P2 hybrid vehicle power takeoff control method based on mode input

Abstract

The invention relates to a P2 hybrid vehicle power takeoff control method based on mode input, and solves the problem of how to control a power takeoff to realize power takeoff by a TCU (Transmission Control Unit) according to a whole vehicle mode signal in a P2 hybrid vehicle, so that the vehicle can realize a power takeoff function in different modes. In the pure electric mode, the TCU achieves power take-off through motor torque, and in the hybrid mode, power take-off is achieved through the engine or the engine and the motor together. Certain theoretical guidance and technical support are provided for how to realize different control strategies by the TCU in the P2 hybrid vehicle in different modes, and meanwhile, power takeoff control software can perform independent control function division according to vehicle mode signals, so that preconditions are provided for realizing independence and platformization of the software.

Description

Technical Field

[0001] The present application relates to the technical field of power take-off control, and in particular, to a power take-off control method for a P2 hybrid vehicle based on mode input. Background Art

[0002] At present, the power source of the power take-off control of traditional fuel vehicles is the engine, and the power source of the power take-off control of pure electric vehicles is the motor. The control methods of the power take-off of the two different types of vehicles are different. In P2 structure hybrid vehicles, how to control the power take-off to take power according to the TCU (automatic transmission control) of the vehicle in different modes has become a technical problem. Summary of the invention

[0003] In order to overcome at least one deficiency in the prior art, the present application provides a P2 hybrid vehicle power take-off control method based on mode input.

[0004] In a first aspect, a P2 hybrid vehicle power take-off control method based on mode input is provided, comprising:

[0005] Step S1, when the vehicle state meets the set conditions, determine whether the power take-off demand signal is turned on, if so, execute step S2, otherwise, execute step S8;

[0006] Step S2, determining whether the vehicle is in pure electric mode or hybrid mode, if it is in pure electric mode, executing step S3, if it is in hybrid mode, executing step S4;

[0007] Step S3, control the clutch to the disengaged state, control the motor to adjust the speed, and control the solenoid valve to connect the power take-off; determine whether the power take-off state feedback signal is in the open state, if so, execute step S5, if not, return to step S2;

[0008] Step S4, control the clutch to the disengaged state, control the motor to adjust the speed, and control the solenoid valve to connect the power take-off; determine whether the power take-off state feedback signal is in the open state, if so, control the clutch to close, and execute step S6, if not, return to step S2;

[0009] Step S5, after the driver obtains the power take-off status feedback signal and steps on the accelerator to control the power take-off, the HCU controls the torque of the motor to take power from the whole vehicle according to the driver's accelerator pedal opening;

[0010] Step S6, after the driver obtains the power take-off status feedback signal and steps on the accelerator to perform power take-off control, the HCU controls the engine torque or the torque of the motor and the engine to perform vehicle power take-off according to the driver's accelerator pedal opening;

[0011] Step S7, after receiving the power take-off demand closing signal, close the power take-off solenoid valve, end the power take-off process, and the power take-off stops working;

[0012] Step S8, determine whether the power take-off state feedback signal is in the open state. If so, close the power take-off solenoid valve, end the power take-off process, and the power take-off stops working; if not, keep the power take-off solenoid valve in the closed state, and the power take-off stops working.

[0013] In one embodiment, the setting conditions are: the handbrake is pulled, the handle is in N, the transmission is in neutral and the vehicle is in Ready state.

[0014] In a second aspect, a P2 hybrid vehicle power take-off control system based on mode input is provided, including a TCU, a clutch, a motor, an engine, an HCU and a power take-off; the system is used to implement the above-mentioned P2 hybrid vehicle power take-off control method based on mode input.

[0015] Compared with the prior art, the present application has the following beneficial effects: The present application solves the problem of how the TCU in a P2 hybrid vehicle controls the power take-off to achieve power take-off according to the vehicle mode signal, so that the vehicle can achieve the power take-off function in different modes. In pure electric mode, the TCU achieves power take-off through the motor torque, and in hybrid mode, the power take-off is achieved through the engine or the engine and the motor. The present application provides certain theoretical guidance and technical support for how the TCU in a P2 hybrid vehicle can achieve different control strategies in different modes. At the same time, the power take-off control software can be divided into independent control functions according to the vehicle mode signal, which provides the prerequisite for achieving software independence and platformization. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The present application may be better understood by referring to the following description given in conjunction with the accompanying drawings, which together with the following detailed description are included in this specification and form a part of this specification. In the drawings:

[0017] Figure 1 A flow chart of a P2 hybrid vehicle power take-off control method based on mode input is shown;

[0018] Figure 2 The structural block diagram of the P2 hybrid vehicle power take-off control system based on mode input is shown. DETAILED DESCRIPTION

[0019] The exemplary embodiments of the present application will be described below in conjunction with the accompanying drawings. For the sake of clarity and conciseness, not all features of the actual embodiments are described in the specification. However, it should be understood that many implementation-specific decisions can be made in the process of developing any such actual embodiments in order to achieve the specific goals of the developer, and these decisions may vary from embodiment to embodiment.

[0020] It is also necessary to explain here that, in order to avoid obscuring the present application due to unnecessary details, only the device structure closely related to the scheme according to the present application is shown in the drawings, while other details that are not closely related to the present application are omitted.

[0021] It should be understood that the present application is not limited to the described implementation forms due to the following description with reference to the accompanying drawings. In this article, where feasible, the embodiments can be combined with each other, features between different embodiments can be replaced or borrowed, and one or more features can be omitted in one embodiment.

[0022] The present application provides a P2 hybrid vehicle power take-off control method based on mode input, and the main input signals include: vehicle mode signal, accelerator pedal opening signal, parking brake signal, handle signal, transmission gear signal, power take-off demand signal and power take-off status feedback signal. These signals interact with the TCU through the CAN bus, and the TCU controls the power take-off by controlling the power take-off solenoid valve, and obtains the status of the power take-off through the power take-off status feedback signal, and the status signal is synchronously displayed on the instrument through the CAN signal.

[0023] Figure 1 A flow chart of a P2 hybrid vehicle power take-off control method based on mode input is shown, see Figure 1 , methods include:

[0024] Step S1, when the vehicle state meets the set conditions, determine whether the power take-off demand signal is turned on, if so, execute step S2, otherwise, execute step S8;

[0025] Specifically, the set conditions are that the handbrake is pulled, the handle is in N, the transmission is in neutral, and the vehicle is in Ready state. Here, whether the handbrake is pulled can be determined according to the parking brake signal, whether the handle is in N can be determined according to the handle signal, whether the transmission is in neutral can be determined according to the transmission gear signal, and whether the vehicle is in Ready state can be determined according to the vehicle mode signal sent by the HCU (vehicle control unit).

[0026] Step S2, determining whether the vehicle is in pure electric mode or hybrid mode, if it is in pure electric mode, executing step S3, if it is in hybrid mode, executing step S4;

[0027] Step S3, controls the clutch to the disengaged state, controls the motor to adjust the speed, and controls the solenoid valve to hang the power take-off; determines whether the power take-off state feedback signal is in the open state, if so, executes step S5, if not, returns to step S2; here, when the power take-off state feedback signal is in the open state, it indicates that the solenoid valve is hung successfully, otherwise, it indicates that the solenoid valve is hung unsuccessfully.

[0028] Step S4, control the clutch to the disengaged state, control the motor to adjust the speed, and control the solenoid valve to connect the power take-off; determine whether the power take-off state feedback signal is in the open state, if so, control the clutch to close, and execute step S6, if not, return to step S2;

[0029] Step S5, after the driver obtains the power take-off status feedback signal and steps on the accelerator to control the power take-off, the HCU controls the torque of the motor according to the driver's accelerator pedal opening to take power from the vehicle. Here, the driver observes through the instrument that the power take-off status feedback signal has been turned on and starts to step on the accelerator to control the power take-off. The HCU converts the driver's accelerator pedal opening signal into the torque value of the motor to control the motor to take power. The power source in the whole process comes from the motor.

[0030] Step S6, after the driver obtains the power take-off status feedback signal and steps on the accelerator to control the power take-off, the HCU controls the torque of the motor and the engine according to the driver's accelerator pedal opening to take power from the whole vehicle; here, the driver observes through the instrument that the power take-off status feedback signal is turned on, and starts to step on the accelerator to control the power take-off. The HCU converts the driver's accelerator pedal opening signal into the total torque value of the engine and motor coupling to control the engine or the engine and the motor to take power together. The power source in the whole process comes from the engine and the motor.

[0031] Step S7, after receiving the power take-off demand closing signal, close the power take-off solenoid valve, end the power take-off process, and the power take-off stops working;

[0032] Step S8, determine whether the power take-off state feedback signal is in the open state. If so, close the power take-off solenoid valve, end the power take-off process, and the power take-off stops working; if not, keep the power take-off solenoid valve in the closed state, and the power take-off stops working.

[0033] This embodiment solves the problem of how the TCU in a P2 hybrid vehicle controls the power take-off to achieve power take-off according to the vehicle mode signal, so that the vehicle can achieve the power take-off function in different modes. In pure electric mode, the TCU achieves power take-off through the motor torque, and in hybrid mode, it achieves power take-off through the engine or the engine and the motor. This application provides certain theoretical guidance and technical support for how the TCU in a P2 hybrid vehicle can implement different control strategies in different modes. At the same time, the power take-off control software can be divided into independent control functions according to the vehicle mode signal, which provides the prerequisite for achieving software independence and platformization.

[0034] The embodiment of the present application also provides a P2 hybrid vehicle power take-off control system based on mode input, Figure 2 A structural block diagram of a P2 hybrid vehicle power take-off control system based on mode input is shown, the system includes a TCU, a clutch, a motor, an engine, an HCU and a power take-off; the system is used to implement the P2 hybrid vehicle power take-off control method based on mode input of the above embodiment.

[0035] The P2 hybrid vehicle power take-off control system based on mode input of this embodiment has the same inventive concept as the P2 hybrid vehicle power take-off control method based on mode input described above. Therefore, the specific implementation method of the device can be seen in the implementation example part of the P2 hybrid vehicle power take-off control method based on mode input described above, and its technical effects correspond to the technical effects of the above-mentioned method, which will not be repeated here.

[0036] The above are only various implementations of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A P2 hybrid vehicle power take-off control method based on mode input, characterized in that: include: Step S1, when the vehicle state meets the set conditions, determine whether the power take-off demand signal is turned on, if so, execute step S2, otherwise, execute step S8; Step S2, determining whether the vehicle is in pure electric mode or hybrid mode, if it is in pure electric mode, executing step S3, if it is in hybrid mode, executing step S4; Step S3, control the clutch to the disengaged state, control the motor to adjust the speed, and control the solenoid valve to connect the power take-off; determine whether the power take-off state feedback signal is in the open state, if so, execute step S5, if not, return to step S2; Step S4, control the clutch to the disengaged state, control the motor to adjust the speed, and control the solenoid valve to connect the power take-off; determine whether the power take-off state feedback signal is in the open state, if so, control the clutch to close, and execute step S6, if not, return to step S2; Step S5, after the driver obtains the power take-off status feedback signal and steps on the accelerator to control the power take-off, the HCU controls the torque of the motor to take power from the whole vehicle according to the driver's accelerator pedal opening; Step S6, after the driver obtains the power take-off status feedback signal and steps on the accelerator to perform power take-off control, the HCU controls the engine torque or the torque of the motor and the engine to perform vehicle power take-off according to the driver's accelerator pedal opening; Step S7, after receiving the power take-off demand closing signal, close the power take-off solenoid valve, end the power take-off process, and the power take-off stops working; Step S8, determine whether the power take-off state feedback signal is in the open state. If so, close the power take-off solenoid valve, end the power take-off process, and the power take-off stops working; if not, keep the power take-off solenoid valve in the closed state, and the power take-off stops working.

2. The method according to claim 1, characterized in that The setting conditions are: the handbrake is pulled, the handle is in N, the transmission is in neutral and the vehicle is in Ready state.

3. A P2 hybrid vehicle power take-off control system based on mode input, characterized in that: The system comprises a TCU, a clutch, a motor, an engine, an HCU and a power take-off; the system is used to implement the P2 hybrid vehicle power take-off control method based on mode input as described in claim 1 or 2.

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