Hybrid electric vehicle control method, vehicle, vehicle-mounted terminal and storage medium

Abstract

The present invention belongs to the technical field of hybrid electric vehicles, and relates to a control method of a hybrid electric vehicle, a hybrid electric vehicle, a vehicle-mounted terminal and a computer storage medium. The control method of the hybrid electric vehicle includes the following steps: obtaining the current working condition of the vehicle, and when the current working condition meets the working condition corresponding to the motor-priority torque distribution function, turning on the motor-priority torque distribution function, obtaining the torque distribution factor, wherein the torque distribution factor includes the driving state, the driver's request torque and the vehicle speed, obtaining the corresponding motor discharge torque according to the torque distribution factor, and controlling the motor and the engine according to the driver's request torque and the motor discharge torque. Therefore, the present invention can allow the engine to operate under steady-state conditions under corresponding working conditions such as low temperature environment and low-speed traffic jam of hybrid electric vehicles, reduce fuel consumption, and improve response, thereby improving the vehicle's drivability, economy, responsiveness and safety.

Description

Technical Field

[0001] The present invention relates to the technical field of hybrid electric vehicles, and in particular to a control method for a hybrid electric vehicle, a hybrid electric vehicle, a vehicle-mounted terminal and a computer storage medium. Background Art

[0002] With the increasingly stringent national regulations on fuel consumption and emissions, as well as the development of electrification systems, hybrid technology is the key to achieving energy conservation and emission reduction. In order to adapt to national policies and meet emission regulations, vehicle manufacturers and parts suppliers are looking for solutions. However, the battery technology of the current pure electric vehicle technology system is complex and costly, and the structure of the hybrid system determines the types of working modes that can be achieved. For example, the P2.5 configuration hybrid system motor has three torque output paths, ISG path, Efad path and Disengaged path. Different output paths are aimed at different usage situations during the use of the car.

[0003] However, at the same time, during the use of hybrid vehicles, according to the existing torque distribution control method, the engine has some engine system combustion is relatively poor, the combustion efficiency is low, and the response is slow. For example: (1) In order to respond, the driver selects the sports mode, the engine will keep starting, and the driver's request torque will be preferentially allocated to the engine, so that the engine load is constantly changing, resulting in poor fuel combustion and high fuel consumption; (2) When the ambient temperature is very low in winter (for example, when the temperature is lower than -4 degrees), the heating function of the vehicle's air conditioner is to blow the high water temperature of the engine coolant for heating, resulting in poor fuel combustion and high fuel consumption; (3) When the ambient temperature is very low in winter (for example, when the temperature is lower than -4 degrees), the engine is always started. Under low-speed traffic jam conditions, if the normal torque distribution strategy is followed, the driver's request torque is small, and the driver's request torque is allocated to the engine. The engine load is constantly changing, resulting in poor combustion and slow response. Therefore, how to improve the conditions that affect the engine combustion, fuel consumption and / or response speed of hybrid vehicles is what technicians in this field need to consider.

[0004] In view of the above problems, those skilled in the art have been seeking solutions.

[0005] The preceding description is intended to provide general background information and does not necessarily constitute prior art. Summary of the invention

[0006] The technical problem solved by the present invention is to provide a control method for a hybrid vehicle, a hybrid vehicle, a vehicle-mounted terminal and a computer storage medium, which can enable the engine to operate under steady-state conditions under corresponding working conditions such as low-temperature environments and low-speed traffic jams of hybrid vehicles, thereby reducing fuel consumption and improving response, thereby improving the vehicle's drivability, economy, responsiveness and safety.

[0007] The present invention solves the technical problem by adopting the following technical solutions:

[0008] The present invention provides a control method for a hybrid electric vehicle, comprising the following steps: obtaining a current operating condition of the vehicle, and when the current operating condition meets the operating condition corresponding to a motor-priority torque distribution function, starting the motor-priority torque distribution function, obtaining torque distribution factors, the torque distribution factors including driving state, driver-requested torque and vehicle speed, obtaining corresponding motor discharge torque according to the torque distribution factors, and controlling the motor and the engine according to the driver-requested torque and the motor discharge torque.

[0009] Furthermore, the above step of obtaining the current operating condition of the vehicle includes: obtaining operating condition identification factors, wherein the operating condition identification factors include driving mode information, vehicle speed, and ambient temperature information, and identifying the current operating condition of the vehicle based on the operating condition identification factors.

[0010] Furthermore, after the above step of obtaining the current operating condition of the vehicle, it includes: determining whether the current operating condition meets the operating condition corresponding to the motor-priority torque distribution function, if so, executing the step of turning on the motor-priority torque distribution function; if not, executing the normal torque distribution function.

[0011] Furthermore, the step of obtaining the corresponding motor discharge torque according to the torque distribution factor includes: obtaining the motor discharge torque from preset motor torque distribution relationship information according to the torque distribution factor.

[0012] Furthermore, when the above-mentioned current operating condition meets the operating condition corresponding to the motor-priority torque distribution function, the step of starting the motor-priority torque distribution function includes: when the current operating condition meets the operating condition corresponding to the motor-priority torque distribution function, obtaining the starting factors of the motor-priority torque distribution function, the starting factors including the current vehicle speed, the current driver requested torque, the current power, the current motor discharge power integral limiting the motor torque limit, and the current motor torque transmission path information; when the starting factors meet the starting conditions, the motor-priority torque distribution function is started.

[0013] Furthermore, the above-mentioned activation factors meet the activation conditions, including: the current vehicle speed is within the preset vehicle speed range, the current driver requested torque is less than the first preset requested torque, the current power is not less than the power threshold, the current motor discharge power integral limit of the motor torque limit is greater than the threshold, and the current motor torque transmission path information meets the preset conditions.

[0014] Furthermore, the control method of the above-mentioned hybrid vehicle is characterized in that the step of controlling the motor and the engine according to the driver's requested torque and the motor discharge torque includes: performing motor torque distribution optimization control and engine distribution torque optimization control according to the driver's requested torque and the motor discharge torque to obtain the motor target distribution torque and the engine target distribution torque, wherein the motor torque distribution optimization control includes integral limit control, the engine target distribution torque includes upper and lower limit control and / or engine model estimation control, and the motor and the engine are controlled according to the motor target distribution torque and the engine target distribution torque.

[0015] Furthermore, the above-mentioned motor discharge torque is subjected to integral limit control to obtain the motor estimated distributed torque, the engine distributed torque is obtained according to the driver's requested torque and the motor estimated distributed torque, the engine target distributed torque is obtained after upper and lower limit limit control and engine model estimation control are performed according to the engine distributed torque, the motor target distributed torque is obtained according to the driver's requested torque and the engine target distributed torque, the motor is controlled according to the motor target distributed torque, and the engine is controlled according to the engine target distributed torque.

[0016] Furthermore, after the above-mentioned step of controlling the motor and the engine according to the driver's requested torque and the motor discharge torque, it includes: obtaining the exit factors of the motor-priority torque distribution function, the exit factors include the current vehicle speed, the current driver requested torque, the current power, the current motor discharge power integral limit of the motor torque, and the current motor torque transmission path information, and when the exit factors meet the exit conditions, the motor-priority torque distribution function is exited.

[0017] Furthermore, the above-mentioned exit factors meet the exit conditions, including: the current vehicle speed is not within the preset vehicle speed range, and / or the current driver requested torque is greater than the second preset requested torque, and / or the current power is less than the power threshold, and / or the current motor discharge power integral limit of the motor torque is less than the threshold, and / or the current motor torque transmission path information does not meet the preset conditions.

[0018] The present invention also provides a hybrid vehicle, characterized in that it includes a current working condition acquisition module, a function activation module, a torque distribution factor acquisition module, a motor discharge torque acquisition module and a torque distribution control module. The current working condition acquisition module is used to acquire the current working condition of the vehicle; the function activation module is used to activate the motor priority torque distribution function when the current working condition meets the working condition corresponding to the motor priority torque distribution function; the torque distribution factor acquisition module is used to acquire the torque distribution factor, wherein the torque distribution factor includes the driving state, the driver's requested torque and the vehicle speed; the motor discharge torque acquisition module is used to acquire the corresponding motor discharge torque according to the torque distribution factor; the torque distribution control module is used to control the motor and the engine according to the driver's requested torque and the motor discharge torque.

[0019] The present invention also provides a vehicle-mounted terminal, characterized in that it includes a processor and a memory: wherein the processor is used to execute a computer program stored in the memory to implement the steps in the control method of the hybrid electric vehicle provided by the present invention.

[0020] The present invention also provides a computer-readable storage medium, characterized in that the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps in the control method of the hybrid electric vehicle provided by the present invention are implemented.

[0021] The present invention provides a control method for a hybrid electric vehicle, a hybrid electric vehicle, a vehicle-mounted terminal and a computer storage medium. The hybrid electric vehicle control method includes the following steps: obtaining the current working condition of the vehicle, when the current working condition meets the working condition corresponding to the motor-priority torque distribution function, starting the motor-priority torque distribution function, obtaining the torque distribution factor, the torque distribution factor includes the driving state, the driver's request torque and the vehicle speed, obtaining the corresponding motor discharge torque according to the torque distribution factor, and controlling the motor and the engine according to the driver's request torque and the motor discharge torque. Therefore, the present invention can avoid the low efficiency problem of poor combustion in the low-speed creeping working condition of the engine in winter, avoid the engine speed drop, improve the response and economy; improve the power mode, the response and economy of the vehicle; improve the engine torque in the steady-state operation under the low-speed traffic jam working condition in winter, reduce fuel consumption, and improve the response. Thereby improving the drivability, economy, responsiveness and safety of the hybrid electric vehicle.

[0022] The above description is only an overview of the technical solution of the present invention. In order to more clearly understand the technical means of the present invention, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present invention more obvious and easy to understand, the following specifically cites a preferred embodiment and describes it in detail with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0024] Figure 1 A schematic structural diagram of a P2.5 configuration single-motor hybrid power system described in the control method for a hybrid power vehicle provided in the first embodiment of the present invention;

[0025] Figure 2 A schematic diagram of the P2.5 configuration single-motor hybrid system engine 1st gear driving and motor Efad torque transmission path described in the control method of the hybrid vehicle provided in the first embodiment of the present invention;

[0026] Figure 3 A schematic diagram of the torque transmission path of the motor ISG and the engine 1st gear driving of the P2.5 configuration single-motor hybrid system described in the control method of the hybrid vehicle provided in the first embodiment of the present invention;

[0027] Figure 4 A schematic flow chart of a control method for a hybrid electric vehicle provided by a first embodiment of the present invention;

[0028] Figure 5 In the control method of the hybrid vehicle provided in the first embodiment of the present invention, the driver's requested torque and vehicle speed in the forward gear are looked up in a table;

[0029] Figure 6 In the control method of the hybrid vehicle provided in the first embodiment of the present invention, the driver's request torque and vehicle speed in reverse gear are looked up in a table;

[0030] Figure 7 In the control method of the hybrid vehicle provided in the first embodiment of the present invention, the driver's requested torque and vehicle speed are looked up in a table during launch start;

[0031] Figure 8 A correspondence table between power-integrated energy and Efad torque limit in the control method for a hybrid vehicle provided by the first embodiment of the present invention;

[0032] Fig. 9 A schematic diagram of a torque distribution control strategy with motor priority in a control method for a hybrid vehicle provided by a first embodiment of the present invention;

[0033] Fig.10 A schematic diagram of a normal torque distribution control strategy in a hybrid vehicle control method provided by the first embodiment of the present invention;

[0034] Fig.11 A schematic diagram of a torque distribution strategy flow of Efad bias in a control method for a hybrid vehicle provided by a first embodiment of the present invention;

[0035] Fig.12 A condition identification diagram for satisfying the Efad bias torque distribution strategy in the control method for a hybrid vehicle provided by the first embodiment of the present invention;

[0036] Fig.13 A schematic diagram of functional modules of a hybrid vehicle provided by a second embodiment of the present invention;

[0037] Fig.14 This is a schematic diagram of the structure of a vehicle-mounted terminal provided in the third embodiment of the present invention. DETAILED DESCRIPTION

[0038] In order to make the purpose, technical scheme and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the described embodiments are only part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0039] The embodiments of the present invention are further described in detail below with reference to the accompanying drawings.

[0040] In order to clearly describe the control method of the hybrid vehicle provided by the first embodiment of the present invention, please refer to Figures 1 to 12 .

[0041] The control method of the hybrid vehicle provided in the first embodiment of the present invention is preferably applied to a P2.5 configuration single-motor hybrid system. The structure of the P2.5 configuration single-motor hybrid system can be referred to. Figure 1 , where for a hybrid vehicle with a P2.5 structure, the power system consists of an engine, a motor, a 7DCT transmission, a reducer, a half-axle, and wheels. Specifically, C1 and C2 are two clutches, D1 is a motor, and D2 is an engine. Furthermore, the clutch C1 corresponds to E1, which is connected to the wheels after the odd-numbered gear positions (1, 3, 5, 7) of the gearbox; the clutch C2 corresponds to E2, which is connected to the wheels after the even-numbered gear positions (R, 2, 4, 6) of the gearbox. The P2.5 configuration hybrid system motor has three torque output paths, ISG path, Efad path, and Disengaged path. The Efad path means that the motor D1 is directly connected to the gearbox shaft gear position (E2) for assisting or charging, and the motor D1 is disconnected from the engine D2. Figure 2The ISG path means that the motor D1 is connected to the engine D2 through the clutch C2, while the motor D1 is disconnected from the even-numbered shaft E2 of the gearbox, as shown in FIG. Figure 3 The disengaged path means that the motor D1 is disconnected from the engine D2 and the gearbox even-numbered shaft E2.

[0042] Therefore, the control method for the hybrid vehicle provided in the first embodiment of the present invention defines a torque distribution strategy with motor priority.

[0043] See also Figure 4 The control method of the hybrid vehicle corresponding to the motor-priority torque distribution strategy (abbreviated as Efad bias) includes the following steps:

[0044] Step S1: Obtain the current working condition of the vehicle.

[0045] Step S2: When the current working condition meets the working condition corresponding to the motor-priority torque distribution function, the motor-priority torque distribution function is turned on.

[0046] In one embodiment, in step S1: obtaining the current working condition of the vehicle, specifically: obtaining working condition identification factors, which include driving mode information, vehicle speed, and ambient temperature information, and identifying the current working condition of the vehicle according to the working condition identification factors. Since the engine efficiency is relatively low, the combustion is relatively poor, and the engine speed drops under low-speed working conditions in winter, in order to improve the engine efficiency and drivability, it is defined that under the above-mentioned engine operating conditions, when the motor is enabled with Efadbias, a part of the driver's torque request is preferentially allocated to the motor, thereby reducing the load of the engine at this time, allowing the engine to work under steady-state conditions, and improving system efficiency. Therefore, it is necessary to first determine that the vehicle is under this working condition, mainly for sports mode, low temperature, and low vehicle speed, that is, the working condition identification factors, and the corresponding information needs to be obtained.

[0047] In one embodiment, in step S2: when the current working condition meets the working condition corresponding to the motor-priority torque distribution function, the motor-priority torque distribution function is turned on. The current working condition meets the working condition corresponding to the motor-priority torque distribution function. Preferably, the driving mode information in the working condition identification factor corresponds to the sports mode; the vehicle speed corresponds to a low speed, for example, when the vehicle speed is ≤5km / h; the ambient temperature information corresponds to the outside temperature as a low temperature environment, for example, preferably below -4°C. When any of the above conditions are met, it can be determined that the current working condition meets the working condition corresponding to the Efad bias, and the motor-priority torque distribution function can be turned on.

[0048] In one embodiment, the above-mentioned operating conditions are not single, and any number of them can be combined, so there are the following three operating conditions: (1) When the ambient temperature is lower than -4 degrees in winter, the engine is always started. During the low-speed creeping process, due to poor combustion of the low-speed engine, the engine torque and clutch torque are difficult to control, and the torque fluctuation is large, resulting in low-speed speed drop or even flameout, corresponding to the low-temperature and low-speed operating condition; (2) When the ambient temperature is lower than -4 degrees in winter, the engine is always started. Under the low-speed traffic jam condition, if the normal torque distribution strategy is followed, due to the small torque requested by the driver, the driver's requested torque is allocated to the engine, resulting in the engine load always changing, poor combustion, and slow response, corresponding to the low-temperature and low-torque operating condition; (3) In the sports mode, the engine is always started, and the driver's requested torque is preferentially allocated to the engine, resulting in the engine load always changing, poor combustion, and slow response, corresponding to the sports mode. It can be understood that the common feature of these three operating conditions is that the engine is always started. Therefore, for other working conditions, working conditions that require the engine to be started all the time and meet the EFAD BIAS conditions are also applicable. Preferably, when the current working condition identified according to the working condition identification factor is one of the three working conditions described above, that is, the working condition corresponding to the torque distribution function that meets the motor priority described in step S2 is met, and the motor priority torque distribution function needs to be turned on to reduce the load of the engine at this time, so that the engine can work in a steady state condition and improve system efficiency. Furthermore, meeting the corresponding working conditions is not limited to the three working conditions listed above. For other working conditions, if the engine is started all the time, the working conditions that meet other EFAD BIAS conditions are also applicable.

[0049] In one embodiment, in step S2: when the current working condition meets the working condition corresponding to the motor-priority torque distribution function, after turning on the motor-priority torque distribution function, it includes: judging whether the current working condition meets the working condition corresponding to the motor-priority torque distribution function, if so, executing the step of turning on the motor-priority torque distribution function; if not, executing the normal torque distribution function. That is, identifying whether the current working condition meets the conditions for entering Efad bias. Therefore, when the conditions are met, enter Efad bias; if not, execute the normal torque distribution function, which will be explained later and will not be described here.

[0050] In one embodiment, the step of turning on the motor-priority torque distribution function includes: when the current operating condition meets the operating condition corresponding to the motor-priority torque distribution function, obtaining the turning-on factor of the motor-priority torque distribution function, the turning-on factor includes the current vehicle speed, the current driver requested torque, the current power, the current motor discharge power integral limiting the motor torque limit, the current motor torque transmission path information, and when the turning-on factor meets the turning-on condition, turning on the motor-priority torque distribution function.

[0051] In one embodiment, the above-mentioned activation factors meet the activation conditions, including: the current vehicle speed is within the preset vehicle speed range, the current driver request torque is less than the first preset request torque, the current power is not less than the power threshold, the current motor discharge power integral limit motor torque limit limit value is greater than the threshold, and the current motor torque transmission path information meets the preset conditions. Specifically, the preset vehicle speed range corresponding to the current vehicle speed preferably meets the condition when the vehicle speed is ≤5km / h, otherwise it does not meet the condition; the first preset request torque corresponding to the current driver request torque is preferentially limited to whether it is less than 90Nm, if so, the condition is met, and when the driver's wheel end torque request is greater than 100Nm and the delay time is 10s, Efadbias is exited as not meeting the condition. The power threshold range corresponding to the current power can preferably be based on the information of the state of charge (SOC) corresponding to the current power as a judgment basis, for example, whether the power threshold range corresponding to the current power meets SOC≥36%, because SOC<36% enters the ISG torque transmission path, and if SOC is greater than, the ISG torque transmission path has been exited at this time. The current motor discharge power integral limit of the motor torque is obtained according to the energy value after obtaining the energy value of the motor power integral. The torque of the motor Efad bias is limited according to the energy value of the motor power integral at Efadbias. The larger the integral value, the lower the torque limit is to avoid over-discharge of the battery power. Preferably, when the limit value is greater than 300Nm, the condition is met; otherwise, if it is less than 100Nm, Efad bias is exited. And the current motor torque transmission path information meets the preset conditions, wherein the preset conditions are met when the motor torque output path is the Efad path, otherwise it does not meet the preset conditions. Specifically, the Efad bias motor torque size needs to be limited by the energy value of the motor power integral at Efad bias to avoid excessive discharge of the battery. The higher the integral value, the smaller the motor torque limit. The corresponding values ​​can be referred to. Figure 8 , Figure 8In the control method of the hybrid vehicle provided in the first embodiment of the present invention, the correspondence table between the power integrated energy and the Efad torque limit (i.e., the limit of the motor torque limited by the current motor discharge power integral) is shown in the table, where X is the power integrated energy (unit: KJ); Z is the Efad bias torque allocation limit. Therefore, the factors that need to be considered for the start-up factors to meet the start-up conditions can be referred to Fig.12 , Fig.12 It is the condition identification diagram that satisfies the Efad bias torque distribution strategy. Fig.12 Be able to intuitively and clearly understand the five conditions that need to be met simultaneously to enter Efad bias.

[0052] Step S3: Obtain torque distribution factors, which include driving state, driver's requested torque and vehicle speed.

[0053] Step S4: Obtain the corresponding motor discharge torque according to the torque distribution factor.

[0054] In one embodiment, in step S4: obtaining the corresponding motor discharge torque according to the torque distribution factor, it includes: obtaining the motor discharge torque from the preset motor torque distribution relationship information according to the torque distribution factor. Specifically, there are three types of situations corresponding to the driving state in the torque distribution factor, namely, forward gear, reverse gear and launch start, that is, the vehicle driving state determined by the gear information or throttle information of the vehicle. Furthermore, for different driving states, the Efad bias requested torque (that is, the motor discharge torque) can be obtained according to the driver's requested torque and vehicle speed. Specifically, refer to Figure 5 , Figure 6 and Figure 7 , which respectively correspond to the driver's requested torque and vehicle speed lookup table under the three driving states of forward gear, reverse gear and launch start, that is, the Efad bias requested torque can be obtained according to the driver's requested torque and vehicle speed, where X is: driver requested torque, Y is: vehicle speed, and Z is: Efad bias requested torque.

[0055] Step S5: Control the motor and the engine according to the driver's request torque and the motor discharge torque.

[0056] In one embodiment, in step S5: controlling the motor and the engine according to the driver's requested torque and the motor discharge torque, it includes: performing motor torque distribution optimization control and engine distribution torque optimization control according to the driver's requested torque and the motor discharge torque to obtain the motor target distribution torque and the engine target distribution torque, wherein the motor torque distribution optimization control includes integral limit control, the engine target distribution torque includes upper and lower limit control and / or engine model estimation control, and the motor and the engine are controlled according to the motor target distribution torque and the engine target distribution torque.

[0057] In one embodiment, the motor discharge torque is integrally limited and controlled to obtain the motor estimated allocated torque, the engine allocated torque is obtained according to the driver's requested torque and the motor estimated allocated torque, the engine target allocated torque is obtained after upper and lower limit control and engine model estimation control are performed according to the engine allocated torque, the motor target allocated torque is obtained according to the driver's requested torque and the engine target allocated torque, the motor is controlled according to the motor target allocated torque, and the engine is controlled according to the engine target allocated torque.

[0058] That is to say, the Efad bias requested torque mentioned above corresponds to the motor discharge torque, which is the motor estimated distribution torque obtained after the motor discharge torque is controlled by energy integration. The requested torque also includes the charging torque, but when obtaining the motor target distribution torque, the motor estimated distribution torque (positive) and the charging torque (negative) are taken as the larger step. Since the charging torque is negative, the charging torque is actually ignored in the Efad bias, and the motor is discharged without considering the charging situation, thereby obtaining the motor target distribution torque. In another embodiment, the control of the engine distribution torque includes upper and lower limit control and / or engine model estimation control, which is actually an estimation of the engine enablement, that is, how much torque the engine is expected to provide.

[0059] In general, the process corresponding to the Efad bias, that is, the motor-priority torque distribution function, can be referred to Fig. 9 , Fig. 9In the control method of the hybrid vehicle provided in the first embodiment of the present invention, the torque distribution control strategy with motor priority is implemented. Specifically, if the Efad bias mode is entered, the torque distribution control strategy with motor priority is implemented. The Efad bias request torque is the motor discharge torque, which is limited by the energy integral and the larger of the charging torque request in the energy management module to obtain the motor estimated distribution torque. The total torque is obtained by subtracting the motor estimated distribution torque (positive) from the driver's request torque, and the total torque is distributed to the torque request at the engine end. After the engine torque upper and lower limits and engine model estimation, the total torque is subtracted from the engine target distribution torque to obtain the motor target distribution torque allocated to the motor. That is, the motor target distribution torque is used to meet the total torque request first. If there is a shortage, it is supplemented after the engine torque upper and lower limits and engine model estimation. Therefore, due to the definition of the Efad bias torque, the Efad bias request torque will not be greater than the driver's request torque. Therefore, according to this distribution strategy, there are two situations in practice, which can be simply exemplified:

[0060] 1) If the driver requests a torque of 80 Nm, and if the Efad bias request torque is still 80 Nm after integral limitation, the driver's request torque (80 Nm) is allocated to the motor (80 Nm) first, the engine request torque is 0 Nm, and the motor request torque is 80 Nm.

[0061] 2) If the driver requests a torque of 85 Nm, and if the Efad bias requests a torque of 80 Nm after integral limitation, the driver's requested torque (85 Nm) is allocated to the motor (80 Nm) first, with 5 Nm allocated to the engine and 80 Nm allocated to the motor.

[0062] In another embodiment, the normal torque distribution control strategy is also mentioned above, and the specific reference can be made to Fig.10 , Fig.10 In the control method of the hybrid vehicle provided in the first embodiment of the present invention, the normal torque distribution control strategy is described together here so that the difference between the two can be clearly understood. Fig.10As shown, if the battery heating mode is not entered, the normal torque distribution mode is entered, and the total torque request is obtained by subtracting the charging torque (charging torque is negative) request calculated by the energy management module from the driver's torque request. The total torque is preferentially allocated to the torque request on the engine side. After the upper and lower limits of the engine torque and the engine model estimation, the driver's request torque minus the engine torque is the request torque allocated to the motor. For example, the driver requests a torque of 100Nm, and the charging request is -50Nm. Then the total torque request is 150Nm, and 150Nm is allocated to the engine. If the maximum torque capacity of the engine is greater than 150Nm, then -50Nm is allocated to the motor for charging. If the maximum torque capacity of the engine is 120Nm, then -20Nm is allocated to the motor for charging. If the maximum torque capacity of the engine is 70Nm, then 30Nm is allocated to the motor for discharge.

[0063] In one embodiment, since the specific target distribution torque is obtained, the torque distribution control module can be used to control the motor and the engine according to the driver's request torque and the motor discharge torque to achieve the torque distribution of the hybrid vehicle in various situations.

[0064] In one embodiment, in step S5: after controlling the motor and the engine according to the driver's requested torque and the motor discharge torque, it includes: obtaining the exit factors of the motor-priority torque distribution function, the exit factors include the current vehicle speed, the current driver's requested torque, the current power, the current motor discharge power integral limit of the motor torque, and the current motor torque transmission path information, and when the exit factors meet the exit conditions, the motor-priority torque distribution function is exited.

[0065] Furthermore, the above-mentioned exit factors meet the exit conditions, including: the current vehicle speed is not within the preset vehicle speed range, and / or the current driver requested torque is greater than the second preset requested torque, and / or the current power is less than the power threshold, and / or the current motor discharge power integral limit motor torque limit limit is less than the threshold, and / or the current motor torque transmission path information does not meet the preset conditions. Specifically, it can be understood that the exit factors and the start-up factors correspond to each other. The preferred ranges and conditions that the start-up factors meet and do not meet have been specifically described in the foregoing text. For details, please refer to the corresponding expressions in the foregoing text, which will not be repeated here. The difference is that the start-up factors need to be met at the same time to meet the conditions, while for the exit factors, at least one condition is not met to exit Efad bias. In general, whether to enter and exit Efad bias depends on whether the start-up factors or exit factors are met. For the exit factors, it is preferred to determine whether the vehicle speed exceeds the limit, and preferably whether it exceeds 5km / h. Therefore, you can refer to Fig.11 , Fig.11A schematic diagram of the torque distribution strategy flow of Efad bias in the control method of a hybrid vehicle provided by the first embodiment of the present invention. Fig.12 , Fig.12 In the control method of the hybrid vehicle provided in the first embodiment of the present invention, whether the torque distribution strategy of Efad bias is satisfied is identified in the conditional diagram. When the above conditions are met at the same time, Efad bias is entered. If not, normal torque distribution logic is performed. And when the vehicle speed does not exceed the limit, the judgment is repeated. When the vehicle speed exceeds the limit, Efad bias is terminated. Fig.11 The schematic diagram of the torque distribution strategy process of Efad bias is shown.

[0066] The control method of a hybrid vehicle provided by the first embodiment of the present invention comprises: step S1: obtaining the current working condition of the vehicle; step S2: when the current working condition meets the working condition corresponding to the torque distribution function of the motor priority, turning on the torque distribution function of the motor priority; step S3: obtaining the torque distribution factor, the torque distribution factor includes the driving state, the driver's request torque and the vehicle speed; step S4: obtaining the corresponding motor discharge torque according to the torque distribution factor; step S5: controlling the motor and the engine according to the driver's request torque and the motor discharge torque. Therefore, the present invention can avoid the low efficiency problem of poor combustion in the low-speed creeping working condition of the engine in winter, avoid the engine speed drop, improve the response and economy; improve the power mode, the response and economy of the vehicle; improve the engine torque in the steady-state operation under the low-speed traffic jam working condition in winter, reduce fuel consumption, and improve the response. Thereby improving the drivability, economy, responsiveness and safety of the hybrid vehicle.

[0067] Second embodiment

[0068] Fig.13 This is a schematic diagram of the functional modules of a hybrid vehicle provided by the second embodiment of the present invention. In order to clearly describe the hybrid vehicle provided by the second embodiment of the present invention, please refer to Figures 1 to 13 .

[0069] The hybrid vehicle provided by the present invention comprises the following functional modules: a current operating condition acquisition module 110 , a function activation module 120 , a torque distribution factor acquisition module 130 , a motor discharge torque acquisition module 140 and a torque distribution control module 150 .

[0070] Specifically, it includes: a current working condition acquisition module 110, which is used to acquire the current working condition of the vehicle;

[0071] The function activation module 120 is used to activate the motor-priority torque distribution function when the current working condition meets the working condition corresponding to the motor-priority torque distribution function;

[0072] The torque distribution factor acquisition module 130 is used to acquire the torque distribution factor, wherein the torque distribution factor includes the driving state, the driver's requested torque and the vehicle speed;

[0073] A motor discharge torque acquisition module 140 is used to acquire the corresponding motor discharge torque according to the torque distribution factor;

[0074] The torque distribution control module 150 is used to control the motor and the engine according to the driver's request torque and the motor discharge torque.

[0075] In one embodiment, the functional modules of the hybrid vehicle provided in this embodiment are connected step by step in terms of function, wherein the specific modules may belong to the same hardware, such as being assembled in a vehicle-mounted terminal. They may also belong to different hardware, such as the current working condition acquisition module 110 for acquiring information may be placed in each vehicle-mounted information collector, the motor discharge torque acquisition module 140 for obtaining the motor target torque distribution through information processing may be placed in the vehicle-mounted terminal, and the torque distribution control module 150 for actually controlling the engine and the motor according to the acquired motor target torque distribution and the engine target torque distribution may be placed in the controller on the engine or the motor. That is to say, the modules included in the hybrid vehicle provided in this embodiment are distinguished according to their functions, rather than according to the properties of the hardware, and the specific hardware configuration is changed accordingly according to the actual situation of the hybrid vehicle. Therefore, in this embodiment, the relevant description is only used to illustrate the technology, rather than to limit the technology.

[0076] The above functional modules of the hybrid vehicle provided in the second embodiment of the present invention can implement the control method of the hybrid vehicle provided in the first embodiment of the present invention. For its specific implementation steps and technical effects that can be achieved, please refer to the relevant description of the control method of the hybrid vehicle provided in the first embodiment of the present invention, which will not be repeated here.

[0077] Third embodiment

[0078] Fig.14 Schematic diagram of the structure of the vehicle terminal provided by the third embodiment of the present invention. In order to clearly describe the vehicle terminal 100 provided by the third embodiment of the present invention, please refer to Figures 1 to 14 .

[0079] The vehicle terminal 100 provided in the third embodiment of the present invention includes: a processor A101 and a memory A201, wherein the processor A101 is used to execute the computer program A6 stored in the memory A201 to implement the steps of the control method of the hybrid vehicle as described in the first embodiment.

[0080] In one implementation, the vehicle-mounted terminal 100 provided in this embodiment may include at least one processor A101 and at least one memory A201. The at least one processor A101 may be referred to as a processing unit A1, and the at least one memory A201 may be referred to as a storage unit A2. Specifically, the storage unit A2 stores a computer program A6. When the computer program A6 is executed by the processing unit A1, the vehicle-mounted terminal 100 provided in this embodiment implements the steps of the control method of the hybrid vehicle described in the first embodiment. For example, Figure 1 Step S1 shown in the figure: obtain the current working condition of the vehicle; step S2: when the current working condition meets the working condition corresponding to the motor-priority torque distribution function, turn on the motor-priority torque distribution function; step S3: obtain the torque distribution factor, the torque distribution factor includes the driving state, the driver's requested torque and the vehicle speed; step S4: obtain the corresponding motor discharge torque according to the torque distribution factor; step S5: control the motor and the engine according to the driver's requested torque and the motor discharge torque.

[0081] In one implementation, the vehicle terminal 100 provided in this embodiment may include a plurality of memories A201 (referred to as storage units A2 for short).

[0082] The storage unit A2 may be a volatile memory or a non-volatile memory, or may include both volatile and non-volatile memories. The non-volatile memory may be a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), a magnetic random access memory (FRAM), a flash memory, a magnetic surface memory, an optical disc, or a compact disc read-only memory (CD-ROM); the magnetic surface memory may be a disk memory or a tape memory. The volatile memory may be a random access memory (RAM), which is used as an external cache. By way of example and not limitation, many forms of RAM are available, such as static random access memory (SRAM), synchronous static random access memory (SSRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDRSDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous link dynamic random access memory (SLDRAM, SyncLink Dynamic Random Access Memory), and direct RAM bus random access memory (DRRAM, Direct Rambus Random Access Memory).The storage unit A2 described in the embodiments of the present invention is intended to include but is not limited to these and any other suitable types of memories.

[0083] The vehicle terminal 100 provided in the third embodiment of the present invention includes a memory A101 and a processor A201, and the processor A101 is used to execute the computer program A6 stored in the memory A201 to implement the steps of the control method of the hybrid vehicle described in the first embodiment. Therefore, the vehicle terminal 100 provided in this embodiment can avoid the low efficiency problem of poor combustion in the low-speed creeping condition of the engine in winter, avoid the engine speed drop, improve the response and economy; improve the power mode, the response and economy of the vehicle; improve the engine torque in the steady-state operation under the low-speed traffic jam condition in winter, reduce fuel consumption, and improve the response. Thereby improving the drivability, economy, responsiveness and safety of the hybrid vehicle.

[0084] In one embodiment, since this embodiment is a vehicle-mounted terminal placed in a hybrid vehicle, it is used to implement the method of the hybrid vehicle provided by the first embodiment of the present invention. Secondly, the hybrid vehicle provided by the second embodiment of the present invention includes the following functional modules: a current working condition acquisition module 110, a function activation module 120, a torque distribution factor acquisition module 130, a motor discharge torque acquisition module 140 and a torque distribution control module 150. Specifically, the above functional modules can all be subordinate to the vehicle-mounted terminal 100 provided by this embodiment. Further, it can be all of the above functional modules, or it can be adaptively changed according to the functions of each module and the characteristics of the vehicle-mounted terminal 100. For example, the motor discharge torque acquisition module 140 expressed in the above is placed in the vehicle-mounted terminal 100, and the others are placed in other hardware. Therefore, the functional modules of the hybrid vehicle provided by the second embodiment of the present invention can be combined with the vehicle-mounted terminal 100 provided by the present invention, and combined according to their respective properties, without being limited to the above description. The above statements are all illustrative rather than restrictive.

[0085] The third embodiment of the present invention further provides a computer-readable storage medium, which stores a computer program A6. When the computer program A6 is executed by the processor A101, the steps of the control method of the hybrid vehicle described in the first embodiment are implemented.

[0086] In one implementation, the computer-readable storage medium provided by this embodiment may include any entity or device, recording medium capable of carrying computer program code, such as ROM, RAM, magnetic disk, optical disk, flash memory, etc.

[0087] The computer program A6 stored in the computer-readable storage medium provided by the third embodiment of the present invention can avoid the inefficiency problem of poor combustion in the low-speed creeping condition of the engine in winter, avoid the engine speed drop, improve the response and economy; improve the power mode, the response and economy of the vehicle; improve the engine torque in the steady-state operation under the low-speed traffic jam condition in winter, reduce fuel consumption, and improve the response. Thereby improving the drivability, economy, responsiveness and safety of the hybrid vehicle.

[0088] The technical features of the above-described embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above-described 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.

[0089] It should be noted that, in this article, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "includes one..." does not exclude the presence of other identical elements in the process, method, article or device including the element. In addition, components, features, and elements with the same name in different embodiments of the present application may have the same meaning or different meanings, and their specific meanings need to be determined by their explanation in the specific embodiment or further combined with the context in the specific embodiment. In this article, unless otherwise specified, the meaning of "multiple" and "several" is two or more.

[0090] It should be understood that, although the various steps in the flowchart in the embodiment of the present application are displayed in sequence according to the indication of the arrows, these steps are not necessarily performed in sequence in the order indicated by the arrows. Unless there is a clear explanation in this article, the execution of these steps does not have a strict order restriction, and it can be performed in other orders. Moreover, at least a portion of the steps in the figure may include a plurality of sub-steps or a plurality of stages, and these sub-steps or stages are not necessarily performed at the same time, but can be performed at different times, and their execution order is not necessarily performed in sequence, but can be performed in turn or alternately with other steps or at least a portion of the sub-steps or stages of other steps.

[0091] Those skilled in the art can understand that all or part of the steps of the above method embodiments can be completed by hardware related to program instructions, and the above program can be stored in a computer-readable storage medium, and when the program is executed, the steps of the above method embodiments are executed. The above storage medium includes: ROM, RAM, magnetic disk or optical disk, etc., various media that can store program codes.

[0092] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art can easily think of changes or substitutions within the technical scope disclosed by the present invention, which should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. A control method for a hybrid vehicle, characterized in that: include: Get the current working condition of the vehicle; When the current working condition meets the working condition corresponding to the motor-priority torque distribution function, turning on the motor-priority torque distribution function; When the current working condition meets the working condition corresponding to the motor-priority torque distribution function, the step of starting the motor-priority torque distribution function includes: When the current working condition meets the working condition corresponding to the motor-priority torque distribution function, the activation factor of the motor-priority torque distribution function is obtained, and the activation factor includes the current vehicle speed, the current driver request torque, the current power, the current motor discharge power integral limit motor torque limit, and the current motor torque transmission path information; When the activation factor meets the activation condition, the motor-priority torque distribution function is activated; Obtaining torque distribution factors, wherein the torque distribution factors include driving state, driver requested torque and vehicle speed; Obtaining corresponding motor discharge torque according to the torque distribution factor; controlling the motor and the engine according to the driver request torque and the motor discharge torque; The step of controlling the motor and the engine according to the driver's request torque and the motor discharge torque includes: Performing motor torque distribution optimization control and engine distribution torque optimization control according to the driver request torque and the motor discharge torque to obtain motor target distribution torque and engine target distribution torque, wherein the motor torque distribution optimization control includes integral limit control, and the engine target distribution torque includes upper and lower limit control and / or engine model estimation control; The motor and the engine are controlled according to the motor target distributed torque and the engine target distributed torque.

2. The control method of a hybrid vehicle according to claim 1, characterized in that: The step of obtaining the current working condition of the vehicle includes: Acquiring operating condition identification factors, wherein the operating condition identification factors include driving mode information, vehicle speed, and ambient temperature information; The current operating condition of the vehicle is identified according to the operating condition identification factor.

3. The control method of a hybrid vehicle according to claim 1, characterized in that: After the step of obtaining the current working condition of the vehicle, the following steps are included: Determining whether the current operating condition meets the operating condition corresponding to the motor-priority torque distribution function; If yes, executing the step of enabling the motor-priority torque distribution function; If not, normal torque distribution function is performed.

4. The control method of a hybrid vehicle according to claim 1, characterized in that: The step of obtaining the corresponding motor discharge torque according to the torque distribution factor includes: The motor discharge torque is obtained from preset motor torque distribution relationship information according to the torque distribution factor.

5. The control method of a hybrid vehicle according to claim 1, characterized in that: The situations where the enabling factors meet the enabling conditions include: The current vehicle speed is within a preset vehicle speed range; The current driver request torque is less than the first preset request torque; The current power level is not less than the power threshold; The current motor discharge power integral limiting motor torque limit value is greater than a threshold value; The current motor torque transmission path information meets the preset conditions.

6. The control method of a hybrid vehicle according to claim 1, characterized in that: Performing the integral limiting control on the motor discharge torque to obtain the motor estimated distributed torque; Obtaining an engine distributed torque according to the driver's requested torque and the motor estimated distributed torque; The target engine distributed torque is obtained by performing the upper and lower limit control and the engine model estimation control according to the engine distributed torque; Obtaining the motor target distribution torque according to the driver request torque and the engine target distribution torque; The motor is controlled according to the motor target torque distribution, and the engine is controlled according to the engine target torque distribution.

7. The control method of a hybrid vehicle according to any one of claims 1 to 5, characterized in that: After the step of controlling the motor and the engine according to the driver's request torque and the motor discharge torque, the method further comprises: Obtaining an exit factor of the motor-priority torque distribution function, wherein the exit factor includes a current vehicle speed, a current driver-requested torque, a current power level, a current motor discharge power integral limit on the motor torque, and current motor torque transmission path information; When the exit factor meets the exit condition, the motor-priority torque distribution function is exited.

8. The control method of a hybrid vehicle according to claim 7, characterized in that: The situations where the exit factors meet the exit conditions include: The current vehicle speed is not within the preset vehicle speed range; and / or, The current driver request torque is greater than the second preset request torque; and / or, The current power level is less than the power threshold; and / or, The current motor discharge power integral limiting motor torque limit value is less than a threshold value; and / or, The current motor torque transmission path information does not meet the preset conditions.

9. A hybrid vehicle, characterized in that: include: Current working condition acquisition module, function activation module, torque distribution factor acquisition module, motor discharge torque acquisition module and torque distribution control module; The current operating condition acquisition module is used to acquire the current operating condition of the vehicle; The function activation module is used to activate the motor-priority torque distribution function when the current working condition meets the working condition corresponding to the motor-priority torque distribution function; When the current working condition meets the working condition corresponding to the motor-priority torque distribution function, the step of starting the motor-priority torque distribution function includes: When the current working condition meets the working condition corresponding to the motor-priority torque distribution function, the activation factor of the motor-priority torque distribution function is obtained, and the activation factor includes the current vehicle speed, the current driver request torque, the current power, the current motor discharge power integral limit motor torque limit, and the current motor torque transmission path information; When the activation factor meets the activation condition, the motor-priority torque distribution function is activated; The torque distribution factor acquisition module is used to acquire the torque distribution factor, wherein the torque distribution factor includes the driving state, the driver's requested torque and the vehicle speed; The motor discharge torque acquisition module is used to acquire the corresponding motor discharge torque according to the torque distribution factor; The torque distribution control module is used to perform motor torque distribution optimization control and engine distribution torque optimization control according to the driver's requested torque and the motor discharge torque to obtain the motor target distribution torque and the engine target distribution torque, wherein the motor torque distribution optimization control includes integral limit control, and the engine target distribution torque includes upper and lower limit control and / or engine model estimation control; and, control the motor and the engine according to the motor target distribution torque and the engine target distribution torque.

10. A vehicle-mounted terminal, characterized in that: Including processor and memory: The processor is used to execute the computer program stored in the memory to implement the control method steps of the hybrid vehicle according to any one of claims 1 to 8.

11. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the control method of the hybrid vehicle according to any one of claims 1 to 8 are implemented.

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