Power domain controller

Abstract

The invention discloses a power domain controller, and belongs to the technical field of vehicles. The power domain controller integrates a whole vehicle controller, an engine controller and a hybrid transmission controller of the hybrid electric vehicle. The power domain controller comprises a processor, a first input / output interface, a second input / output interface and a third input / output interface; the processor is electrically connected with the first input / output interface, the second input / output interface and the third input / output interface; the first input and output interface is used for transmitting a first control signal to the processor, and the first control signal is used for calling a control function of the vehicle control unit; the second input / output interface is used for transmitting a second control signal to the processor, and the second control signal is used for calling the control function of the engine controller; and the third input / output interface is used for transmitting a third control signal to the processor, and the third control signal is used for calling the control function of the hybrid gearbox controller.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a power domain controller. Background Art

[0002] At present, automobile power is transforming from traditional internal combustion engines to new energy. Due to the limitations of battery technology for pure electric vehicles, hybrid vehicles are more popular in the market. The power system of hybrid vehicles includes engines, hybrid-specific transmissions, motors, etc. The power domain controller corresponding to the power system includes a high-voltage controller and three low-voltage controllers. The high-voltage controller is a microcontroller unit (MCU), which is used to control the motor. The three low-voltage controllers are the vehicle controller, engine controller, and hybrid transmission controller. The vehicle controller is responsible for allocating and coordinating the power system of hybrid vehicles and interacting with controllers such as the body and chassis. The engine controller is used to control the engine; the hybrid transmission controller is used to control the hybrid transmission. Summary of the invention

[0003] The embodiment of the present application provides a power domain controller. The technical solution is as follows:

[0004] On the one hand, a power domain controller is provided, which is applied in a hybrid electric vehicle and is used to control a power system of the hybrid electric vehicle, wherein the power system includes an engine and a hybrid transmission; the power domain controller integrates three controllers of the hybrid electric vehicle, namely, a vehicle controller, an engine controller and a hybrid transmission controller;

[0005] The power domain controller includes: a processor, a first input-output interface, a second input-output interface, and a third input-output interface; the processor is electrically connected to the first input-output interface, the second input-output interface, and the third input-output interface respectively;

[0006] The first input / output interface is used to transmit a first control signal to the processor, and the first control signal is used to call the control function of the vehicle controller;

[0007] The second input-output interface is used to transmit a second control signal to the processor, and the second control signal is used to call the control function of the engine controller;

[0008] The third input-output interface is used to transmit a third control signal to the processor, and the third control signal is used to call the control function of the hybrid transmission controller.

[0009] In a possible implementation, the power domain controller further includes a controller area network (CAN) network interface, and the processor is electrically connected to the CAN network interface;

[0010] The CAN network interface is electrically used for the processor to perform signal interaction with other components of the hybrid electric vehicle.

[0011] In another possible implementation, the CAN network interface includes a first CAN network interface, a second CAN network interface and a third CAN network interface;

[0012] The first CAN network interface, the second CAN network interface and the third CAN network interface are all electrically connected to the processor;

[0013] The first CAN network interface is used for the processor to exchange a first vehicle signal with other components of the hybrid vehicle, wherein the first vehicle signal is a signal with a data transmission rate higher than a preset rate;

[0014] The second CAN network interface is used for the processor to exchange a second vehicle signal with other components of the hybrid electric vehicle, wherein the second vehicle signal is a signal with a data transmission rate lower than a preset rate;

[0015] The third CAN network interface is used for the processor to exchange a third vehicle signal with other components of the hybrid electric vehicle, and the third vehicle signal is used to calibrate fault diagnosis information of the processor.

[0016] In another possible implementation, the processor includes a first core control algorithm strategy corresponding to the vehicle controller, and the first core control algorithm strategy includes at least one strategy of target gear calculation, energy management, power on and off management, power management, thermal management, and vehicle status management.

[0017] In another possible implementation, the processor includes a second core control algorithm strategy corresponding to the engine controller, and the second core control algorithm strategy includes at least one control strategy of fuel injection control, intake control, ignition control, valve phase VVT ​​control, turbocharger control, knock control, fuel evaporation control, and engine torque control.

[0018] In another possible implementation, the processor includes a third core control algorithm strategy corresponding to the hybrid transmission controller, and the third core control algorithm strategy includes at least one control strategy of gear control, hydraulic control, clutch control, synchronizer control, workload POD control and system protection.

[0019] In another possible implementation, the processor further includes a fourth core control algorithm strategy corresponding to functional safety, and the fourth core control algorithm strategy is used to uniformly manage the vehicle controller, the engine controller, and the hybrid transmission controller;

[0020] The fourth core control algorithm strategy includes at least one control strategy of wheel end torque calculation, driver demand torque calculation, torque distribution and coordination, torque limitation and detection, cruising and speed limit.

[0021] In another possible implementation, the processor further includes a fifth core control algorithm strategy corresponding to diagnosis and fault management, and the fifth core control algorithm strategy is used to uniformly manage the vehicle controller, the engine controller, and the hybrid transmission controller;

[0022] The fifth core control algorithm strategy includes at least one control strategy of component diagnosis, evaporative emission diagnosis, oxygen sensor diagnosis, catalyst diagnosis, limp home function diagnosis and fault management.

[0023] In another possible implementation, the processor further includes a basic software control algorithm corresponding to safety detection and functional safety, and the basic software control algorithm is used to perform safety detection and protection on the vehicle controller, the engine controller, and the hybrid transmission controller;

[0024] The basic software control algorithm includes at least one control algorithm of torque detection and limiting protection, fault level determination and safety protection.

[0025] In another possible implementation manner, the data type of the first control signal, the data type of the second control signal, and the data type of the third control signal are all fixed-point.

[0026] In the embodiment of the present application, the functions of the vehicle controller, engine controller and hybrid transmission controller are integrated through the processor, and the input and output of the three controllers are independent through three input and output interfaces, thereby meeting the control requirements of the three controllers. It can be seen that the embodiment of the present application can combine the three controllers into one controller, that is, realize the integration of controllers, thereby reducing the cost of the power domain controller.

[0027] It is to be understood that the foregoing general description and the following detailed description are exemplary only and are not restrictive of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 is a schematic diagram of the structure of a power domain controller shown in an exemplary embodiment of the present application;

[0029] Figure 2 is a schematic diagram comparing a power domain controller according to an exemplary embodiment of the present application with an independent controller in related art;

[0030] Figure 3 is a schematic diagram of the structure of a power domain controller shown in an exemplary embodiment of the present application;

[0031] Figure 4 It is a functional schematic diagram of a power domain controller shown in an exemplary embodiment of the present application. DETAILED DESCRIPTION

[0032] In order to make the technical solutions and advantages of the present application clearer, the implementation methods of the present application are described in further detail below.

[0033] The terms "first", "second", "third" and "fourth" etc. in the specification and claims of the present application and the drawings are used to distinguish different objects, rather than to describe a specific order. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but optionally includes steps or units that are not listed, or optionally includes other steps or units inherent to these processes, methods, products or devices.

[0034] It should be noted that the information (including but not limited to user device information, user personal information, etc.), data (including but not limited to data used for analysis, stored data, displayed data, etc.) and signals involved in this application are all authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with relevant laws, regulations and standards of relevant countries and regions. For example, the first control signal, second control signal, third control signal, first vehicle signal, second vehicle signal and third vehicle signal involved in this application are all obtained with full authorization.

[0035] Please refer to Figure 1 , which shows a schematic diagram of a power domain controller shown in an exemplary embodiment of the present application. The power domain controller is used in a hybrid electric vehicle and is used to control the power system of the hybrid electric vehicle, which includes an engine and a hybrid transmission; the power domain controller integrates three controllers of the hybrid electric vehicle, namely, a vehicle controller, an engine controller and a hybrid transmission controller;

[0036] The power domain controller includes: a processor, a first input-output interface, a second input-output interface, and a third input-output interface; the processor is electrically connected to the first input-output interface, the second input-output interface, and the third input-output interface respectively;

[0037] The first input-output interface is used to transmit a first control signal to the processor, and the first control signal is used to call the control function of the vehicle controller; the second input-output interface is used to transmit a second control signal to the processor, and the second control signal is used to call the control function of the engine controller; the third input-output interface is used to transmit a third control signal to the processor, and the third control signal is used to call the control function of the hybrid transmission controller.

[0038] In the embodiment of the present application, the functions of the vehicle controller, engine controller and hybrid transmission controller are integrated through the processor, and the input and output of the three controllers are independent through three input and output interfaces, thereby meeting the control requirements of the three controllers. It can be seen that the embodiment of the present application can combine the three controllers into one controller, that is, realize the integration of controllers, thereby reducing the cost of the power domain controller.

[0039] The power system of a hybrid vehicle also includes a motor; accordingly, the power domain controller also includes an MCU, which is used to control the motor; wherein the MCU is a high-voltage controller, while the vehicle controller, engine controller and hybrid transmission controller are low-voltage controllers; in the embodiment of the present application, the three low-voltage controllers of the vehicle controller, engine and hybrid transmission controller are combined into one controller, thereby realizing the integration of the low-voltage controller.

[0040] In one possible implementation, the MCU and the three low-voltage controllers can also be combined into one controller; accordingly, the power domain controller integrates four controllers, namely, the MCU, the vehicle controller, the engine controller, and the hybrid transmission controller; and the power domain controller also includes a fourth input and output interface; the processor is also electrically connected to the fourth input and output interface; the fourth input and output interface is used to transmit a fourth control signal to the processor, and the fourth control signal is used to call the control function of the MCU. In an embodiment of the present application, the cost of the power domain controller is further reduced by integrating the four controllers corresponding to the power system into one processor. In addition, the hardware design of the power domain controller is performed based on the requirements of the engine, hybrid transmission, and vehicle controller. The selection of the processor chip in the power domain controller is performed according to the amount of software code.

[0041] In a possible implementation, the power domain controller further includes a controller area network (CAN) network interface, and the processor is electrically connected to the CAN network interface; the CAN network interface is electrically used for signal interaction between the processor and other components of the hybrid electric vehicle. In the embodiment of the present application, the processor and other components are interacted with each other through a unified CAN network interface, so that when a signal sent by other components is received through the unified CAN network interface, the signal interacts inside the processor, reducing the CAN load rate, thereby improving the stability of the CAN signal.

[0042] In related technologies, the vehicle controller, engine controller and hybrid transmission controller are independent, so only torque interaction can be performed between sub-controllers. The interfaces of independent controllers are defined separately, and there are problems such as loss of precision in the conversion of interface variables, CAN network transmission delay, increased CAN load and easy interface errors. However, with the three-in-one power domain controller, all control strategy algorithms are executed in the same processor to achieve the unification of the pre-control torque architecture and interface. All torque interaction variables are uniformly defined and interact directly internally, which can avoid problems such as loss of torque precision and increased CAN load rate, and ensure the real-time nature of torque interaction. For example, please refer to Figure 2 , Figure 2 The three controllers on the left are the vehicle controller, engine controller and hybrid transmission controller. These three controllers are independent controllers. These three controllers need to define torque variable interfaces respectively and interact with other components through their respective torque variable interfaces through the CAN network. Figure 2 On the right is a three-in-one power domain controller, which is equivalent to three strategy modules, namely the first strategy module corresponding to the vehicle controller, the second strategy module corresponding to the engine controller, and the third strategy module corresponding to the hybrid transmission controller. In this way, all torque interaction variables are defined uniformly and interact directly internally.

[0043] Optional, please refer to Figure 3 The CAN network interface includes a first CAN network interface, a second CAN network interface and a third CAN network interface; the first CAN network interface, the second CAN network interface and the third CAN network interface are all electrically connected to the processor; the first CAN network interface is used for the processor to exchange a first vehicle signal with other components of the hybrid vehicle, and the first vehicle signal is a signal with a data transmission rate higher than a preset rate; the second CAN network interface is used for the processor to exchange a second vehicle signal with other components of the hybrid vehicle, and the second vehicle signal is a signal with a data transmission rate lower than a preset rate; the third CAN network interface is used for the processor to exchange a third vehicle signal with other components of the hybrid vehicle, and the third vehicle signal is used to calibrate the fault diagnosis information of the processor.

[0044] The first vehicle signal is a high-voltage signal, the second vehicle signal is a low-voltage signal, and the third vehicle signal is a calibration signal; in an embodiment of the present application, the low-voltage signal, the high-voltage signal and the calibration signal are processed respectively through three CAN network interfaces, thereby realizing the independence of the CAN signal.

[0045] Wherein, after the first CAN network interface receives the first vehicle signal, the first vehicle signal is transmitted to the processor, and the processor processes the first vehicle signal. After the second CAN network interface receives the second vehicle signal, the second vehicle signal is transmitted to the processor, and the processor processes the second vehicle signal. After the third CAN network interface receives the third vehicle signal, the third vehicle signal is transmitted to the processor, and the processor processes the third vehicle signal; for example, the third vehicle signal is the reference operation information of the motor, and the reference operation information is used to indicate the operation information when the motor is fault-free; the steps for the processor to process the third vehicle signal may be: the processor stores the reference operation information of the motor; when the subsequent motor is running, the processor obtains the current operation state of the motor; when the current operation state is different from the reference operation state, it is determined that the motor is faulty; when the current operation state is the same as the reference operation state, it is determined that the motor is not faulty.

[0046] In one possible implementation, the processor includes a first core control algorithm strategy corresponding to the vehicle controller, and the first core control algorithm strategy includes at least one strategy of target gear calculation, energy management, power on and off management, power management, thermal management, and vehicle status management.

[0047] The first core control algorithm is mainly an algorithm model for the whole vehicle as the control target, which coordinates and distributes the power system, manages energy and power, and coordinates the control requirements of the engine, motor, hybrid transmission, etc. Among them, target gear: after the processor receives the first control signal, it determines the target gear based on the first core control algorithm strategy, and then controls the gear of the hybrid transmission of the power system to be set to the target gear; for example, controlling the hybrid transmission to perform static gear shifting or dynamic gear shifting, etc. Energy management: after the processor receives the first control signal, it manages energy based on the first core control algorithm strategy; for example, recovering energy, etc. Power-on and power-off management: after the processor receives the first control signal, it performs power-on or power-off processing based on the first core control algorithm strategy; for example, if the first control signal is a power-on control signal, the processor performs power-on processing on the processor based on the first core control algorithm strategy; for another example, if the first control signal is a power-off control signal, the processor performs power-off processing on the processor based on the first core control algorithm strategy. Power management: After the processor receives the first control signal, it manages the power of the processor based on the first core control algorithm strategy; for example, based on the first core control algorithm strategy, the processor changes the operating mode of the processor from the first operating mode to the second operating mode, and the operating power consumption of the first operating mode is greater than the operating power consumption of the second operating mode, thereby setting the operating mode of the processor to a low power mode to save power; for another example, based on the first core control algorithm strategy, the processor changes the operating mode of the processor from the second operating mode to the first operating mode. Thermal management: After the processor receives the first control signal, based on the first core control algorithm strategy, the heat generated by the engine is provided to the air conditioner, etc. Vehicle state management: After the processor receives the first control signal, based on the first core control algorithm strategy, the processor controls the vehicle to drive or stop, etc.

[0048] For example, see Figure 4 In addition to at least one strategy of target gear calculation, energy management, power on and off management, power management, thermal management, and vehicle status management, the first core control algorithm strategy also includes at least one strategy of high voltage management, creep control, wheel-end arbitration, series-parallel management, torque distribution, power distribution, cruising and speed limit, human-computer interaction, engine demand, and motor demand.

[0049] High voltage management: After the processor receives the first control signal, it manages the high voltage based on the first core control algorithm strategy; for example, it cuts off the high voltage. Creep control: After the processor receives the first control signal, it controls the vehicle to enter the creep mode based on the first core control algorithm strategy. Wheel end arbitration: After the processor receives the first control signal, it determines the torque of multiple wheel ends of the hybrid vehicle based on the first core control algorithm strategy. Series-parallel management: After the processor receives the first control signal, it manages multiple components of the hybrid vehicle in series and parallel based on the first core control algorithm strategy; for example, multiple components are set in parallel; or multiple components are set in series. Torque distribution: After the processor receives the first control signal, it distributes the torque generated by the engine between different shafts or wheels based on the first core control algorithm strategy, so as to optimize the vehicle's handling and power transmission efficiency. Power distribution: After the processor receives the first control signal, it distributes multiple components of the hybrid vehicle based on the first core control algorithm strategy.

[0050] Cruise and speed limit: After the processor receives the first control signal, based on the first core control algorithm strategy, the speed of the vehicle is fixed to the current speed, and the current speed is less than the limited speed. Human-computer interaction: After the processor receives the first control signal, based on the first core control algorithm strategy, the processor determines the vehicle computer instruction of the hybrid vehicle, and controls the vehicle computer of the hybrid vehicle based on the vehicle computer instruction; for example, if the vehicle computer instruction is to increase the volume, the volume of the vehicle computer is increased. Engine demand: After the processor receives the first control signal, based on the first core control algorithm strategy, the processor determines the power demand of the engine, and controls the engine based on the power demand. Motor demand: After the processor receives the first control signal, based on the first core control algorithm strategy, the processor determines the power demand of the motor, and controls the motor based on the power demand.

[0051] In another possible implementation, the processor includes a second core control algorithm strategy corresponding to the engine controller, and the second core control algorithm strategy includes at least one control strategy of fuel injection control, intake control, ignition control, valve phase VVT ​​control, turbocharger control, knock control, fuel evaporation control, and engine torque control.

[0052] The second core control algorithm measurement is mainly for the algorithm model with the engine as the control target. Among them, fuel injection control: after the processor receives the second control signal, based on the second core control algorithm strategy, the target fuel injection amount of the engine is determined, and then the fuel injection amount of the engine is controlled to be set to the target fuel injection amount. Intake control: after the processor receives the second control signal, based on the second core control algorithm strategy, the target intake amount of the engine is determined, and then the intake amount of the engine is controlled to be set to the target intake amount. Ignition control: after the processor receives the second control signal, based on the second core control algorithm strategy, the ignition of the hybrid vehicle is automatically ignited, etc. Valve phase VVT ​​control: after the processor receives the second control signal, based on the second core control algorithm strategy, the difference between the target valve phase and the actual valve phase is determined, and the control mode is flexibly adjusted based on this difference; for example, when the difference between the target valve phase and the actual valve phase is greater than the preset difference, the control power system enters the feedback mode to narrow the gap between the two; and when the difference between the target valve phase and the actual valve phase is less than the preset difference, the control power system enters the holding mode.

[0053] Turbocharger control: After the processor receives the second control signal, it determines the control instruction of the turbocharger based on the second core control algorithm strategy, and controls the turbocharger based on the control instruction; for example, if the control instruction is an on instruction, the turbocharger is turned on to increase the intake volume of the engine through the turbocharger; for another example, if the control instruction is a off instruction, the turbocharger is turned off to stop increasing the intake volume of the engine through the turbocharger. Knock control: After the processor receives the second control signal, it determines the ignition advance angle of the engine based on the second core control algorithm strategy, and controls the ignition of the engine based on the ignition advance angle, thereby controlling the knock phenomenon of the engine by adjusting the ignition advance angle, thereby optimizing the output power and performance of the engine. Fuel evaporation control: After the processor receives the second control signal, it controls the gasoline vapor based on the second core control algorithm strategy; for example, the gasoline vapor is collected at the same time and sent to the intake pipe at the right time, and then mixed with air and enters the engine for combustion, thereby improving the control technology of fuel economy. Engine torque control: After receiving the second control signal, the processor controls the engine torque based on the second core control algorithm strategy; for example, the engine torque is controlled not to exceed the maximum torque; for another example, the engine torque is controlled to maintain a constant torque; for another example, the engine torque is controlled to be adjusted based on the load of the hybrid vehicle.

[0054] For example, please refer to Figure 4In addition to at least one of the control strategies of fuel injection control, air intake control, ignition control, valve phase VVT ​​control, turbocharger control, knock control, fuel evaporation control, and engine torque control, the second core control algorithm strategy also includes at least one of sensor control, actuator control, rail pressure control, vehicle closed-loop control, idle speed control, supercharger control, fuel cut-off control, gasoline particulate filter (Gasoline Particulate Filter, GPF) control, electronic throttle control system (Electronic Gas Accelerator System, EGAS) detection, electronic toll collection system (Electronic Toll Collection, ETC) control, EGR control, and emission control.

[0055] Sensor control: After the processor receives the second control signal, it controls the first sensor based on the second core control algorithm strategy. Actuator control: After the processor receives the second control signal, it controls the actuator based on the second core control algorithm strategy. Rail pressure control: After the processor receives the second control signal, it adjusts the control current value of the flow valve on the oil pump based on the second core control algorithm strategy, thereby achieving control of the common rail pressure. Vehicle closed-loop control: After the processor receives the second control signal, it feeds back the input end through the output based on the second core control algorithm strategy, and exerts control influence on the input so that the input and output are balanced. Idle speed control: After the processor receives the second control signal, it controls the idle speed of the engine based on the second core control algorithm strategy, so that the engine adjusts the engine speed and various working parameters by controlling the control system under no-load condition to ensure that the engine runs smoothly at the lowest stable speed. Supercharger control: After the processor receives the second control signal, it controls the supercharger based on the second core control algorithm strategy. Fuel cut-off control: After the processor receives the second control signal, it performs fuel cut-off control on the engine based on the second core control algorithm strategy to stop fuel injection by controlling the fuel supply of the engine to adapt to the special operating requirements of the engine or protect the engine.

[0056] GPF control: After the processor receives the second control signal, it controls the GPF based on the second core control algorithm strategy to ensure its normal operation and reduce particulate matter emissions. EGAS detection: After the processor receives the second control signal, it detects the EGAS based on the second core control algorithm strategy to achieve precise engine output through torque control, ensuring good power, drivability and fuel economy. ETC control: After the processor receives the second control signal, it controls the ETC based on the second core control algorithm strategy; for example, deducting money from the bank card bound to the ETC. Emission control: After the processor receives the second control signal, it controls the engine emissions based on the second core control algorithm strategy to reduce pollution to the environment.

[0057] In another possible implementation, the processor includes a third core control algorithm strategy corresponding to the hybrid transmission controller, and the third core control algorithm strategy includes at least one control strategy of gear control, hydraulic control, clutch control, synchronizer control, workload POD control and system protection.

[0058] The third core control algorithm strategy is mainly an algorithm model for the hybrid transmission as the control target. Among them, gear control: after the processor receives the third control signal, based on the third core control algorithm strategy, the gear of the hybrid transmission is controlled to the target gear. Hydraulic control: after the processor receives the third control signal, based on the third core control algorithm strategy, the hydraulic pump is controlled to use the hydraulic pump to convert mechanical energy into pressure, push the hydraulic oil, and thus provide power for the motor. Clutch control: after the processor receives the third control signal, based on the third core control algorithm strategy, the target opening and closing angle of the clutch is determined, and the opening and closing angle of the clutch is set to the target opening and closing angle.

[0059] Synchronizer control: After the processor receives the third control signal, it controls the synchronizer based on the third core control algorithm strategy; for example, by controlling the synchronizer, the gears to be meshed reach a consistent speed and mesh smoothly. Workload POD control: After the processor receives the third control signal, it controls the workload based on the third core control algorithm strategy to achieve load balancing, etc. System protection: After the processor receives the third control signal, it protects the power system based on the third core control algorithm strategy; for example, high voltage protection, over-voltage protection or collision protection.

[0060] For example, please refer to Figure 4In addition to at least one control strategy of gear control, hydraulic control, clutch control, synchronizer control, workload POD control and system protection, the third core control algorithm strategy also includes: at least one control strategy of sensor control, actuator control, clutch capacity control, N gear control, automatic response function, P gear control, cooling valve control, self-learning function, change of mind processing and shift category identification.

[0061] Sensor control: After the processor receives the third control signal, it controls the second sensor based on the third core control algorithm strategy. Actuator control: After the processor receives the third control signal, it controls the actuator based on the third core control algorithm strategy. Clutch capacity control: After the processor receives the third control signal, it limits the clutch capacity based on the third core control algorithm strategy to control the maximum load capacity of the clutch under specific working conditions. N gear control: After the processor receives the third control signal, it sets the current gear to N gear based on the third core control algorithm strategy. Automatic response function: After the processor receives the third control signal, it adaptively sets the current function based on the third core control algorithm strategy; for example, adaptively adjusts the seat position light according to user information. P gear control: After the processor receives the third control signal, it sets the current gear to P gear based on the third core control algorithm strategy. Cooling valve control: After the processor receives the third control signal, it controls the cooling valve based on the third core control algorithm strategy; for example, opens or closes the cooling valve. Self-learning function: After the processor receives the third control signal, it performs self-learning based on the third core control algorithm strategy; for example, it self-learns the wiper settings; for example, it automatically turns on the wipers on rainy days. Change of mind processing: After the processor receives the third control signal, it changes the original strategy based on the third core control algorithm strategy; for example, if the original strategy is acceleration processing, it changes its mind to deceleration processing. Gear shift category identification: After the processor receives the third control signal, it identifies the gear shift category based on the third core control algorithm strategy, and the gear shift category is forward gear, reverse gear or parking gear, etc.

[0062] In the embodiment of the present application, the first core control algorithm strategy, the second core control algorithm strategy and the third core algorithm control strategy are set for the three integrated controllers to realize their independent exclusive functions. In addition, according to the modeling standards, the requirements of the engine, hybrid transmission and vehicle controller are measured and modeled, and the software architecture is involved to integrate and test the first core control algorithm strategy, the second core control algorithm strategy and the third core algorithm control strategy.

[0063] In another possible implementation, the processor also includes a fourth core control algorithm strategy corresponding to functional safety, and the fourth core control algorithm strategy is used to uniformly manage the vehicle controller, engine controller and hybrid transmission controller; the fourth core control algorithm strategy includes at least one control strategy of wheel-end torque calculation, driver demand torque calculation, torque distribution and coordination, torque limitation and detection, cruising and speed limit.

[0064] The fourth core control algorithm strategy is mainly to identify and evaluate the risks involving the personal safety of drivers, pedestrians, passengers, etc., and to monitor and post-process through the control algorithm strategy to reduce the safety level and the probability of occurrence, so as to meet the requirements of the functional safety standard ISO26262. Among them, wheel-end torque calculation: after the processor receives the fourth control signal, it determines the torque of multiple wheels of the hybrid vehicle based on the fourth core control algorithm strategy. Among them, the fourth core control algorithm strategy includes a wheel-end torque calculation model, and the processor determines the torque of multiple vehicles through the wheel-end torque calculation model. The fourth control signal can be the same as any of the first control signal, the second control signal and the third control signal; or, the fourth control signal can be an independent control signal different from the first control signal, the second control signal and the third control signal.

[0065] Driver demand torque calculation: After receiving the fourth control signal, the processor determines the driver's torque demand based on the fourth core control algorithm strategy, and controls the engine based on the driver's torque demand. The fourth core control algorithm strategy includes a driver demand torque calculation model, and the processor determines the driver's torque demand through the driver demand torque calculation model.

[0066] Torque distribution and coordination: After the processor receives the fourth control signal, it distributes the torque generated by the engine between different axles or wheels based on the fourth core control algorithm strategy, thereby optimizing the vehicle's handling and power transmission efficiency. Torque limitation and detection: After the processor receives the fourth control signal, it determines the current torque of the engine based on the fourth core control algorithm strategy, and limits the current torque of the engine to not be greater than the maximum torque of the engine; and detects the current torque of the engine in real time to limit the torque of the engine. Cruising and speed limit: After the processor receives the fourth control signal, it fixes the vehicle's speed to the current speed based on the fourth core control algorithm strategy, and the current speed is less than the limited speed.

[0067] For example, please refer to Figure 4In addition to at least one control strategy of wheel-end torque calculation, driver demand torque calculation, torque distribution and coordination, torque limitation and detection, cruising and speed limit, the fourth core control algorithm strategy also includes at least one control strategy of power activation detection, vehicle speed and moving direction detection, high-voltage discharge detection, accelerator pedal position detection, brake pedal position detection, gear shift detection, torque path detection and input detection.

[0068] Power activation detection: After the processor receives the fourth control signal, based on the fourth core control algorithm strategy, it activates the power of the motor and / or the engine. Vehicle speed and moving direction detection: After the processor receives the fourth control signal, based on the fourth core control algorithm strategy, it detects the vehicle speed and moving direction of the hybrid vehicle. High-voltage discharge detection: After the processor receives the fourth control signal, based on the fourth core control algorithm strategy, it detects the high-voltage discharge of the hybrid vehicle. Accelerator pedal position detection: After the processor receives the fourth control signal, it detects the accelerator pedal position based on the fourth core control algorithm strategy. Brake pedal position detection: After the processor receives the fourth control signal, it detects the brake pedal position based on the fourth core control algorithm strategy. Gear shift detection: After the processor receives the fourth control signal, based on the fourth core control algorithm strategy, it detects the current gear position. Torque path detection: After the processor receives the fourth control signal, based on the fourth core control algorithm strategy, it detects the path that the torque has traveled. Input detection: After the processor receives the fourth control signal, based on the fourth core control algorithm strategy, it detects the input signal.

[0069] One point that needs to be explained is that, in the embodiment of the present application, the execution of the fourth core control algorithm strategy is triggered by the fourth control signal; the execution of the fourth core control algorithm strategy may also not be triggered by the fourth control signal, but may be directly executed automatically.

[0070] In another possible implementation, the processor also includes a fifth core control algorithm strategy corresponding to diagnosis and fault management, and the fifth core control algorithm strategy is used to uniformly manage the vehicle controller, engine controller and hybrid transmission controller; the fifth core control algorithm strategy includes at least one control strategy of component diagnosis, evaporative emission diagnosis, oxygen sensor diagnosis (front oxygen sensor diagnosis and rear oxygen sensor diagnosis), catalyst diagnosis, limp function diagnosis and fault management.

[0071] The fifth core control algorithm strategy integrates the OBD diagnostic strategy associated with the engine controller emission, the diagnostic strategy of the engine controller, the diagnostic strategy of the vehicle controller and / or the targeted strategy and fault management of the hybrid transmission controller, and comprehensively defines the fault level and fault handling mechanism. Among them, component diagnosis: after the processor receives the fifth control signal, based on the fifth core control algorithm strategy, diagnoses the components included in the hybrid vehicle; for example, determines whether the components included in the hybrid vehicle are faulty. The fifth control signal can be the same as any of the first control signal, the second control signal and the third control signal; or, the fifth control signal can be an independent control signal different from the first control signal, the second control signal and the third control signal.

[0072] Evaporative emission diagnosis: After the processor receives the fifth control signal, it diagnoses the gasoline vapor based on the fifth core control algorithm strategy to detect whether there is a leak in the fuel vapor. Oxygen sensor diagnosis. After the processor receives the fifth control signal, it diagnoses the oxygen sensor based on the fifth core control algorithm strategy. Catalyst diagnosis: After the processor receives the fifth control signal, it diagnoses the catalyst based on the fifth core control algorithm strategy. Limp-run function diagnosis: After the processor receives the fifth control signal, it diagnoses the limp-run function based on the fifth core control algorithm strategy. Fault management: After the processor receives the fifth control signal, it manages the faults of the hybrid vehicle based on the fifth core control algorithm strategy; for example, if the oxygen sensor fails, a fault prompt is given to prompt the driver to replace the oxygen sensor.

[0073] One point that needs to be explained is that, in the embodiment of the present application, the execution of the fifth core control algorithm strategy is triggered by the fifth control signal; the execution of the fifth core control algorithm strategy may also not be triggered by the fifth control signal, but may be directly executed automatically.

[0074] For example, please refer to Figure 4 In addition to at least one control strategy of component diagnosis, evaporative emission diagnosis, oxygen sensor diagnosis (front oxygen sensor diagnosis and rear oxygen sensor diagnosis), catalyst diagnosis, limp home function diagnosis and fault management, the fifth core control algorithm strategy also includes at least one control strategy of sensor diagnosis, actuator diagnosis, GPF diagnosis, misfire diagnosis and high voltage electrical diagnosis.

[0075] Sensor diagnosis: After the processor receives the fifth control signal, it diagnoses the sensor based on the fifth core control algorithm strategy. Actuator diagnosis: After the processor receives the fifth control signal, it diagnoses the actuator based on the fifth core control algorithm strategy. GPF diagnosis: After the processor receives the fifth control signal, it diagnoses the GPF based on the fifth core control algorithm strategy. Misfire diagnosis: After the processor receives the fifth control signal, it determines whether there is a risk of misfire based on the fifth core control algorithm strategy. High-voltage power-off diagnosis: After the processor receives the fifth control signal, it determines whether to power off the high voltage based on the fifth core control algorithm strategy.

[0076] Another point that needs to be explained is that the first core control algorithm strategy, the second core control algorithm strategy, the third core control algorithm strategy, the fourth core control algorithm strategy and the fifth core control algorithm strategy belong to the application layer software (strategy algorithm); and the basic software control algorithm mentioned below belongs to the underlying software.

[0077] In another possible implementation, the processor also includes a basic software control algorithm corresponding to safety detection and functional safety, and the basic software control algorithm is used to perform safety detection and protection on the vehicle controller, engine controller and hybrid transmission controller; the basic software control algorithm includes at least one control algorithm of torque detection and limiting protection, fault level determination and safety protection.

[0078] Torque detection and limiting protection: After the processor receives the sixth control signal, it determines the current torque of the engine based on the basic software control algorithm; determines whether the current torque of the engine is greater than the maximum torque; when the engine torque is not greater than the maximum torque, maintains the current torque of the engine; when the engine torque is greater than the maximum torque, controls the current torque of the engine to be not greater than the maximum torque. Fault level determination: After the processor receives the sixth control signal, the sixth control signal is used to indicate that a component of the hybrid vehicle has a fault; the fault level is determined based on the basic software control algorithm. Safety protection: After the processor receives the sixth control signal, it performs safety protection on the power system based on the basic software control algorithm.

[0079] For example, please refer to Figure 4 In addition to including at least one control algorithm of torque detection and limit protection, fault level determination and safety protection, the basic software control algorithm also includes at least one control algorithm of operating system, input and output services and drivers, memory services and drivers, communication services and drivers, system services, processor drivers and complex drivers.

[0080] Input and output services and drivers: After the processor receives the sixth control signal, it services the input and output interfaces based on the basic software control algorithm. Memory services and drivers: After the processor receives the sixth control signal, it manages the memory based on the basic software control algorithm. Communication services and drivers: After the processor receives the sixth control signal, it manages the communication services based on the basic software control algorithm. System services: After the processor receives the sixth control signal, it performs system services based on the basic software control algorithm. Processor driver: After the processor receives the sixth control signal, it drives the processor based on the basic software control algorithm. Complex driver: After the processor receives the sixth control signal, it drives complex components based on the basic software control algorithm.

[0081] One point that needs to be explained is that, in the embodiment of the present application, the execution of the basic software control algorithm is triggered by the sixth control signal; the execution of the basic software control algorithm may also not be triggered by the sixth control signal, but may be directly executed automatically.

[0082] In the embodiment of the present application, the fourth core control algorithm strategy, the fifth core control algorithm strategy and the sixth core algorithm control strategy are set to realize the unification of fault diagnosis and management, functional safety, torque architecture and interface, controller basic software and information security software. Among them, these five innovative unifications have the following points:

[0083] 1.Internal signal interaction reduces CAN load rate and improves CAN signal stability.

[0084] 2. Unified management, unified definition, and unified standards are more conducive to calibration quality control.

[0085] 3. Unified modularization and elimination of redundancy are conducive to improving code efficiency.

[0086] 4. The interface signal definition is unified to reduce the error rate and improve the accuracy of signal interaction.

[0087] 5.Internal interaction of signals improves the real-time performance of signal interaction.

[0088] In another possible implementation, the data type of the first control signal, the data type of the second control signal, and the data type of the third control signal are all fixed point. In the embodiment of the present application, the cost can be saved by more than 50% from an independent controller to a three-in-one power domain controller. However, due to the increase in the amount of code, it is necessary to fully evaluate the selection of the processor chip hardware, and at the same time improve the code efficiency as much as possible to reduce the demand for processor memory and reduce the processor's computing load rate. The most important implementation plan is to convert the variables in the control strategy model from floating point to fixed point. For example, taking the first control signal as the engine speed as an example, the embodiment of the present application defines the variable name, variable type (input), variable description, variable data type (fixed point), variable maximum and minimum range, and variable unit. Among them, innovatively established its own variable naming specifications, data types and calibration libraries, modeling standards for strategy algorithms, etc., to ensure the efficiency of the software code. The system software is written into the power domain controller hardware for system-level testing and vehicle calibration; through reliability verification, a power domain controller product is formed.

[0089] The embodiment of the present application also provides a computer-readable storage medium, in which at least one program code is stored, and the at least one program code is loaded and executed by a processor to implement the operation performed by the power domain controller described in any of the above implementations. Optionally, the storage medium can be a non-temporary computer-readable storage medium, for example, the non-temporary computer-readable storage medium can be a ROM (Read-Only Memory), a RAM (Random Access Memory), a CD-ROM (Compact Disc Read-Only Memory), a magnetic tape, a floppy disk, and an optical data storage device.

[0090] An embodiment of the present application also provides a computer program product, which stores at least one program code, and the at least one program code is loaded and executed by a processor to implement the operations performed by the power domain controller shown in the above embodiments.

[0091] In some embodiments, the computer program product involved in the embodiments of the present application may be deployed and executed on a body domain controller, or on multiple body domain controllers located at one location, or on multiple body domain controllers distributed at multiple locations and interconnected through a communication network. Multiple body domain controllers distributed at multiple locations and interconnected through a communication network can form a blockchain system.

[0092] A person skilled in the art will understand that all or part of the steps to implement the above embodiments may be accomplished by hardware or by instructing related hardware through a program, and the program may be stored in a computer-readable storage medium, and the above-mentioned storage medium may be a read-only memory, a disk or an optical disk, etc.

[0093] The above description is only for the purpose of facilitating those skilled in the art to understand the technical solution of the present application and is not intended to limit the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A power domain controller, characterized in that: The power domain controller is used in a hybrid electric vehicle and is used to control the power system of the hybrid electric vehicle, wherein the power system includes an engine and a hybrid transmission; the power domain controller integrates three controllers of the hybrid electric vehicle, namely, a vehicle controller, an engine controller and a hybrid transmission controller; The power domain controller includes: a processor, a first input-output interface, a second input-output interface, and a third input-output interface; the processor is electrically connected to the first input-output interface, the second input-output interface, and the third input-output interface respectively; The first input / output interface is used to transmit a first control signal to the processor, and the first control signal is used to call the control function of the vehicle controller; The second input-output interface is used to transmit a second control signal to the processor, and the second control signal is used to call the control function of the engine controller; The third input-output interface is used to transmit a third control signal to the processor, and the third control signal is used to call the control function of the hybrid transmission controller.

2. The power domain controller according to claim 1, characterized in that: The power domain controller also includes a controller area network (CAN) network interface, and the processor is electrically connected to the CAN network interface; The CAN network interface is electrically used for the processor to perform signal interaction with other components of the hybrid electric vehicle.

3. The power domain controller according to claim 1, characterized in that: The CAN network interface includes a first CAN network interface, a second CAN network interface and a third CAN network interface; The first CAN network interface, the second CAN network interface and the third CAN network interface are all electrically connected to the processor; The first CAN network interface is used for the processor to exchange a first vehicle signal with other components of the hybrid vehicle, wherein the first vehicle signal is a signal with a data transmission rate higher than a preset rate; The second CAN network interface is used for the processor to exchange a second vehicle signal with other components of the hybrid electric vehicle, wherein the second vehicle signal is a signal with a data transmission rate lower than a preset rate; The third CAN network interface is used for the processor to exchange a third vehicle signal with other components of the hybrid electric vehicle, and the third vehicle signal is used to calibrate fault diagnosis information of the processor.

4. The power domain controller according to claim 1, characterized in that: The processor includes a first core control algorithm strategy corresponding to the vehicle controller, and the first core control algorithm strategy includes at least one strategy of target gear calculation, energy management, power management, power management, thermal management, and vehicle status management.

5. The power domain controller according to claim 1, characterized in that: The processor includes a second core control algorithm strategy corresponding to the engine controller, and the second core control algorithm strategy includes at least one control strategy of fuel injection control, intake control, ignition control, valve phase VVT ​​control, turbocharger control, knock control, fuel evaporation control, and engine torque control.

6. The power domain controller according to claim 1, characterized in that: The processor includes a third core control algorithm strategy corresponding to the hybrid transmission controller, and the third core control algorithm strategy includes at least one control strategy of gear control, hydraulic control, clutch control, synchronizer control, workload POD control and system protection.

7. The power domain controller according to any one of claims 1 to 6, characterized in that: The processor also includes a fourth core control algorithm strategy corresponding to functional safety, and the fourth core control algorithm strategy is used to uniformly manage the vehicle controller, the engine controller and the hybrid transmission controller; The fourth core control algorithm strategy includes at least one control strategy of wheel end torque calculation, driver demand torque calculation, torque distribution and coordination, torque limitation and detection, cruising and speed limit.

8. The power domain controller according to any one of claims 1 to 6, characterized in that: The processor further includes a fifth core control algorithm strategy corresponding to diagnosis and fault management, the fifth core control algorithm strategy being used to uniformly manage the vehicle controller, the engine controller and the hybrid transmission controller; The fifth core control algorithm strategy includes at least one control strategy of component diagnosis, evaporative emission diagnosis, oxygen sensor diagnosis, catalyst diagnosis, limp home function diagnosis and fault management.

9. The power domain controller according to any one of claims 1 to 6, characterized in that: The processor also includes a basic software control algorithm corresponding to safety detection and functional safety, and the basic software control algorithm is used to perform safety detection and protection on the vehicle controller, the engine controller and the hybrid transmission controller; The basic software control algorithm includes at least one control algorithm of torque detection and limiting protection, fault level determination and safety protection.

10. The power domain controller according to claim 1, characterized in that: The data type of the first control signal, the data type of the second control signal, and the data type of the third control signal are all fixed-point.

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