), represents the total energy consumed by clutch friction during the slip phase. It can be calculated based on the clutch torque, the speed difference between the driver and driven discs, and the duration of clutch slip. It reflects the total amount of energy converted into heat during clutch slip. The greater the slip work, the more heat generated by friction and the more significant the clutch temperature rise. Therefore, it is an indicator of the long-term durability of the clutch, and its cumulative value must be controlled.

[0044] Sliding power represents the energy consumed by sliding per unit time, also known as instantaneous heat load. Measured in watts (W) or kilowatts (kW), it can be calculated based on the torque transmitted by the clutch and the speed difference between the driver and driven discs. High sliding power (e.g., greater than 5kW) can cause localized hot spots and lead to friction material ablation. Limiting sliding power (e.g., dynamically adjusting the clamping force) protects the clutch. Therefore, it determines the instantaneous rate of clutch temperature rise, reflects the instantaneous heat load, and impacts clutch reliability.

[0045] In the embodiment of the present application, the clutch slip work and slip power are monitored in real time during the clutch slip stage, and monitoring the clutch slip work and slip power is more direct and effective than monitoring the clutch temperature.

[0046] During conventional clutch control, the clutch slip phase lasts for a very short time, so clutch slip work and slip power are not considered during conventional clutch engagement and disengagement. However, in the present embodiment, the launch control function is activated, and the clutch is in the slip phase for a longer period of time, generating frictional heat. To prevent hardware damage from clutch burnout, it is necessary to monitor the slip work and slip power during the slip phase and dynamically determine the generator request speed based on this information. Simultaneously, the HCU sets the generator control command as a speed control command to adjust the generator speed based on the determined generator request speed, thereby adjusting the speed difference between the clutch's driving and driven plates to gradually reduce the speed difference between the master and slave plates, thereby achieving torque reserve during the launch process and reducing the risk of clutch burnout.

[0047] Closed-loop control is a linear control algorithm. A representative example of closed-loop control is PID control (proportional-integral-derivative control). It adjusts system errors through a combination of proportional (P), integral (I), and differential (D) control. The PID control output consists of three components: the proportional term (P), which responds quickly to errors and reduces steady-state errors. A larger proportional control coefficient results in faster response, but may also lead to overshoot or oscillation. The integral term (I) eliminates steady-state errors (such as small deviations in temperature control). Excessively large integral control coefficients can cause integral windup, leading to system instability. The differential term (D) predicts error trends and suppresses overshoot. A high differential control coefficient can improve system damping, but it is sensitive to noise. Conventional closed-loop control offers advantages such as simple structure, ease of implementation, a small number of adjustable parameters, and high control accuracy under stable conditions. However, its fixed parameters make it difficult to adapt to nonlinear systems.

[0048] Dual closed-loop control can be understood as a closed-loop control involving two variables. In the embodiment of the present application, it is a closed-loop control of two variables: clutch slip work and clutch slip power. Specifically, one of the closed-loop controls takes reducing the difference between the clutch target slip work and the clutch actual slip work as a control target, while the other closed-loop control takes reducing the difference between the clutch target slip power and the clutch actual slip power as a control target. When both control targets are achieved, the corresponding generator request speed is determined. By adjusting the generator speed based on the determined generator request speed, and then adjusting the speed difference between the clutch's active and driven discs, the instantaneous heat load and the total heat generated by slip can be controlled while adjusting the clutch slip amount.

[0049] S203, in response to the speed difference between the driving plate and the driven plate of the clutch decreasing to a preset first speed difference threshold, switching from generator speed adjustment to generator torque adjustment, and controlling the clutch to engage based on the clutch motor target voltage to achieve a launch start of the vehicle.

[0050] During vehicle launch, the clutch switches from the disengaged state corresponding to when the vehicle is stationary, to a semi-engaged state, and finally to the engaged state. During this process, the speed difference between the clutch's driving and driven discs gradually decreases. Therefore, when the speed difference between the clutch's driving and driven discs drops to a preset first speed difference threshold, it is considered necessary to enter clutch engagement control. For example, the first speed difference threshold can be 50 rpm.

[0051] Among them, the clutch engagement is controlled based on the clutch motor target voltage, specifically, the clutch pressure is adjusted based on the clutch motor target voltage, so that the clutch engagement is controlled, and the output torque of the engine and the output torque of the drive motor drive the wheel end together.

[0052] The clutch motor target voltage can be understood as the motor voltage that controls the engagement of the clutch's active and passive plates. During launch, clutch engagement conditions directly impact power delivery smoothness, acceleration performance, and mechanical durability. The accuracy of the clutch motor target voltage also directly impacts power delivery smoothness, acceleration performance, and mechanical durability.

[0053] In one embodiment, the clutch motor target voltage can be determined by the hybrid power controller through the actual torque at the crankshaft end, the vehicle speed, and the transmission oil temperature obtained by the hybrid power controller. Specifically, for example, the hybrid power controller determines the clutch motor target voltage by table lookup based on the actual torque at the crankshaft end, the vehicle speed, and the transmission oil temperature. Alternatively, the clutch motor target voltage can be obtained by inputting the actual torque at the crankshaft end, the vehicle speed, and the transmission oil temperature into a pre-built voltage determination model. This application does not limit this. Optionally, the table lookup method mentioned above can be a mapping table or multiple mapping tables preset in the hybrid power controller, or a mapping table or multiple mapping tables preset in a database and readable by the hybrid power controller, etc. This application does not limit this.

[0054] The vehicle starting control method of the above embodiment, when the launch control function of the vehicle is activated, determines the engine request torque and the drive motor request torque based on the vehicle demand torque, thereby dynamically adjusting the engine output torque and the drive motor output torque; and in the clutch slip stage, determines the generator request speed based on the dual closed-loop control of the clutch slip work and the clutch slip power, and adjusts the generator speed based on the generator request speed, that is, adjusts the speed difference between the driving plate and the driven plate of the clutch by means of generator speed regulation; until the speed difference between the driving plate and the driven plate of the clutch is reduced to a preset first speed difference threshold, then switches from generator speed adjustment to generator torque adjustment, and adjusts the clutch pressure based on the clutch motor target voltage, so that the output torque of the engine and the output torque of the drive motor drive the wheel end together to achieve launch start of the whole vehicle. During the vehicle launch start drive torque reserve stage, the present application solution can adjust the speed difference between the active and driven discs of the clutch based on the generator speed regulation method to achieve torque reserve. Compared with the related technology of achieving torque reserve through the hardware characteristics of the clutch electro-hydraulic actuator, it can avoid problems such as clutch burning or unexpected increase in engine speed, improve the hardware reliability of the vehicle during the launch start stage, and thus help to ensure the safety of the vehicle during the launch start stage.

[0055] In one embodiment, when the launch control function of the vehicle is activated, the method for determining the required torque of the entire vehicle includes:

[0056] Obtain the vehicle's accelerator pedal required torque; obtain a braking influence factor, a road influence factor, and an acceleration influence factor; the braking influence factor is determined based on the vehicle's brake piston pump pressure, the road influence factor is determined based on the road adhesion coefficient and the slip rate, and the acceleration influence factor is determined based on the slope of the road surface and the longitudinal acceleration of the vehicle; determine the vehicle's required torque based on the accelerator pedal required torque, the braking influence factor, the road influence factor, and the acceleration influence factor.

[0057] The accelerator pedal demand torque can be read through the vehicle's relevant interfaces or calculated based on the pedal signal and the demand torque mapping curve, without limitation. The road adhesion coefficient, slip rate, and road slope can be obtained through relevant sensors; the vehicle's longitudinal acceleration can be obtained through an acceleration sensor, or the HCU can obtain the longitudinal acceleration based on the vehicle speed through first-order differentiation and low-pass filtering, without limitation in this application.

[0058] The braking influence factor may be determined based on the brake piston pump pressure and a first mapping relationship, wherein the first mapping relationship is a mapping relationship between the brake piston pump pressure and the braking influence factor. As an example, the first mapping relationship may be a data table readable by the HCU, as shown in Table 1 below.

[0059] Table 1 Relationship table corresponding to braking influence factors

[0060]

[0061] The first mapping relationship corresponding to the braking influence factor can be based on preset real-world scenarios and historical vehicle data. The corresponding braking influence factor is set according to the preset braking influence factor configuration rules. A mapping relationship is established between the brake piston pump pressure and the accelerator pedal demand torque reduction. The higher the brake piston pump pressure, the greater the accelerator pedal demand torque reduction. By considering the braking influence factor, conflicts between vehicle driving and braking can be avoided, adhering to the braking priority control strategy.

[0062] The road impact factor can be determined based on the road surface adhesion coefficient, slip ratio, and a second mapping relationship, which is a mapping relationship between a combination of the road surface adhesion coefficient and slip ratio and the road impact factor. As an example, this second mapping relationship can be a two-dimensional table readable by the HCU, as shown in Table 2 below.

[0063] Table 2 Two-dimensional table corresponding to road impact factors

[0064]

[0065] This second mapping relationship is based on pre-set real-world scenarios, accessing historical vehicle data, and setting corresponding road influence factors according to pre-set configuration rules. This mapping relationship is then established between road adhesion coefficient, slip ratio, and accelerator pedal demand torque attenuation. A greater road adhesion coefficient and a lower slip ratio result in less accelerator pedal demand torque attenuation. Because the ESP system is disabled during launch, incorporating the road influence factor into the vehicle demand torque analysis helps prevent excessive vehicle demand torque, which could lead to burnout and vehicle instability.

[0066] The acceleration impact factor can be determined based on the road surface gradient, the vehicle's longitudinal acceleration, and a third mapping relationship, which is a mapping relationship between the combination of the road surface gradient and the vehicle's longitudinal acceleration and the acceleration impact factor. As an example, this third mapping relationship can be a two-dimensional table readable by the HCU, as shown in Table 3 below.

[0067] Table 3 Two-dimensional table corresponding to acceleration impact factors

[0068]

[0069] This third mapping relationship can be based on preset real-world vehicle scenarios, acquiring historical vehicle data, and setting corresponding acceleration influence factors according to preset acceleration influence factor configuration rules. This mapping relationship establishes a relationship between slope, longitudinal acceleration, and the impact of accelerator pedal demand torque. The relationship is as follows: greater slopes and smaller longitudinal accelerations result in a greater gain in accelerator pedal demand torque, while smaller slopes and larger longitudinal accelerations result in a greater attenuation in accelerator pedal demand torque. By incorporating acceleration, the vehicle's demand torque can be better adapted to different slopes, preventing excessive acceleration from a start and improving both slope adaptability and comfort.

[0070] In an exemplary embodiment, when the launch control function of the vehicle is activated, the vehicle required torque can be determined by the following formula:

[0071] (1)

[0072] In formula (1), is the required torque of the vehicle (unit: Nm), is the accelerator pedal required torque (unit: Nm), is the braking influence factor, is the road impact factor, is the acceleration impact factor. The value ranges of the braking impact factor, road impact factor, and acceleration impact factor can refer to the examples in Tables 1 to 3.

[0073] In one embodiment, after determining the required torque of the entire vehicle, the method of determining the engine requested torque and the drive motor requested torque based on the required torque of the entire vehicle may include: determining the engine requested torque based on the relationship between the quotient of the required torque of the entire vehicle and the engine transmission speed ratio, the engine economy lower limit value, and the engine economy upper limit value; determining the drive motor requested torque based on the smaller of the engine flywheel end torque and the actual clutch transmission torque, the required torque of the entire vehicle, the engine transmission speed ratio, and the drive motor transmission speed ratio.

[0074] As a specific example, the method of determining the engine request torque and the drive motor request torque based on the vehicle request torque is as follows:

[0075] (2)

[0076] (3)

[0077] In formula (2) and formula (3), To start the fast torque request (i.e. the engine request torque mentioned above, unit: Nm), is the engine transmission ratio, is the lower limit of engine economy (unit: Nm), is the upper limit of engine economy (unit: Nm), is the drive motor torque request (i.e. the aforementioned drive motor torque request, unit: Nm), is the engine flywheel end torque (unit: Nm), The actual torque transmitted by the clutch (unit: Nm).

[0078] Therefore, during the launch process, the engine and drive motor are used to participate in torque distribution at the same time, which can not only meet the driver's power needs, but also ensure the economy of the engine.

[0079] Figure 3 This is an example of a process for determining the generator's requested speed during the clutch slip phase. Figure 3 As shown, in one embodiment, in the clutch slip phase in step S202, determining the generator requested speed based on the dual closed-loop control of the clutch slip work and the clutch slip power may specifically include:

[0080] S301, in the clutch slip phase, obtaining the original generator requested speed, the clutch actual slip work, the clutch target slip work, the clutch actual slip power, and the clutch target slip power;

[0081] S302, determining a clutch slip work attenuation coefficient through closed-loop control based on a first difference between the clutch target slip work and the clutch actual slip work, and determining a clutch slip power attenuation coefficient through closed-loop control based on a second difference between the clutch target slip power and the clutch actual slip power;

[0082] S303 : Determine a generator request speed based on the original generator request speed, the clutch slip work attenuation coefficient, and the clutch slip power attenuation coefficient.

[0083] Among them, relative to the generator requested speed, the original generator requested speed can be understood as the initial value of the generator requested speed, that is, the preliminarily determined generator requested speed, and the generator requested speed is the requested speed obtained after correcting or optimizing the original generator requested speed.

[0084] In one embodiment, the method for obtaining the original generator request speed involved in S301 may include: determining the engine target speed based on the vehicle's accelerator pedal opening and brake pedal opening; determining the original generator request speed based on the engine target speed, the engine idle speed, and the transmission speed ratio between the generator and the engine.

[0085] The generator target speed is a theoretical speed matched based on driving operation information, and the original generator requested speed is a requested speed determined based on the theoretical speed and in accordance with the current conditions of the vehicle's driving components.

[0086] In some embodiments, the target engine speed can be determined by looking up a table based on the accelerator pedal opening and brake pedal opening. Based on pre-set real-world vehicle scenarios, historical vehicle data can be obtained, and the corresponding target engine speed can be set according to pre-set engine target speed configuration rules. A relationship table is then established between the combination of accelerator pedal opening and brake pedal opening and the target engine speed. In this relationship table, a rule is set such that the greater the accelerator pedal opening, the smaller the brake pedal opening, and the higher the target engine speed.

[0087] Furthermore, to ensure stability and ride comfort in the dual-motor hybrid system, the HCU can also set a maximum engine target speed of no more than 2500 rpm. For example, in a table that maps accelerator pedal opening and brake pedal opening to engine target speed, the corresponding maximum engine target speed is set to no more than 2500 rpm. Alternatively, if the engine target speed determined by the table is greater than the specified speed threshold, the specified speed threshold is used in place of the engine target speed.

[0088] Engine idle speed refers to the stable engine speed when operating under no load. It is the lowest speed at which the engine can maintain self-operation and is automatically controlled by the engine control system (such as the ECU) by adjusting parameters such as intake air volume and fuel injection rate. There are various ways to determine engine idle speed, using both the vehicle's built-in equipment and external tools. For example, shift the vehicle into neutral (manual transmission) or P / N (automatic transmission), release the accelerator pedal, and after the engine stabilizes, observe the value indicated by the tachometer needle or the digital display. This is the current idle speed. Another example is connecting to the vehicle's OBD port to read real-time data stored by the engine control system, including the engine idle speed.

[0089] The speed ratio between the generator and the engine refers to the ratio between the engine output shaft speed and the generator input shaft speed. This parameter directly affects the generator's operating efficiency and power output, ensuring that the engine and generator operate within their respective high-efficiency ranges. The speed ratio between the generator and the engine can be calculated using the engine and generator speeds obtained by sensors, or inferred from system parameters or physical characteristics. This application does not limit the method for obtaining the speed ratio between the generator and the engine.

[0090] Optionally, the original generator requested speed involved in S301 is obtained as follows:

[0091] (4)

[0092] In formula (4), is the original generator speed request (unit: rad / s), is the target engine speed (unit: rad / s), is the engine idle speed (unit: rad / s), is the transmission speed ratio between the generator and the engine.

[0093] In a related embodiment, the clutch target slipping work and clutch target slipping power involved in S301 can be determined based on the required vehicle torque and the vehicle drive mode. The vehicle drive mode is one of a plurality of preset vehicle drive modes, and different vehicle drive modes correspond to different power requirements.

[0094] Exemplarily, the vehicle driving modes may include but are not limited to snow mode (snow), economy mode (Eco), normal mode (Normal), and sport mode (Sport), wherein the power demand corresponding to the sport mode > the power demand corresponding to the normal mode ≥ the power demand corresponding to the economy mode > the power demand corresponding to the snow mode.

[0095] In one implementation, the HCU can dynamically resolve the current clutch slip power target based on the vehicle's required torque and drive mode by querying a two-dimensional table that maps the combination of the required torque and drive mode to the clutch's target slip power. For example, this two-dimensional table can be shown in Table 4. When the vehicle's required torque is non-zero, the clutch slip power target is positively correlated with both the vehicle's required torque and the power demand corresponding to the vehicle's drive mode.

[0096] Table 4 Two-dimensional table corresponding to clutch target sliding friction work

[0097]

[0098] In another embodiment, the HCU can determine the clutch target slip power by querying a two-dimensional table corresponding to the clutch target slip power based on the vehicle's required torque and drive mode. For example, the two-dimensional table corresponding to the clutch target slip power is shown in Table 5. When the vehicle's required torque is not zero, the clutch target slip power is positively correlated with both the vehicle's required torque and the power demand corresponding to the vehicle's drive mode.

[0099] Table 5 Two-dimensional table corresponding to clutch target slip power

[0100]

[0101] The mapping relationships in Tables 1 and 2 can be determined based on a preset real vehicle scenario and historical vehicle data. Based on the above embodiment, the clutch target slip work and clutch target slip power can be quickly determined by looking up a table.

[0102] In another related embodiment, the HCU can determine the actual clutch slip work based on the speed difference between the clutch driving plate and the driven plate, the actual clutch torque, the clutch semi-engagement point engagement time, and the clutch slip time. It can also determine the actual clutch slip power based on the speed difference between the clutch driving plate and the driven plate and the actual clutch torque. In one specific embodiment, the HCU calculates the actual clutch slip work based on the actual drive motor speed, the actual engine speed, the speed difference between the clutch driving plate and the driven plate, the actual clutch torque, the clutch semi-engagement point engagement time, and the clutch slip time.

[0103] (5)

[0104] In formula (5), is the actual sliding friction work of the clutch (unit: KW), is the speed difference between the clutch master and driven discs (unit: rad / s), is the clutch half-engagement point contact time (unit: s), Clutch slip time (unit: s), is the actual torque transmitted by the clutch (unit: Nm), is the actual engine speed (unit: rad / s).

[0105] The speed difference between the clutch master and driven discs can be determined as follows:

[0106] (6)

[0107] In formula (6), is the engine transmission ratio, is the actual engine speed (unit: rad / s), It represents the transmission speed ratio of the drive motor. Indicates the actual speed of the drive motor (unit: rad / s).

[0108] For example, the HCU can calculate the actual clutch slip power based on the actual clutch torque and the speed difference between the clutch master and slave plates. The basic principle is as follows:

[0109] (7)

[0110] In formula (7), is the actual slip power of the clutch (unit: KJ), is the speed difference between the clutch master and driven discs (unit: rad / s), The actual torque transmitted by the clutch (unit: Nm).

[0111] In some related embodiments, the step of determining the corresponding clutch slip work attenuation coefficient and clutch slip power attenuation coefficient through dual closed-loop control based on the difference between the clutch target slip work and the clutch actual slip work, and the difference between the clutch target slip power and the clutch actual slip power, involved in S302, may include:

[0112] Obtaining a first closed-loop control coefficient corresponding to clutch slip work and a second closed-loop control coefficient corresponding to clutch slip power; the first closed-loop control coefficient and the second closed-loop control coefficient are determined based on a clutch oil outlet temperature of the vehicle and a pre-set first correspondence relationship and a second correspondence relationship; the first correspondence relationship includes correspondences between multiple sets of clutch oil outlet temperatures and the first closed-loop control coefficient, and the second correspondence relationship includes correspondences between multiple sets of clutch oil outlet temperatures and the second closed-loop control coefficient;

[0113] Based on the difference between the clutch target slip work and the actual clutch slip work and the first closed-loop control coefficient, the corresponding clutch slip work attenuation coefficient is determined through closed-loop control; and based on the difference between the clutch target slip power and the actual clutch slip power and the second closed-loop control coefficient, the corresponding clutch slip power attenuation coefficient is determined through closed-loop control.

[0114] Among them, the HCU can set the first difference between the clutch target slip work and the clutch actual slip work at the same time, and the second difference between the clutch target slip power and the clutch actual slip power, which are all input variables of the incremental PID control; at the same time, the clutch slip work attenuation coefficient and the clutch slip power attenuation coefficient at the corresponding time are set as the output variables of the incremental PID control, and the value range of the two output variables is set to [0,1]; at the same time, the incremental PID control coefficient includes the first closed-loop control coefficient corresponding to the clutch slip work ( 、 、 ) and the second closed-loop control coefficient corresponding to the clutch slip power ( 、 、 Based on this setup, the clutch slip work attenuation coefficient and the clutch slip power attenuation coefficient can be analytically derived from the two closed-loop control systems. The generator request speed can then be derived based on the original generator request speed, the clutch slip work attenuation coefficient, and the clutch slip power attenuation coefficient.

[0115] In one embodiment, the method of parsing the generator requested speed involved in S303 may be as follows:

[0116] (8)

[0117] In formula (8), Requested speed for the generator (unit: ), The original generator speed request (unit: ), express The clutch slip power attenuation coefficient at time , express The clutch slip power attenuation coefficient at the moment.

[0118] Therefore, in the torque reserve stage of the driving component, the actual slip work of the clutch, the target slip work of the clutch, the actual slip power of the clutch and the target slip power of the clutch are dynamically monitored. Based on the first difference between the target slip work of the clutch and the actual slip work of the clutch, and based on the second difference between the target slip power and the actual slip power of the clutch, the clutch slip work attenuation coefficient and the clutch slip power attenuation coefficient are determined through double closed-loop control, and the original generator request speed is corrected based on the clutch slip work attenuation coefficient and the clutch slip power attenuation coefficient to obtain a generator request speed that is more in line with the current operating conditions of the vehicle driving components. The generator speed is adjusted based on the generator request speed, which can more accurately control the clutch slip process and ensure the real-time requirements of the clutch slip. At the same time, it can also avoid the risk of clutch burning or unexpected increase in engine speed caused by delayed triggering of the clutch hydraulic actuator.

[0119] During the launch start process, the speed difference between the clutch master and driven discs can be gradually reduced through the aforementioned generator speed regulation method. The aforementioned S203 involves switching from generator speed adjustment to generator torque adjustment in response to the speed difference between the clutch master and driven disc being reduced to a preset first speed difference threshold. Specifically, it may include: in response to the speed difference between the clutch master and driven disc being reduced to a preset first speed difference threshold, setting the generator control instruction to a torque control instruction, and adjusting the generator target torque to zero based on the torque control instruction.

[0120] During the torque reserve phase, before the speed difference between the clutch's driving and driven discs decreases to a preset first speed difference threshold, the HCU can set the generator control command to speed control, adjusting the generator speed using the generator requested speed analyzed in the above embodiment. As generator speed regulation gradually progresses, causing the speed difference between the clutch's driving and driven discs to gradually decrease to the preset first speed difference threshold, the HCU resets the generator control command to a torque control command and adjusts the generator's target torque to zero based on the torque control command. This prevents the generator from interfering with the clutch's active end torque, fully handing torque control authority to the engine. During this phase, the HCU can also adjust the clutch pressure based on the clutch motor's target voltage to control clutch engagement.

[0121] As an embodiment, the method for determining the target voltage of the clutch motor involved in S203 may include: the HCU obtains the actual crankshaft torque, vehicle speed and transmission oil temperature of the vehicle; based on the third corresponding relationship, obtains the target clutch pressure corresponding to the actual crankshaft torque and vehicle speed; and then based on the fourth corresponding relationship, obtains the target clutch pressure and the clutch motor target voltage corresponding to the transmission oil temperature.

[0122] Among them, the third correspondence includes the correspondence between multiple first combinations and multiple clutch pressures, and the first combination includes the actual torque at the crankshaft end and the vehicle speed; the fourth correspondence includes the correspondence between multiple second combinations and multiple clutch motor voltages, and the second combination includes the clutch pressure and the transmission oil temperature.

[0123] For example, the third correspondence between clutch pressure and clutch pressure can be a two-dimensional table accessible to the HCU. The HCU can then quickly resolve the clutch target pressure based on the current actual crankshaft torque and vehicle speed by looking up the two-dimensional table. The two-dimensional table can be shown in Table 6.

[0124] Table 6 Two-dimensional table corresponding to clutch target pressure

[0125]

[0126] The two-dimensional table corresponding to the clutch target pressure can be configured through the relationship between the actual torque at the crankshaft end, the vehicle speed and the clutch target pressure determined by actual vehicle calibration. Among them, when the actual torque at the crankshaft end and the vehicle speed are not 0, the greater the actual torque at the crankshaft end and the higher the vehicle speed, the greater the corresponding clutch target pressure.

[0127] For example, the fourth correspondence between the clutch motor target voltage and the target voltage can be another two-dimensional table accessible to the HCU. The HCU can then quickly resolve the clutch motor target voltage based on the current target clutch pressure and transmission oil temperature by looking up the two-dimensional table. The two-dimensional table can be shown in Table 7.

[0128] Table 7 Two-dimensional table corresponding to clutch motor target voltage

[0129]

[0130] The two-dimensional table corresponding to the clutch motor target voltage can be pre-configured based on the relationship between the clutch target pressure, transmission oil temperature, and clutch motor target voltage determined by bench testing. The greater the clutch target pressure and the higher the transmission oil temperature, the greater the clutch motor target voltage.

[0131] Based on the above embodiments, Figure 4 Provides a flowchart of another embodiment of a launch control method based on generator speed regulation. Figure 4 As shown, this method is applied to a hybrid power system control unit HCU as an example for explanation, and the specific implementation process is as follows.

[0132] Step S11: input signal acquisition and analysis.

[0133] Among them, the vehicle's dual-motor hybrid system control unit HCU can collect and analyze the accelerator pedal opening, actual gear position, brake pedal opening, transmission oil temperature, clutch oil outlet temperature, and clutch actual pressure signals in real time; HCU can also obtain vehicle speed, battery SOC value, battery 10s peak discharge power, EPB system status, ESP system status, AVH status, brake piston pump pressure, engine flywheel end torque, engine actual speed, engine water temperature, engine maximum torque, generator maximum charge / discharge torque, generator actual torque, engine actual speed, generator winding temperature, drive motor actual speed, drive motor maximum allowable available torque and drive motor winding temperature signals through the controller local area network.

[0134] The HCU can also obtain the actual operating mode of the hybrid system, the required torque of the accelerator pedal, the speed difference between the clutch master and slave plates, the actual clutch transmission torque and slope signals from internal related modules or interfaces.

[0135] Step S12: determining activation conditions of the generator speed regulation launch control function (ie, the launch control function of the aforementioned embodiment).

[0136] In one embodiment, when the vehicle's actual gear position is D, the hybrid system's actual operating mode is series, the battery SOC value is ≥50% (to ensure that the battery has sufficient power and a large discharge power during the launch start process to ensure normal launch start), the brake pedal opening is ≥20% and the brake piston pump pressure is ≥10 bar (to ensure that the braking force ensures that the vehicle remains stationary during the torque reserve phase), the accelerator pedal opening is greater than 10% (to ensure that the driver has a start acceleration demand), the EPB system status is released, the ESP system status is off, and the AVH status is inactive (also used to ensure that the braking force ensures torque During the torque reserve phase, the vehicle remains stationary. The transmission oil temperature signal is less than 80°C, the clutch oil outlet temperature is less than 90°C (to ensure clutch lubrication and cooling, preventing clutch erosion), the drive motor winding temperature is less than 100°C (to prevent power degradation due to excessive drive motor winding temperature, resulting in an inability to meet the torque requirements for launch control), the generator winding temperature is less than 100°C, and the engine water temperature is 80°C ≤ 100°C (to prevent engine function degradation and limited engine output torque due to excessive or insufficient engine water temperature), and the generator is not in a fault state and there are no faults that prohibit launch control. When all of the above conditions are met, the HCU can set the generator speed control launch control state to True (activated). If any of the above conditions are not met, the HCU can set the generator speed control launch control state to False (frozen).

[0137] Furthermore, in one embodiment, in response to activation of the generator speed control launch control function, the transmission is pre-engaged in the highest gear ratio and clutch oil filling control is performed. In response to the completion of the clutch oil filling control, the vehicle's required torque is determined. Specifically, when the launch clutch slip control state is True, the HCU pre-engages first gear and then sets the oil filling activation flag to True. The clutch oil filling control function is implemented through three phases: pulse, gradient, and hold, thereby rapidly eliminating clutch piston idle travel and enabling rapid clutch response during the launch phase. When the clutch actual pressure signal is ≥ the clutch half-engagement point pressure value (the clutch half-engagement point pressure value can be pre-determined through a clutch unit test), the HCU determines that the clutch oil filling function has been completed and jumps to step S13.

[0138] Among them, the dual motors (drive motor + generator) and the engine are linked through the clutch and gearbox to output driving force to the wheel end. The transmission ratio is determined by the gear position of the gearbox. For multi-gear gearboxes, the gear ratio of 1st gear is usually > the gear ratio of 2nd gear > the gear ratio of 3rd gear. Therefore, 1st gear is pre-engaged and the gearbox transmission ratio is the largest, which is suitable for the torque requirements in the starting stage.

[0139] In addition, when the oil filling activation flag is True, the HCU can also trigger the clutch oil filling timer, and freeze the clutch oil filling timer when the actual clutch pressure signal ≥ the clutch half-engagement point pressure value to obtain the clutch half-engagement point engagement time.

[0140] Step S13: Analyze the required torque of the entire vehicle.

[0141] The HCU can analyze the vehicle's required torque in real time based on the accelerator pedal's required torque, brake piston pump pressure, road adhesion coefficient, slope, slip ratio, and vehicle speed. This process can specifically include: the HCU obtaining the vehicle's accelerator pedal's required torque, acceleration influence factor, road attenuation coefficient, and brake attenuation coefficient. The acceleration influence factor represents the degree to which the combination of road slope and vehicle longitudinal acceleration affects the accelerator pedal's required torque; the brake attenuation coefficient represents the degree to which the vehicle's brake master cylinder pressure affects the attenuation of the accelerator pedal's required torque; and the road attenuation coefficient represents the degree to which the combination of road adhesion coefficient and slip ratio affects the attenuation of the accelerator pedal's required torque. The HCU then determines the vehicle's required torque based on the accelerator pedal's required torque, acceleration influence factor, road attenuation coefficient, and brake attenuation coefficient. The specific process can be found in the previous embodiment and will not be elaborated on here.

[0142] Based on this approach, the HCU analyzes the vehicle's required torque to avoid conflicts between driving and braking. Adhering to a brake-priority control strategy, a braking influence factor is introduced based on the acquired brake piston pump pressure. This factor is applied so that higher brake piston pump pressure results in greater accelerator pedal torque reduction. Furthermore, since the ESP system is disabled during launch, a road influence factor is introduced based on actual road surface recognition and tire slip to prevent excessive vehicle torque requirements, which could lead to burnout and vehicle instability. This factor is applied so that greater road adhesion and lower slip result in less accelerator pedal torque reduction. Furthermore, to adapt to different slopes and mitigate excessive acceleration during launch, improving both vehicle hill-diving performance and comfort, an acceleration influence factor is introduced based on the detected slope and longitudinal acceleration. This factor is applied so that greater slopes and lower longitudinal acceleration result in greater accelerator pedal torque gain.

[0143] Step S14: Analyze the required torque of the driving component.

[0144] During a vehicle launch, the present embodiment utilizes simultaneous engine and drive motor propulsion to achieve launch control, ensuring both the driver's desired power and engine efficiency. Accordingly, in one specific embodiment, the HCU analyzes the requested engine torque and the requested drive motor torque in real time based on the vehicle's required torque analyzed in step S13, the actual clutch torque, the actual drive motor speed, and the actual engine speed. The detailed process can be found in the previous embodiment and will not be elaborated upon here.

[0145] Step S15: Generator speed control based on clutch slip.

[0146] During the torque reserve stage of the driving component, in order to accurately control the clutch slip process, the embodiment of the present application adopts the generator speed regulation method to ensure the real-time requirements of clutch slip. This method can also avoid the risk of clutch burning or unexpected increase in engine speed caused by delayed triggering of the clutch hydraulic actuator.

[0147] In a specific embodiment, the HCU analyzes the generator request speed based on the actual speed of the drive motor, the actual speed of the engine, the actual torque transmitted by the clutch, the clutch half-engagement point engagement time, the clutch slip time, the vehicle required torque, the vehicle drive mode, the accelerator pedal opening, the brake pedal opening and the clutch oil outlet temperature, and a dual closed-loop incremental PID controller based on clutch slip work and slip power monitoring, and adjusts the generator speed based on the generator request speed.

[0148] Optionally, the specific implementation process of parsing the requested generator speed and adjusting the generator speed includes:

[0149] (1) Analyze the actual slip work of the clutch and the actual slip power of the clutch.

[0150] The HCU calculates the actual clutch slip work based on the actual drive motor speed, actual engine speed, actual clutch torque, clutch half-engagement point contact time, and clutch slip time. The clutch slip time is determined as follows: When the clutch master and slave disc speed difference is ≥200 rpm, the HCU triggers the clutch slip timer. When the clutch master and slave disc speed difference is ≤20 rpm, the clutch oil fill timer is frozen, thereby determining the clutch slip time. The detailed process for analyzing the actual clutch slip work can be found in the previous example and will not be elaborated on here.

[0151] The HCU calculates the actual clutch slip power based on the actual clutch torque and the clutch master and slave plate speed difference. The specific analysis method can be referred to the above embodiment and will not be repeated here.

[0152] (2) Analyze the clutch target slip work and clutch target slip power.

[0153] The HCU dynamically resolves the clutch target slip power by looking up a two-dimensional table corresponding to the vehicle's required torque, vehicle drive mode, and clutch target slip power. The HCU also dynamically resolves the clutch target slip power by looking up a two-dimensional table corresponding to the vehicle's required torque, vehicle drive mode, and clutch target slip power. For details, please refer to the above-described embodiment and will not be repeated here.

[0154] (3) Analyzing the original generator speed request: The HCU analyzes the original generator speed request based on the accelerator pedal opening and the brake pedal opening. Specifically, the engine target speed is determined based on the accelerator pedal opening and the brake pedal opening, and the original generator speed request is then determined based on the engine target speed.

[0155] Optionally, referring to the description of the above embodiment, the original generator requested speed may be obtained as follows:

[0156] (4)

[0157] In formula (4), is the original generator speed request (unit: rad / s), is the target engine speed (unit: rad / s), is the engine idle speed (unit: rad / s), is the transmission speed ratio between the generator and the engine.

[0158] (4) Analyze the generator request speed based on the incremental PID double closed-loop controller: The HCU implements fine control of the clutch master / slave speed based on the clutch target slip work, clutch actual slip work, clutch target slip power, clutch actual slip power and clutch oil outlet temperature, and based on the closed-loop system. The specific steps are as follows:

[0159] ① Predefine the input variables of PID: HCU sets the difference between the clutch target slip power and the clutch actual slip power at time k The difference between the clutch target slip power and the clutch actual slip power at time k are the two input variables of the incremental PID double closed-loop controller.

[0160] In one embodiment, the difference between the clutch target slip power and the clutch actual slip power can also be set. The value range is [-10,10] kJ, which sets the difference between the clutch target slip power and the clutch actual slip power The value range of is [-50,50] kW. 、 When the actual value is outside the range, it is replaced by the value closest to the actual value within the range.

[0161] ②Predefine PID output variables: HCU settings The clutch slip power attenuation coefficient at time 、 Clutch slip power attenuation coefficient at time is the output variable of PID control.

[0162] In one embodiment, the clutch slip power attenuation coefficient can also be set The value range is [0,1], the clutch slip power attenuation coefficient The value range is [0,1].

[0163] ③ Determine the control parameters of the incremental PID: In order to meet the real-time responsiveness of the clutch slip control stage and avoid overshoot of the incremental PID controller, the HCU can obtain the incremental PID control coefficient by looking up the one-dimensional table based on the clutch oil outlet temperature. 、 、 、 、 、 The specific method of determining the PID control coefficient can be referred to the above embodiment and will not be described in detail.

[0164] ④ Based on the input variables, output variables and PID control coefficients of the incremental PID controller set above, calculate The clutch slip power attenuation coefficient at time and Clutch slip power attenuation coefficient at time .

[0165] in, The clutch slip power attenuation coefficient at time and Clutch slip power attenuation coefficient at time It can be calculated according to the following formula:

[0166] (9)

[0167] (10)

[0168] In formula (9) and formula (10), is the proportional control coefficient of the incremental PID controller corresponding to the clutch slip work, is the integral control coefficient of the incremental PID controller corresponding to the clutch slip work, is the differential control coefficient of the incremental PID controller corresponding to the clutch slip work, for The difference between the clutch target slip friction work and the clutch actual slip friction work at that moment, for The difference between the clutch target slip friction work and the clutch actual slip friction work at that moment, for The difference between the clutch target slip friction work and the clutch actual slip friction work at that moment, is the proportional control coefficient of the incremental PID controller corresponding to the clutch slip power, is the integral control coefficient of the incremental PID controller corresponding to the clutch slip power, is the differential control coefficient of the incremental PID controller corresponding to the clutch slip power, for The difference between the clutch target slip power and the clutch actual slip power at that moment, for The difference between the clutch target slip power and the clutch actual slip power at that moment, for The difference between the clutch target slip power and the clutch actual slip power at that moment.

[0169] ⑤ The HCU sets the generator control command to speed control based on the original generator request speed, clutch slip work attenuation coefficient, and clutch slip power attenuation coefficient, and parses the generator request speed.

[0170] Optionally, as in the above embodiment, the method for parsing the generator requested speed may be as follows:

[0171] (8)

[0172] In formula (8), Requested speed for the generator (unit: ), The original generator speed request (unit: ), express The clutch slip power attenuation coefficient at time , express The clutch slip power attenuation coefficient at the moment.

[0173] In one embodiment, when the speed difference between the clutch master and driven plates gradually decreases until it is less than or equal to a set speed difference threshold (for example, 50 rpm), the HCU control exits the clutch slip-based generator speed control logic, resets the generator speed control command to torque control, sets the generator target torque to 0 Nm, and jumps to step S15 to execute clutch engagement control.

[0174] This will not allow the generator to interfere with the torque at the active end of the clutch, and will completely hand over the torque control authority to the engine. This will enable better control during the clutch engagement control stage and reduce energy consumption in this process.

[0175] Step S16: Clutch engagement control. The relevant process may be as follows.

[0176] 1) The HCU analyzes the clutch motor target voltage based on the engine flywheel torque, the actual generator torque, the vehicle speed, and the transmission oil temperature. The specific method is as follows:

[0177] (11)

[0178] In formula (11), is the actual torque at the crankshaft end (unit: Nm), is the engine flywheel end torque (unit: Nm), is the actual torque of the generator (unit: Nm), is the transmission speed ratio between the generator and the engine.

[0179] If there's any residual actual torque output at the generator end, the clutch torque request calculation will be inaccurate. Therefore, the present embodiment comprehensively considers the actual torque output at the clutch active end (i.e., the actual torque at the crankshaft end) to control the clutch pressure level. This also ensures more precise clutch control at the moment of initial clutch engagement control.

[0180] 2) The HCU uses a two-dimensional table to parse the clutch target pressure based on the actual crankshaft torque and vehicle speed. This two-dimensional table can be pre-built based on the relationship between the actual crankshaft torque, vehicle speed, and clutch target pressure determined through actual vehicle calibration. The greater the actual crankshaft torque and the higher the vehicle speed, the greater the clutch target pressure.

[0181] 3) The HCU uses a two-dimensional table to parse out the clutch motor target voltage based on the clutch target pressure and transmission oil temperature. This two-dimensional table can be pre-built based on the relationship between the clutch target pressure, transmission oil temperature, and clutch motor target voltage determined by bench testing. The greater the clutch target pressure, the higher the transmission oil temperature, and the greater the clutch motor target voltage.

[0182] Based on the analyzed clutch motor target voltage, the clutch is controlled to engage to synchronize the output torque of the drive motor and engine to the wheel end, realizing the vehicle's launch.

[0183] Step S17: determining the completion condition of the generator speed regulation launch control.

[0184] In one embodiment, in response to the actual clutch pressure being greater than or equal to a preset pressure threshold, the speed difference between the clutch driving plate and the driven plate being less than or equal to a second speed difference threshold, the vehicle speed being greater than or equal to a preset vehicle speed threshold, and the difference between the sum of the output torques of the drive motor and the engine and the required torque of the entire vehicle being less than or equal to a preset torque difference, the launch control function is switched to a completed state; wherein the second speed difference threshold is less than the first speed difference threshold.

[0185] For example, when the actual clutch pressure is ≥10 bar, the clutch master and slave plate speed difference is ≤20 rpm, the vehicle speed is ≥10 km / h, and both the drive motor and engine are capable of normally outputting the required vehicle torque, the HCU sets the generator speed regulation launch control state to Complete. It is understood that the relevant thresholds may be selected or adjusted adaptively based on the specific vehicle conditions.

[0186] Thus, by determining the completion conditions for generator speed control launch control in real time, the dual-motor hybrid system, operating simultaneously with the engine, clutch, and drive motor, ensures stable and powerful power output, ensuring launch control effectiveness. After determining that generator speed control launch control is complete, the clutch torque following control logic is activated. This dynamically adjusts clutch pressure based on the engine's flywheel torque while the clutch is engaged, ensuring normal vehicle travel.

[0187] pass Figure 4And the vehicle starting control method of the related embodiments, based on the driver operation information, vehicle driving status and drive component operation status obtained by the dual-motor hybrid system controller, determines whether the generator speed control launch control activation conditions are currently met, fully identifies the driving intention and road conditions to analyze the vehicle's required torque, and dynamically adjusts the clutch slip based on the generator speed control to achieve advance reserve of driving torque. The clutch synchronously executes the engagement control to achieve the generator speed control launch start control target, and judges the completion conditions of the generator speed control launch start control in real time. During the launch start process, the generator intervenes to dynamically adjust the clutch active end speed and strictly controls the clutch slip. The dual-motor hybrid system can not only burst out strong power under the simultaneous action of the engine, generator and drive motor, but also maintain excellent smoothness during the launch start stage, providing people with a high-quality driving experience.

[0188] It should be understood that, although the steps in the flowcharts of the above embodiments are shown in sequence as indicated by the arrows, these steps are not necessarily performed in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order restriction on the execution of these steps, and these steps can be performed in other orders. Moreover, at least a portion of the steps in the flowcharts of the above embodiments may include multiple steps or multiple stages, and these steps or stages are not necessarily performed at the same time, but can be performed at different times. The execution order of these steps or stages is not necessarily to be performed in sequence, but can be performed in turn or alternately with other steps or at least a portion of steps or stages in other steps.

[0189] Based on the same inventive concept, embodiments of the present application also provide a launch control device for implementing the aforementioned launch control method. The solution provided by this device is similar to the solution described in the aforementioned method. Therefore, the specific limitations of one or more launch control device embodiments provided below can be found in the aforementioned limitations of the launch control method and will not be further elaborated here.

[0190] In an exemplary embodiment, Figure 5 As shown, a vehicle starting control device is provided, comprising:

[0191] The torque distribution unit 501 is used to determine the engine request torque and the drive motor request torque based on the vehicle required torque when the launch control function of the vehicle is activated, and adjust the engine output torque and the drive motor output torque based on the engine request torque and the drive motor request torque.

[0192] The generator speed regulating unit 502 is configured to determine the generator request speed based on the dual closed-loop control of the clutch slip work and the clutch slip power during the clutch slip phase, and control the generator speed based on the generator request speed.

[0193] The clutch control unit 503 is used to switch from generator speed control to generator torque control in response to the speed difference between the driving plate and the driven plate of the clutch being less than a set speed difference threshold, and to adjust the pressure of the clutch based on the target voltage of the clutch motor so that the output torque of the engine and the output torque of the drive motor drive the wheel end together to achieve the launch of the vehicle.

[0194] It is understandable that the specific implementation of each module in the vehicle starting control device provided in the embodiment of the present application and the beneficial effects that can be achieved can be referred to the description of the aforementioned vehicle starting control method embodiment, and will not be repeated here.

[0195] Based on the vehicle starting control device, the dual-motor hybrid system determines whether the conditions for activating the generator speed control launch start control are currently met, and analyzes the vehicle's required torque based on the torque distribution unit to fully identify driving intentions and road conditions. During the clutch slip stage, the generator speed is adjusted based on the generator speed control unit, and then the clutch is dynamically adjusted for precise slip to achieve advance reserve of driving torque. The clutch is synchronized and executed based on the clutch control unit, thereby achieving the generator speed launch start control target. During the launch start process, the generator intervenes to dynamically adjust the clutch active end speed and strictly control the clutch slip. The dual-motor hybrid system can not only unleash strong power under the simultaneous action of the engine, generator and drive motor, but also maintain excellent smoothness during the launch start stage, providing people with a high-quality driving experience.

[0196] Each module in the vehicle launch control device described above may be implemented in whole or in part through software, hardware, or a combination thereof. Each module may be embedded in or independent of the processor in the new energy vehicle in hardware form, or may be stored in the memory of the new energy vehicle in software form, so that the processor can call and execute the corresponding operations of each module.

[0197] In an exemplary embodiment, a new energy vehicle is provided, which may include a hybrid power system. Figure 6As shown. The new energy vehicle includes a processor (such as a hybrid power controller), a memory, an input / output interface (Input / Output, abbreviated as I / O) and a communication interface. The processor, memory and input / output interface are connected through a system bus, and the communication interface is connected to the system bus through the input / output interface. The hybrid power controller is used to provide computing and control capabilities. The memory includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program and a database. The internal memory provides an environment for the operation of the operating system and computer program in the non-volatile storage medium. The database is used to store relevant data of the vehicle. The input / output interface is used to exchange information between the processor and an external device. The communication interface is used to communicate with an external terminal through a network connection. When the computer program is executed by the processor, it implements the vehicle starting control method of any of the above embodiments.

[0198] Those skilled in the art will understand that Figure 6 The structure shown in the figure is only a block diagram of a part of the structure related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than shown in the figure, or combine certain components, or have a different component arrangement.

[0199] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the steps in the above-mentioned method embodiments are implemented.

[0200] In one embodiment, a computer program product is provided, including a computer program, which implements the steps in the above method embodiments when executed by a processor.

[0201] Those skilled in the art will appreciate that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the above-mentioned embodiments. In particular, any reference to memory, database, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The databases involved in the various embodiments provided herein may include at least one of a relational database and a non-relational database. Non-relational databases may include, but are not limited to, distributed databases based on blockchains. The processors involved in the various embodiments provided herein may be, but are not limited to, general-purpose processors, central processing units (CPUs), graphics processing units (GPUs), digital signal processors (DSPs), programmable logic devices (PLDs), data processing logic devices based on quantum computing, and the like.

[0202] The technical features of the above embodiments can be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0203] The above-described embodiments merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present application. It should be noted that a person of ordinary skill in the art may make various modifications and improvements without departing from the spirit of the present application, and these modifications and improvements fall within the scope of protection of the present application. Therefore, the scope of protection of the present application shall be determined by the appended claims.

Claims

1. A vehicle starting control method, characterized in that: include: When the vehicle's launch control function is activated, the engine output torque and the drive motor output torque are adjusted based on the vehicle's required torque; During the clutch slip phase, the generator request speed is determined based on dual closed-loop control of clutch slip work and clutch slip power, and the generator speed is adjusted based on the requested generator speed, thereby adjusting the speed difference between the driving plate and the driven plate of the clutch; In response to the speed difference between the driving plate and the driven plate of the clutch decreasing to a preset first speed difference threshold, the generator speed adjustment is switched to the generator torque adjustment, and the clutch is controlled to engage based on the clutch motor target voltage to achieve the launch of the vehicle.

2. The method according to claim 1, characterized in that The method of determining the generator requested speed based on the dual closed-loop control of the clutch slipping work and the clutch slipping power during the clutch slipping stage includes: In the clutch slip phase, the original generator requested speed, the clutch actual slip work, the clutch target slip work, the clutch actual slip power, and the clutch target slip power are obtained; determining a clutch slip work attenuation coefficient through closed-loop control based on a first difference between the clutch target slip work and the clutch actual slip work, and determining a clutch slip power attenuation coefficient through closed-loop control based on a second difference between the clutch target slip power and the clutch actual slip power; The generator request speed is determined based on the original generator request speed, the clutch slip work reduction coefficient, and the clutch slip power reduction coefficient.

3. The method according to claim 2, characterized in that The method for obtaining the original generator requested speed includes: determining an engine target speed according to an accelerator pedal opening and a brake pedal opening of the vehicle; An original generator request speed is determined based on the target engine speed, the engine idle speed, and the transmission speed ratio between the generator and the engine.

4. The method according to claim 2, characterized in that The method further comprises: determining the clutch target slipping friction work and the clutch target slipping friction power according to the vehicle required torque and the vehicle driving mode; wherein the vehicle driving mode is one of a plurality of preset vehicle driving modes, and different vehicle driving modes correspond to different power requirements; Determining the actual slip work of the clutch based on the speed difference between the clutch driving plate and the driven plate, the actual torque transmitted by the clutch, the clutch semi-engagement point contact time, and the clutch slip time; The actual slip power of the clutch is determined based on the speed difference between the clutch driving plate and the driven plate and the actual transmission torque of the clutch.

5. The method according to claim 2, characterized in that The method of determining the corresponding clutch slip work attenuation coefficient and clutch slip power attenuation coefficient based on the difference between the clutch target slip work and the clutch actual slip work, and the difference between the clutch target slip power and the clutch actual slip power through double closed-loop control includes: Obtaining a first closed-loop control coefficient corresponding to clutch slip work and a second closed-loop control coefficient corresponding to clutch slip power; the first closed-loop control coefficient and the second closed-loop control coefficient are determined based on a clutch oil outlet temperature of the vehicle and a pre-set first correspondence relationship and a second correspondence relationship; the first correspondence relationship includes correspondences between multiple sets of clutch oil outlet temperatures and the first closed-loop control coefficient, and the second correspondence relationship includes correspondences between multiple sets of clutch oil outlet temperatures and the second closed-loop control coefficient; Based on the difference between the clutch target slip work and the actual clutch slip work and the first closed-loop control coefficient, the corresponding clutch slip work attenuation coefficient is determined through closed-loop control; and based on the difference between the clutch target slip power and the actual clutch slip power and the second closed-loop control coefficient, the corresponding clutch slip power attenuation coefficient is determined through closed-loop control.

6. The method according to claim 1, characterized in that The method for determining the required torque of the vehicle includes: Obtaining an accelerator pedal required torque of the vehicle; Obtaining a braking influence factor, a road influence factor, and an acceleration influence factor; the braking influence factor is determined based on the brake piston pump pressure of the vehicle, the road influence factor is determined based on the road adhesion coefficient and slip rate, and the acceleration influence factor is determined based on the slope of the road and the longitudinal acceleration of the vehicle; The vehicle required torque is determined based on the accelerator pedal required torque, the braking influence factor, the road influence factor, and the acceleration influence factor.

7. The method according to any one of claims 1 to 6, characterized in that In response to a speed difference between a driving plate and a driven plate of the clutch decreasing to a preset first speed difference threshold, switching from generator speed regulation to generator torque regulation includes: In response to the speed difference between the driving plate and the driven plate of the clutch decreasing to a preset first speed difference threshold, the generator control command is set as a torque control command, and the generator target torque is adjusted to zero based on the torque control command.

8. The method according to any one of claims 1 to 6, characterized in that The clutch motor target voltage is determined by: Obtaining the actual crankshaft torque, vehicle speed, and transmission oil temperature of the vehicle; Based on a third correspondence, obtaining a target clutch pressure corresponding to the actual crankshaft torque and the vehicle speed; wherein the third correspondence includes correspondences between a plurality of first combinations and a plurality of clutch pressures, the first combination including the actual crankshaft torque and the vehicle speed; Based on a fourth correspondence, a clutch motor target voltage corresponding to the target clutch pressure and the transmission oil temperature is obtained; wherein the fourth correspondence includes a correspondence between multiple second combinations and multiple clutch motor voltages, and the second combination includes clutch pressure and transmission oil temperature.

9. The method according to any one of claims 1 to 6, characterized in that The method further comprises: In response to an actual clutch pressure being greater than or equal to a preset pressure threshold, a speed difference between the clutch driving plate and the driven plate being less than or equal to a second speed difference threshold, a vehicle speed being greater than or equal to a preset vehicle speed threshold, and a difference between a sum of the output torques of the drive motor and the engine and a required vehicle torque being less than or equal to a preset torque difference, switching the launch control function to a completed state; The second speed difference threshold is smaller than the first speed difference threshold.

10. A vehicle starting control device, characterized in that: include: a torque distribution unit for determining an engine request torque and a drive motor request torque based on a vehicle demand torque when a launch control function of the vehicle is activated, and adjusting an output torque of the engine and an output torque of the drive motor based on the engine request torque and the drive motor request torque; a generator speed regulating unit, configured to determine a generator request speed based on a dual closed-loop control of clutch slip work and clutch slip power during a clutch slip phase, and control the generator speed based on the generator request speed; A clutch control unit is configured to switch from generator speed control to generator torque control in response to a speed difference between a driving plate and a driven plate of the clutch being less than a set speed difference threshold, and to control clutch engagement based on a clutch motor target voltage to achieve launch control of the vehicle.

11. A new energy vehicle, comprising a memory and a hybrid power system controller, wherein the memory stores a computer program, characterized in that: When the hybrid system controller executes the computer program, the steps of the method according to any one of claims 1 to 9 are implemented.

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