An application software torque architecture integrating EMS and VCU
By integrating the application software torque architecture of EMS and VCU, the problem of difficult controller interaction and coordination in the hybrid system is solved, the accurate transmission and execution of torque information is achieved, the controller hardware cost and signal interaction are optimized, and the control accuracy and response rate are improved.
Patent Information
- Application Number
- CN202210724462.2
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- Filing Date
- 2022-06-23
- Publication Date
- 2025-09-30
- Estimated Expiration
- 2042-06-23
AI Technical Summary
In existing hybrid systems, the control interaction and coordination between the VCU and EMS is difficult, which makes signal interaction and coordination more difficult during the control strategy development process.
An application software torque architecture integrating EMS and VCU is designed, including driver torque domain, wheel-end torque domain, engine and transmission torque domain, execution-end torque domain and torque capacity calculation unit. The accurate transmission and execution of torque information are achieved through modular design.
It improves the hardware cost efficiency of the controller, reduces wiring harness and production time, optimizes control accuracy, simplifies signal interaction, and improves control response rate and accuracy.
Smart Images
Figure CN115071667B_ABST
Abstract
Description
Technical Field
[0001] The present invention belongs to the field of automobile control, and in particular relates to an application software torque architecture integrating EMS and VCU. Background Art
[0002] With rising oil prices and growing environmental awareness, hybrid vehicles are becoming a research and development trend among major OEMs. Hybrid powertrain control encompasses both engine and vehicle control. Vehicle control is currently primarily implemented by the VCU (Vehicle Control Unit). The VCU's functions and performance determine the vehicle's drivability, power, safety, and economy. The VCU analyzes driver input signals, such as pedal input and vehicle speed, and uses these signals to manage system energy output, torque distribution, motor control requests, and engine control requests. Engine control is currently primarily implemented by the EMS (Engine Management System). The EMS primarily receives control requests from the VCU to execute fuel injection, ignition, and intake air. Currently, existing hybrid powertrains present several challenges. For example, in hybrid vehicles, engine operating conditions are primarily controlled by the VCU, which has a decisive influence on emissions and OBD (on-board diagnostics), but is not primarily responsible for these controls. This makes signal coordination difficult during control strategy development. Based on this, a controller that integrates the VCU and EMS control functions is needed. Since all controls are designed based on a torque architecture and each actuator action is executed based on torque requirements, a torque architecture that integrates the VCU and EMS is required. Summary of the Invention
[0003] The purpose of the present invention is to provide an application software torque architecture that integrates EMS and VCU, which can solve the problem of coordination difficulties in the interaction process between EMS and VCU.
[0004] The technical solution adopted in the present invention is:
[0005] An application software torque architecture integrating EMS and VCU, which includes driver torque domain, wheel end torque domain, engine and transmission torque domain, execution end torque domain, and torque capacity calculation unit.
[0006] The driver torque domain is mainly used to calculate the driver's request torque and then output it to the execution end torque domain;
[0007] After receiving the data from the driver torque domain, the wheel end torque domain transmits the data to the engine and transmission torque domain and the execution end torque domain;
[0008] After receiving the data from the wheel-end torque domain, the engine and transmission torque domain controls the start and stop of the engine and the gear position / clutch of the hybrid transmission HTCU;
[0009] The execution end torque domain receives torque requests from the wheel end torque domain, the engine and the transmission torque domain, and executes them through each actuator;
[0010] The torque capacity calculation unit calculates the torque in the driver torque domain, the wheel end torque domain, the engine and transmission torque domain, and the execution end torque domain.
[0011] In a further solution, the driver's requested torque includes a driving mode, an accelerator, and a brake.
[0012] A further solution is that the driver torque domain includes
[0013] The VPMM module primarily controls the vehicle's driving mode, selecting the corresponding driving mode and coasting energy recovery intensity based on the driver's intention. Different driving modes affect the torque response speed, and the driving mode signal and coasting energy recovery intensity are input into the ACCP function module for processing. Different driving modes affect the torque response speed, and the driving mode signal and coasting energy recovery intensity are input into the ACCP function module for processing.
[0014] BORE module, which includes maximum electric assist torque and maximum coasting torque;
[0015] The ACCP module is configured to calculate and output the driver's requested torque at the current accelerator pedal position, the driver's requested torque at zero pedal position, and the driver's requested torque capacity at the maximum pedal position under various operating conditions based on the accelerator pedal position information, the vehicle speed signal, the driving mode and coasting capacity recovery intensity signal output by the VPMM module, and the maximum electric assist torque and maximum coasting torque calculated and output by the BORE module;
[0016] The CRPC module is used to calculate the torque compensation during low-speed coasting under different vehicle operating conditions; it also turns off the creep torque function after braking.
[0017] The BRKP module is used to request torque for braking energy recovery based on vehicle speed and brake pedal position information;
[0018] The PDLS module arbitrates the driver's requested torque output by the ACCP, the creep torque output by the CRPC, and the braking capacity recovery request torque output by the BRKP to determine the final driver's requested torque;
[0019] The VTAR module arbitrates all torque requests acting on the wheel end torque, including the driver torque request after upstream PDLS arbitration, and also includes torque requests from no fewer than the following modules:
[0020] 1) MAVS module, used to reduce the maximum wheel end torque so that the vehicle speed does not exceed the maximum allowable speed;
[0021] 2) ADCI module, used to receive the torque request of adaptive cruise control ACC;
[0022] 3) CRSC module, cruise control demand torque;
[0023] 4) A VLOT module is configured to receive a torque request for the longitudinal axis of the vehicle, where the torque of the longitudinal axis is not less than the torque request received from the ESC / TCS / ABS control system.
[0024] A further solution is that the driving modes include sports mode, economy mode, and snow mode; the coasting energy recovery intensity includes high intensity, medium intensity, and low intensity; when the brake and accelerator pedals are pressed at the same time, the driver requested torque requested by the ACCP module is reset to 0.
[0025] A further solution is that the wheel end torque domain includes
[0026] The DCWT module is used to receive the torque request from the VTAR module in the driver's torque domain, ensure that the torque request is in the correct direction, and limit the wheel end torque request if it detects that the direction of the torque represented by the vehicle speed and gear is inconsistent;
[0027] The DRSP module interacts with the torque of the DCWT module to provide the driver's gear request;
[0028] The TPLC module interacts with the torque of the DCWT module to control the vehicle's P gear lock (Trans ParkLock);
[0029] The DTOS module receives torque requests from the DCWT module and modifies wheel torque to meet drivability requirements, including smoothing torque requests during positive and negative torque transitions.
[0030] The DOSR module is used to receive data from the DTOS module and determine the optimal system request, which includes requesting the operating state of the engine; requesting the engagement or disengagement or gear position of the hybrid transmission; determining the torque distribution of each available actuator; and controlling the high-voltage battery SOC.
[0031] A further solution is that the engine and transmission torque domain includes
[0032] The SSSC module is used for engine start-stop control, which mainly determines whether the engine can be started or stopped based on the engine's own protection, DOSR and other external requests;
[0033] The GSCH module is used to receive data from the SSSC module, determine when the hybrid transmission is allowed to engage, and request the hybrid transmission engagement action;
[0034] The GSEQ module is used to receive data from the GSCH module and output the engagement status of the hybrid transmission.
[0035] A further solution is that the execution end torque domain includes
[0036] The TTSS module is used to receive the transmission torque request from the GSEQ module;
[0037] The TISC module is used to receive data from the SSSC module, including the transmission input shaft speed closed-loop control requested under various operating conditions;
[0038] The TIRC module is used to aggregate the transmission torque requests from the TTSS module and the TISC module and perform torque smoothing.
[0039] The HETE module receives the torque request from the TIRC module at the transmission input, determines whether to request a fuel cut based on the torque request and the engine's torque capacity, compensates for the electrical load acting on the transmission input, and outputs torque requests for the generator and engine on the P1 shaft, respectively. The HETE module outputs torque requests for the engine, which the engine executes by controlling injection, air intake, and ignition, and for the generator, which performs either electric drive or charging based on the torque request.
[0040] The EMAR module is used to receive the torque request of the P3 motor issued by the DOSR module and the data from the DTOS module, and at the same time determine the final torque request of the P3 motor by combining the entire fire circuit torque request before torque decomposition from the DOSR module.
[0041] A further solution is that the execution end torque domain also includes a torque loss compensation module for the flywheel end electrical load, and the compensation module includes
[0042] GELC module, used to compensate for traditional generator loads;
[0043] The ACLC module is used to compensate for the air conditioning load, which is generated by the engine flywheel directly driving the air conditioning compressor pulley. If the high-voltage battery directly provides air conditioning power, this function module does not need to be activated and is instead implemented through SOC balancing control in the DOSR module.
[0044] The POLC module is used to receive data from the GELC module and the ACLC module, calculate the gearbox input shaft load, summarize all electrical loads acting on the gearbox input shaft, and pass the data to the HETE module.
[0045] A further solution is that the torque capacity calculation unit includes
[0046] HBSC module, used to monitor the power / SOC capability range of the high-voltage battery;
[0047] The MTCS module outputs the electric drive and charging torque capacity range of the generator and P3 motor based on the battery capacity provided by the HBSC module;
[0048] The TCAP module is used to output the torque capacity range that the hardware of the transmission drive shaft and wheel shaft end can withstand;
[0049] ITCC module, used to output the engine's torque capability range;
[0050] The STCW module is used to summarize the torque capabilities transmitted by the MTCS module, TCAP module, and ITCC module.
[0051] A further approach is to incorporate both combustion and gas torque into the torque flow from the VTAR module to the HETE module. The combustion torque represents the initial combustion torque demand, determined by accelerator pedal position and vehicle speed. After a series of torque adjustments, this torque is converted to the target ignition angle, ultimately outputting the full torque for the ignition advance angle. The gas torque represents the initial combustion torque demand, determined by accelerator pedal position and engine speed. After a series of torque adjustments, this torque is converted to the desired intake air volume, ultimately guiding the entire throttle valve motion process. The combustion torque represents the actual torque requested and generated within the torque architecture, while the gas torque represents the combustion torque when the current ignition angle is the optimal ignition angle allowed by the current operating conditions.
[0052] The fire-circuit torque is the torque ultimately executed by the entire torque path and is also the actual torque; the fire-circuit torque request is the actual requested torque instruction.
[0053] The gas circuit torque is a torque designed to improve torque responsiveness. It is the fire circuit torque assuming that the current ignition angle is the optimal ignition angle allowed by the current operating conditions. It is not the real torque. The gas circuit torque request is an unreal torque command.
[0054] Under normal circumstances, in order to improve fuel economy, the fire circuit torque is equal to the gas circuit torque; however, in some special cases, in order to improve transient torque accuracy and torque response capability, it is necessary to appropriately delay ignition (reduce ignition angle efficiency) and increase gas volume to cope with the risk of sudden changes in torque request (at this time, ignition can be quickly advanced to improve torque response capability), while also balancing the current fire circuit torque request (ignition efficiency is reduced, but gas volume is increased, and overall the fire circuit torque can be controlled to be stable).
[0055] Each module of the driver torque domain, wheel-end torque domain, engine and transmission torque domain, execution-end torque domain, and torque capacity calculation unit uses time-period task scheduling, and the module scheduling order is executed according to the scheduling order from upstream to downstream of the application software torque architecture.
[0056] In the present invention, the controller that integrates EMS (Engine Management System) and VCU (Vehicle Control Unit) can be called VECU (Vehicle and Engine Control Unit).
[0057] The driver's torque domain is output to the execution end torque domain, and finally the VECU's combustion control (ignition, fuel injection and intake, etc.) is performed to respond to the torque demand allocated to the engine, the GCU's torque control is performed to respond to the torque demand allocated to the generator (or called P1 / P0 motor), and the MCU's torque control is performed to respond to the torque demand allocated to the drive motor.
[0058] The beneficial effects of the present invention are:
[0059] Allocate a reasonable architecture for different torque domains and design a reasonable torque flow to accurately transmit torque information and quickly and accurately execute torque commands;
[0060] By effectively coupling the VCU torque domain with the EMS execution-side torque domain, VCU torque requests can be quickly executed without network communication. At the same time, the transmission of torque control and torque execution instructions is simple and clear, resolving coordination difficulties that arise during the interaction between the EMS and VCU.
[0061] The application software torque architecture that integrates EMS and VCU, that is, the torque flow from the driver's torque domain to the execution end torque domain, can control the torque amplitude limit of the entire torque path;
[0062] After the two controllers (EMS and VCU) were merged into one, the hardware cost of the controller itself was reduced, the vehicle wiring harness was reduced, and the assembly time on the production line was reduced, thus saving costs;
[0063] The signals between VCU and EMS do not need to be communicated through the network, which reduces signal interaction and improves the control response rate.
[0064] The torque interaction between VCU and EMS is more direct, the logic architecture is optimized, and the control accuracy is improved;
[0065] Delete the division of labor and collaborative work between controllers. BRIEF DESCRIPTION OF THE DRAWINGS
[0066] The present invention will be further described below with reference to the accompanying drawings and embodiments, in which:
[0067] Figure 1 It is a structural diagram of the torque architecture of the application software integrating EMS and VCU. DETAILED DESCRIPTION
[0068] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.
[0069] The application software torque architecture, which integrates the EMS and VCU, flows from the driver's torque domain to the actuator's torque domain. This entire torque architecture flow includes calculations of the system's torque capacity, which is used to control the torque amplitude limits of the entire torque path; it also includes compensation for torque losses in flywheel-side electrical loads.
[0070] The driver torque domain mainly calculates the driver's requested torque (including driving mode, throttle and brake information, etc.). The requested torque undergoes a series of processing and is output to the execution end torque domain. Finally, the VECU's combustion control (ignition, fuel injection and intake, etc.) responds to the torque demand allocated to the engine, the GCU's torque control responds to the torque demand allocated to the generator (or called P1 / P0 motor), and the MCU's torque control responds to the torque demand allocated to the drive motor.
[0071] The entire torque flow consists of gas circuit torque and combustion circuit torque. The combustion circuit torque is the initial combustion circuit torque demand, determined by the accelerator pedal position and vehicle speed. After a series of torque coordination processes, this torque is converted to the target ignition angle and ultimately outputs the full torque for the ignition advance angle. The gas circuit torque is the initial gas circuit torque demand, determined by the accelerator pedal position and engine speed. After a series of torque coordination processes, this torque is converted to the desired intake air volume and ultimately guides the throttle valve operation process. Therefore, the combustion circuit torque is the actual torque requested and generated within the torque architecture, while the gas circuit torque is the combustion circuit torque when the current ignition angle is the optimal ignition angle allowed by the current operating conditions.
[0072] See also Figure 1 , an application software torque architecture integrating EMS and VCU, which includes driver torque domain, wheel-end torque domain, engine and transmission torque domain, execution-end torque domain, and torque capacity calculation unit.
[0073] The driver torque domain is the vehicle torque that is output after the summary arbitration of the driver's requested torque. This torque can be designed based on the wheel-end torque. It mainly calculates the driver's requested torque and then outputs it to the execution-end torque domain.
[0074] It includes
[0075] The Vehicle Propulsion Mode Manager (VPMM) module primarily controls the vehicle's driving mode, selecting the corresponding driving mode (such as Sport, Economy, or Snow) and the coasting energy recovery intensity (high, medium, or low) based on the driver's intent. Different driving modes affect the torque response speed. The driving mode signal and coasting energy recovery intensity are input into the ACCP function module for processing.
[0076] The BORE (Electric Boost and Coast Regeneration) module primarily includes two functions: maximum electric boost torque and maximum coasting torque. When the driver's requested torque exceeds the engine's requested torque, the electric motor can provide boost, with the motor setting its maximum electric boost torque based on the SOC level. When the driver's requested torque is lower than the engine's torque capacity, the electric motor can be used to recover coasting capacity.
[0077] The ACCP (Accelerator Pedal Map) module is used to calculate and output the driver's requested torque at the current accelerator pedal position, the driver's requested torque at zero pedal position, and the driver's requested torque capacity at maximum pedal position under various operating conditions using accelerator pedal position information, vehicle speed signals, the driving mode and coasting recovery strength signals received from the VPMM module, and the maximum electric assist torque and maximum coasting torque calculated and output by the BORE module.
[0078] The CRPC (Creep Control) module calculates torque compensation during low-speed coasting in different vehicle operating conditions (such as flat ground, downhill, and climbing in forward and reverse gears); ensures the vehicle can crawl normally at a set target speed; and disables the creep torque function after braking.
[0079] BRKP (Brake Regeneration Pedal map) module, used to request torque for brake energy regeneration based on vehicle speed and brake pedal position information;
[0080] The PDLS (Both Pedal Shaping) module arbitrates the driver-requested torque from the ACCP, the creep torque from the CRPC, and the brake regeneration torque from the BRKP to determine the final driver-requested torque. The ACCP-requested torque is reset to 0 when both the brake and accelerator pedals are pressed simultaneously.
[0081] The VTAR (Vehicle Torque Arbitration) module arbitrates all torque requests acting on the wheel end torque, including the driver's torque request after upstream PDLS arbitration, and also includes torque requests from at least the following modules:
[0082] 1) MAVS (Maximum Vehicle Speed) module, used to reduce the maximum wheel end torque so that the vehicle speed does not exceed the maximum allowable speed (forward gear or reverse gear);
[0083] 2) ADCI (Adaption Cruise Interface) module, used to receive torque requests from adaptive cruise control (ACC);
[0084] 3) CRSC (Cruise Control) module, cruise control torque requirement;
[0085] 4) The VLOT (Vehicle Longitudinal Torque) module is used to receive the torque request for the vehicle's longitudinal axis. The torque of the longitudinal axis must not be less than the torque request received by the ESC / TCS / ABS control system. This part of the longitudinal torque is divided into the power circuit torque and the gas circuit torque.
[0086] The wheel end torque domain is used to receive data from the driver torque domain and pass the data to the engine and transmission torque domain and the execution end torque domain; it includes
[0087] The DCWT (Direction Control Wheel Torque) module receives the torque request from the VTAR module in the driver's torque domain and ensures that the torque request is in the correct direction (for example, positive torque indicates that the wheel has a driving force demand, and negative torque indicates that the wheel has a braking force demand). If the direction of the torque represented by the vehicle speed and gear position is inconsistent, the torque request at the wheel end is limited;
[0088] The DRSP (Determine Range Selector Position) module interacts with the torque of the DCWT module to provide the driver's gear request;
[0089] The TPLC (Transmission Park Lock Control) module interacts with the torque of the DCWT module to control the vehicle's P gear lock;
[0090] The DTOS (Drivability Torque Shaping) module receives torque requests from the DCWT module and modifies wheel torque to meet drivability requirements, including smoothing torque requests during positive and negative torque transitions.
[0091] The DOSR (Determine Optimal System Request) module receives data from the DTOS module and determines the optimal system request, which includes requesting the engine's operating state; requesting the hybrid transmission's engagement or disengagement or gear position; determining the torque distribution of each available actuator (such as the engine and each motor); and controlling the high-voltage battery's SOC.
[0092] The engine and transmission are used to control the start and stop of the engine and the gear / clutch of the hybrid transmission control unit (HTCU) after receiving data from the wheel end torque domain; it includes
[0093] The SSSC (StartStopSequenceControl) module is used for engine start-stop control, which mainly determines whether the engine can be started or stopped based on the engine's own protection, DOSR, and other external requests;
[0094] The GSCH (Gear Scheduler) module receives data from the SSSC module, determines when the hybrid transmission is allowed to engage, and requests the hybrid transmission to engage.
[0095] The GSEQ (Gear Sequencer) module is used to receive data from the GSCH module and output the engagement status of the hybrid transmission.
[0096] The execution end torque domain is used to receive torque requests from the wheel end torque domain, engine and transmission torque domain, and execute them through various actuators (such as the engine and various motors); it includes
[0097] The TTSS (Transmission Torque and Speed Support) module receives the transmission torque request (during a gear shift or while in gear) from the GSEQ module to ensure smooth shifting and meet the transmission torque responsiveness.
[0098] The TISC (Transmission Input Speed Control) module receives data from the SSSC module, including the transmission input shaft speed closed-loop control (including engine speed) requested under various operating conditions.
[0099] The TIRC (Wheel To Transmission Input and Response Control) module aggregates transmission torque requests from the TTSS and TISC modules and performs torque smoothing. The torque from the TISC module, which controls the speed of the vehicle, is directly incorporated into the TIRC transmission torque summary to ensure direct, accurate, and fast speed control.
[0100] The HETE (Hybrid Electric Torque Executor) module receives the torque request from the TIRC module at the transmission input, determines whether the engine can request a fuel cut based on the torque request and the engine's torque capacity, compensates for the electrical load acting on the transmission input, and outputs torque requests for the generator and engine on the P1 shaft, respectively. The torque request output by the HETE module is, on the one hand, the engine torque request, which the engine executes by controlling injection, air intake, and ignition, and on the other hand, the generator torque request, which determines whether the generator performs electric drive or charging functions based on the torque request.
[0101] The EMAR module is used to receive the torque request of the P3 motor issued by the DOSR module and the data from the DTOS module, and at the same time combines the entire fire circuit torque request before torque decomposition from the DOSR module (taking into account the fire circuit torque responsiveness) to determine the final torque request of the P3 motor.
[0102] The execution end torque domain also includes a torque loss compensation module for the flywheel end electrical load, which includes
[0103] GELC (Generator Load Control) module, used for compensation of traditional generator load;
[0104] The ACLC (AC Load Compensation) module is used for air conditioning load compensation. This compensation is performed by the engine flywheel directly driving the air conditioning compressor pulley. If the high-voltage battery directly provides air conditioning power, this function module is not activated and is instead implemented through SOC balancing control in the DOSR module.
[0105] The POLC (P1 Load Calculation) module is used to receive data from the GELC module and the ACLC module, calculate the load on the transmission input shaft (P1 shaft), summarize all electrical loads acting on the transmission input shaft, and pass the data to the HETE module.
[0106] During the design of the entire torque architecture, the torque capacity of each actuator end and the torque capacity of the entire system must be monitored at all times to ensure that the functions of each torque module of the torque architecture are fully utilized while also protecting each actuator and ensuring the rationality of torque distribution.
[0107] The torque capacity calculation unit is used to calculate the torque in the driver torque domain, wheel end torque domain, engine and transmission torque domain, and execution end torque domain, which includes
[0108] HBSC (Hybrid Battery State and Capability) module, used to monitor the power / SOC capability range of the high-voltage battery;
[0109] The MTCS module (Motor Torque Capability at Shaft) outputs the electric drive and charging torque capability range of the generator and P3 motor based on the battery capacity provided by the HBSC module;
[0110] The TCAP (Transmission Capabilities) module is used to output the torque capability range that the transmission shaft and wheel shaft end hardware can withstand;
[0111] ITCC (ICE Torque Capability at CrankShaft) module, used to output the engine's torque capability range;
[0112] The STCW (System Torque Capabilities) module is used to summarize the torque capabilities transmitted by the MTCS module, TCAP module, and ITCC module.
[0113] There is not only fire-path torque between VTAR and HETE, but also gas-path torque (which increases the engine gas volume request and reduces ignition efficiency) is designed because: in the torque transmission process from VTAR to HETE, longitudinal torque request, drivability function, transmission torque request and speed control are involved. It is designed to meet the longitudinal torque request accuracy (to ensure vehicle safety), drivability torque accuracy (to ensure better driving experience), transmission torque accuracy (to ensure better transmission gear control effect), and better speed control stability (to improve NVH problems during speed control).
[0114] Each module uses time period task scheduling (10ms in this example), and the module scheduling order is executed according to the scheduling order from upstream to downstream of the application software torque architecture.
[0115] It should be understood that those skilled in the art can make improvements or changes based on the above description, and all such improvements and changes should fall within the scope of protection of the appended claims of the present invention.
Claims
1. An application software torque architecture integrating EMS and VCU, characterized by: Including driver torque domain, wheel end torque domain, engine and transmission torque domain, execution end torque domain, torque capacity calculation unit, The driver torque domain is mainly used to calculate the driver's request torque and then output it to the execution end torque domain; After receiving the data from the driver torque domain, the wheel end torque domain transmits the data to the engine and transmission torque domain and the execution end torque domain; After receiving the data from the wheel-end torque domain, the engine and transmission torque domain controls the start and stop of the engine and the gear position / clutch of the hybrid transmission HTCU; The execution end torque domain receives torque requests from the wheel end torque domain, the engine and the transmission torque domain, and executes them through each actuator; The torque capacity calculation unit calculates the torque in the driver torque domain, the wheel end torque domain, the engine and transmission torque domain, and the execution end torque domain; The wheel end torque domain includes a DCWT module, a DRSP module, a TPLC module, a DTOS module, and a DOSR module; The DCWT module is used to receive the torque request from the VTAR module in the driver's torque domain, ensure that the torque request is in the correct direction, and limit the wheel end torque request if it detects that the direction of the torque represented by the vehicle speed and gear is inconsistent; The DRSP module interacts with the torque of the DCWT module to provide the driver's gear request; The TPLC module interacts with the torque of the DCWT module to control the vehicle's P gear lock; The DTOS module receives torque requests from the DCWT module and modifies wheel torque to meet drivability requirements, including smoothing torque requests during positive and negative torque transitions. The DOSR module is used to receive data from the DTOS module and determine the optimal system request, which includes requesting the operating state of the engine; requesting the engagement or disengagement or gear position of the hybrid transmission; determining the torque distribution of each available actuator; and controlling the high-voltage battery SOC.
2. The application software torque architecture integrating EMS and VCU according to claim 1, characterized in that: The driver's requested torque includes driving mode, accelerator, and brake.
3. The application software torque architecture integrating EMS and VCU according to claim 1, characterized in that: The driver torque domain includes The VPMM module primarily controls the vehicle's driving mode, selecting the appropriate driving mode and coasting energy recovery intensity based on the driver's intent. Different driving modes affect the torque response speed. The driving mode signal and coasting energy recovery intensity are input into the ACCP function module for processing. BORE module, which includes maximum electric assist torque and maximum coasting torque; The ACCP module is configured to calculate and output the driver's requested torque at the current accelerator pedal position, the driver's requested torque at zero pedal position, and the driver's requested torque capacity at the maximum pedal position under various operating conditions based on the accelerator pedal position information, the vehicle speed signal, the driving mode and coasting capacity recovery intensity signal output by the VPMM module, and the maximum electric assist torque and maximum coasting torque calculated and output by the BORE module; CRPC module, used to calculate the torque compensation during low-speed coasting under different vehicle operating conditions; Turn off the creep torque function after braking; The BRKP module is used to request torque for braking energy recovery based on vehicle speed and brake pedal position information; The PDLS module arbitrates the driver's requested torque output by the ACCP, the creep torque output by the CRPC, and the braking capacity recovery request torque output by the BRKP to determine the final driver's requested torque; The VTAR module arbitrates all torque requests acting on the wheel end torque, including the driver torque request after upstream PDLS arbitration, and also includes torque requests from no fewer than the following modules: 1) MAVS module, used to reduce the maximum wheel end torque so that the vehicle speed does not exceed the maximum allowable speed; 2) ADCI module, used to receive the torque request of adaptive cruise control ACC; 3) CRSC module, cruise control demand torque; 4) VLOT module, used to receive the torque request of the vehicle's longitudinal axis, and the torque of the longitudinal axis is not less than the torque request received by the ESC / TCS / ABS control system.
4. The application software torque architecture integrating EMS and VCU according to claim 3, characterized in that: The driving modes include sport mode, economy mode, and snow mode; the coasting energy recovery intensity includes high intensity, medium intensity, and low intensity; when the brake and accelerator pedals are pressed simultaneously, the driver requested torque requested by the ACCP module is reset to 0.
5. The application software torque architecture integrating EMS and VCU according to claim 1, characterized in that: The engine and transmission torque domains include The SSSC module is used for engine start-stop control, which mainly determines whether the engine can be started or stopped based on the engine's own protection, DOSR and other external requests; The GSCH module is used to receive data from the SSSC module, determine when the hybrid transmission is allowed to engage, and request the hybrid transmission engagement action; The GSEQ module is used to receive data from the GSCH module and output the engagement status of the hybrid transmission.
6. The application software torque architecture integrating EMS and VCU according to claim 1, characterized in that: The execution end torque domain includes The TTSS module is used to receive the transmission torque request from the GSEQ module; The TISC module is used to receive data from the SSSC module, including the transmission input shaft speed closed-loop control requested under various operating conditions; The TIRC module is used to aggregate the transmission torque requests from the TTSS module and the TISC module and perform torque smoothing. The HETE module receives the torque request from the TIRC module at the transmission input, determines whether the engine can request a fuel cut based on the torque request and the engine torque capacity, compensates for the electrical load acting on the transmission input, and outputs the torque request for the generator and engine on the P1 shaft respectively; The torque request output by the HETE module is, on the one hand, the engine torque request, which the engine executes by controlling injection, intake, and ignition; on the other hand, it is the generator torque request, which the generator performs electric drive or charging functions according to the torque request; The EMAR module is used to receive the torque request of the P3 motor issued by the DOSR module and the data from the DTOS module, and at the same time determine the final torque request of the P3 motor by combining the entire fire circuit torque request before torque decomposition from the DOSR module.
7. The application software torque architecture integrating EMS and VCU according to claim 6, characterized in that: The execution end torque domain also includes a torque loss compensation module for the flywheel end electrical load, and the compensation module includes GELC module, used to compensate for traditional generator loads; The ACLC module is used to compensate for the air conditioning load, which is generated by the engine flywheel directly driving the air conditioning compressor pulley. If the high-voltage battery directly provides air conditioning power, this function module does not need to be activated and is instead implemented through SOC balancing control in the DOSR module. The POLC module is used to receive data from the GELC module and the ACLC module, calculate the gearbox input shaft load, summarize all electrical loads acting on the gearbox input shaft, and pass the data to the HETE module.
8. The application software torque architecture integrating EMS and VCU according to claim 1, characterized in that: The torque capacity calculation unit includes HBSC module, used to monitor the power / SOC capability range of the high-voltage battery; The MTCS module outputs the electric drive and charging torque capacity range of the generator and P3 motor based on the battery capacity provided by the HBSC module; The TCAP module is used to output the torque capacity range that the hardware of the transmission drive shaft and wheel shaft end can withstand; ITCC module, used to output the engine's torque capability range; The STCW module is used to summarize the torque capabilities transmitted by the MTCS module, TCAP module, and ITCC module.
9. The application software torque architecture integrating EMS and VCU according to claim 1, characterized in that: The torque flow from the VTAR module to the HETE module includes the fire path torque and the gas path torque; Each module of the driver torque domain, wheel-end torque domain, engine and transmission torque domain, execution-end torque domain, and torque capacity calculation unit uses time-period task scheduling, and the module scheduling order is executed according to the scheduling order from upstream to downstream of the application software torque architecture.