Dynamic Domain Controller

Abstract

This application discloses a power domain controller, belonging to the field of vehicle technology. The power domain controller integrates three controllers: a vehicle controller, an engine controller, and a hybrid transmission controller for a hybrid electric vehicle. 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, second, and third input / output interfaces respectively. The first input / output interface is used to transmit a first control signal to the processor, which is used to invoke the control function of the vehicle controller. The second input / output interface is used to transmit a second control signal to the processor, which is used to invoke the control function of the engine controller. The third input / output interface is used to transmit a third control signal to the processor, which is used to invoke the control function of the hybrid transmission controller.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a power domain controller. BACKGROUND

[0002] The current automobile power is transforming from traditional internal combustion engine to new energy. Due to the limitation of battery technology of pure electric vehicles, hybrid electric vehicles are more popular in the market. The power system of the hybrid electric vehicle includes an engine, a hybrid special gearbox, a motor and the like. 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 a vehicle controller, an engine controller and a hybrid gearbox controller respectively. The vehicle controller is responsible for distributing and coordinating the power system of the hybrid electric vehicle, and interacts with the body and chassis controllers. The engine controller is used to control the engine. The hybrid gearbox controller is used to control the hybrid gearbox. SUMMARY

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

[0004] In one aspect, a power domain controller is provided. The power domain controller is applied in a hybrid electric vehicle and is used to control the power system of the hybrid electric vehicle. The power system includes an engine and a hybrid gearbox. The power domain controller integrates three controllers of the hybrid electric vehicle, i.e., a vehicle controller, an engine controller and a hybrid gearbox 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 with 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 with the processor. 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 with the processor. 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 with the processor. The third control signal is used to call the control function of the hybrid gearbox controller.

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

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

[0011] In another possible implementation, the CAN network interface comprises 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 electrically connected with the processor.

[0013] The first CAN network interface is configured to interact a first vehicle signal between the processor and other components of the hybrid electric vehicle, and the first vehicle signal is a signal with a data transmission rate higher than a preset rate.

[0014] The second CAN network interface is configured to interact a second vehicle signal between the processor and other components of the hybrid electric vehicle, and the second vehicle signal is a signal with a data transmission rate lower than the preset rate.

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

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

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

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

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

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

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

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

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

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

[0025] 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 points.

[0026] In the embodiments of the present application, the processor integrates the functions of the vehicle controller, the engine controller and the hybrid transmission controller, and the input and output of the three controllers are independent through the three input and output interfaces, so as to meet the control requirements of the three controllers. As can be seen, the three controllers can be integrated into one controller, i.e. the integration of the controller is realized, so as to reduce the cost of the power domain controller.

[0027] It should be understood that the foregoing general description and the following detailed description are only exemplary and cannot limit the present disclosure. BRIEF DESCRIPTION OF DRAWINGS

[0028] Figure 1 is a structural schematic diagram of a power domain controller according to an exemplary embodiment of the present application;

[0029] Figure 2 is a schematic diagram of the independent controller of the power domain controller and related technology shown in an exemplary embodiment of the present application;

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

[0031] Figure 4 is a functional schematic diagram of the 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 embodiments of the present application are described in further detail below.

[0033] The terms "first", "second", "third", and "fourth" and the like in the specification and claims of the present application and the drawings are used to distinguish different objects, and are not used to describe a particular order. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion. 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 can optionally include steps or units not listed, or can optionally include other steps or units inherent to the process, method, product, or device.

[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 for analysis, stored data, displayed data, etc.), and signals involved in the present application are all authorized by the user or fully authorized by all parties, and the collection, use, and processing of related data need to comply with relevant laws, regulations, and standards of relevant countries and regions. For example, the first control signal, the second control signal, the third control signal, the first vehicle signal, the second vehicle signal, and the third vehicle signal involved in the present application are all obtained under sufficient authorization.

[0035] Please refer to Figure 1 , which shows a schematic diagram of the power domain controller shown in an exemplary embodiment of the present application. The power domain controller is applied in a hybrid electric vehicle and is used to control the power system of the hybrid electric vehicle, the power system including an engine and a hybrid transmission; the power domain controller integrates three controllers of the hybrid electric vehicle, i.e., 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 with the first input-output interface, the second input-output interface, and the third input-output interface, respectively;

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

[0038] In the embodiment of the present application, the processor integrates the functions of the vehicle controller, the engine controller and the hybrid transmission controller, and the input and output of the three controllers are independent through the three input-output interfaces, so as to meet the control requirements of the three controllers. As can be seen, the three controllers can be integrated into one controller, that is, the integration of the controllers is realized, so as to reduce the cost of the power domain controller.

[0039] The power system of the hybrid electric vehicle further includes a motor, and correspondingly, the power domain controller further includes an MCU, which is configured to control the motor; wherein the MCU is a high-voltage controller, and the vehicle controller, the engine controller and the hybrid transmission controller are low-voltage controllers; in the embodiment of the present application, the three low-voltage controllers are integrated into one controller, so as to realize the integration of the low-voltage controllers.

[0040] In a possible implementation, the MCU and the three low-voltage controllers can also be integrated into one controller; correspondingly, the power domain controller integrates the MCU, the vehicle controller, the engine controller and the hybrid transmission controller; and the power domain controller further includes a fourth input-output interface; the processor is further electrically connected with the fourth input-output interface; the fourth input-output interface is configured to transmit a fourth control signal to the processor, the fourth control signal being used to call a control function of the MCU. In the embodiment of the present application, the four controllers corresponding to the power system are integrated into one processor, so as to further reduce the cost of the power domain controller. Moreover, the hardware of the power domain controller is designed based on the requirements of the engine, the hybrid transmission and the vehicle controller. The processor chip in the power domain controller is selected 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 with the CAN network interface; the CAN network interface is electrically configured to enable the processor to interact with other components of the hybrid electric vehicle in a signal manner. In the embodiment of the present application, the processor interacts with other components in a signal manner through the unified CAN network interface, so that when the processor receives a signal sent by other components through the unified CAN network interface, the signal is internally interacted in the processor, the CAN load rate is reduced, and the stability of the CAN signal is improved.

[0042] In the related art, the vehicle controller, the engine controller and the hybrid transmission controller are independent, so that only the torque interaction of the separate controllers can be performed, the interfaces of the independent controllers are defined respectively, and the interface variables exist problems such as precision loss in conversion, CAN network transmission delay, CAN load increase and interface error. By using the three-in-one power domain controller, all control strategy algorithms are executed in the same processor, the pre-control torque architecture and the interface are unified, all torque interaction variables are uniformly defined, and the torque interaction variables are directly interacted internally. The problems such as torque precision loss and CAN load rate increase can be solved, and the real-time performance of the torque interaction can be ensured. For example, please refer to Figure 2 , Figure 2 The left side is that the vehicle controller, the engine controller and the hybrid transmission controller are independent controllers, so that the three controllers need to define torque variable interfaces respectively, and interact with other components through the respective torque variable interfaces through the CAN network. Figure 2 The right side is the three-in-one power domain controller. The power domain controller is equivalent to including three strategy modules, i.e., a first strategy module corresponding to the vehicle controller, a second strategy module corresponding to the engine controller and a third strategy module corresponding to the hybrid transmission controller. In this way, all torque interaction variables are uniformly defined, and are directly interacted internally.

[0043] Optionally, 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 electrically connected with the processor; the first CAN network interface is configured to enable the processor to interact with other components of the hybrid electric vehicle in a first vehicle signal manner, the first vehicle signal being a signal with a data transmission rate higher than a preset rate; the second CAN network interface is configured to enable the processor to interact with other components of the hybrid electric vehicle in a second vehicle signal manner, the second vehicle signal being a signal with a data transmission rate lower than the preset rate; and the third CAN network interface is configured to enable the processor to interact with other components of the hybrid electric vehicle in a third vehicle signal manner, the third vehicle signal being used for calibrating 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 the embodiment of the application, the low-voltage signal, the high-voltage signal and the calibration signal are processed through the three CAN network interfaces respectively, so as to realize the independence of the CAN signals.

[0045] The first CAN network interface transmits the first vehicle signal to the processor after receiving the first vehicle signal, and the processor processes the first vehicle signal. The second CAN network interface transmits the second vehicle signal to the processor after receiving the second vehicle signal, and the processor processes the second vehicle signal. The third CAN network interface transmits the third vehicle signal to the processor after receiving the third vehicle signal, and the processor processes the third vehicle signal; for example, the third vehicle signal is reference running information of the motor, and the reference running information is used to indicate the running information of the motor without failure; the step of processing the third vehicle signal by the processor can be that the processor stores the reference running information of the motor; when the motor is running subsequently, the processor obtains the current running state of the motor; in the case that the current running state is different from the reference running state, it is determined that the motor has a failure; in the case that the current running state is the same as the reference running state, it is determined that the motor has no failure.

[0046] In a 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 of the following strategies: target gear calculation, energy management, power-on and power-off management, power management, thermal management, and vehicle state management.

[0047] The first core control algorithm is mainly an algorithm model for controlling the whole vehicle. The first core control algorithm coordinates and distributes the power system as a whole, manages energy and power, and controls the engine, motor and hybrid transmission, etc. Among them, target gear: after the processor receives the first control signal, the target gear is determined based on the first core control algorithm strategy, and then the gear of the power system hybrid transmission is set to the target gear; for example, controlling the hybrid transmission to perform static gear engagement or dynamic gear shifting, etc. Energy management: after the processor receives the first control signal, the energy is managed based on the first core control algorithm strategy; for example, energy is recovered, etc. Power-on and power-off management: after the processor receives the first control signal, the power-on or power-off process is performed 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 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 based on the first core control algorithm strategy. Power management: after the processor receives the first control signal, the power of the processor is managed based on the first core control algorithm strategy; for example, the processor modifies the running mode of the processor from the first running mode to the second running mode based on the first core control algorithm strategy, the running power consumption of the first running mode is greater than that of the second running mode, thereby setting the running mode of the processor to a low-power mode to save power; for another example, the processor modifies the running mode of the processor from the second running mode to the first running mode based on the first core control algorithm strategy. Heat management: after the processor receives the first control signal, the heat generated by the engine is provided to the air conditioner based on the first core control algorithm strategy. Vehicle state management: after the processor receives the first control signal, the vehicle is controlled to travel or stop based on the first core control algorithm strategy.

[0048] For example, please refer to Figure 4 In addition to including at least one of the target gear calculation, energy management, power-on and power-off management, power management, heat management, and vehicle state management strategies, the first core control algorithm strategy also includes at least one of the high-voltage management, crawling control, wheel-end arbitration, series-parallel management, torque distribution, power distribution, cruise and speed limit, human-machine interaction, engine demand, and motor demand strategies.

[0049] High voltage management: after the processor receives the first control signal, the high voltage is managed based on the first core control algorithm strategy; for example, high voltage power-off, etc. Crawl control: after the processor receives the first control signal, the vehicle is controlled to enter the crawl mode based on the first core control algorithm strategy. Wheel end arbitration: after the processor receives the first control signal, the torque of multiple wheel ends of the hybrid vehicle is determined based on the first core control algorithm strategy. Series-parallel management: after the processor receives the first control signal, the multiple components of the hybrid vehicle are managed in series-parallel based on the first core control algorithm strategy; for example, the multiple components are set in parallel relationship; or the multiple components are set in series relationship. Torque distribution: after the processor receives the first control signal, the torque generated by the engine is distributed between different shafts or wheels based on the first core control algorithm strategy, so as to optimize the handling and power transmission efficiency of the vehicle. Power distribution: after the processor receives the first control signal, the multiple components of the hybrid vehicle are power-distributed based on the first core control algorithm strategy.

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

[0051] In another possible implementation, the processor includes a second core control algorithm strategy corresponding to an 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 of the engine as a control target. Among them, the 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 igniter of the hybrid electric 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 the difference; for example, when the difference between the target valve phase and the actual valve phase is greater than the preset difference, the power system enters the feedback mode to reduce the difference between the two; and when the difference between the target valve phase and the actual valve phase is less than the preset difference, the power system enters the maintenance mode.

[0053] Turbocharger control: after the processor receives the second control signal, based on the second core control algorithm strategy, the control instruction of the turbocharger is determined, and the turbocharger is controlled based on the control instruction; for example, the control instruction is an opening instruction, then the turbocharger is opened to increase the intake amount of the engine through the turbocharger; for example, the control instruction is a closing instruction, then the turbocharger is closed to stop increasing the intake amount of the engine through the turbocharger. Knock control: after the processor receives the second control signal, based on the second core control algorithm strategy, the ignition advance angle of the engine is determined, and the engine is controlled based on the ignition advance angle, so as to control 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, based on the second core control algorithm strategy, the gasoline vapor is controlled; for example, the gasoline vapor is collected and sent into the intake pipe in time, mixed with air and then enters the engine for combustion, thereby improving the control technology of fuel economy. Engine torque control: after the processor receives the second control signal, based on the second core control algorithm strategy, the torque of the engine is controlled; for example, the torque of the engine is controlled not to exceed the maximum torque; for example, the torque of the engine is controlled to remain constant torque; for example, the torque of the engine is adjusted based on the load of the hybrid electric vehicle.

[0054] For example, please continue to refer to Figure 4, the second core control algorithm strategy further comprises at least one of a sensor control, an actuator control, a rail pressure control, a vehicle closed-loop control, an idle speed control, a supercharger control, a fuel cut control, a gasoline particulate filter (GPF) control, an electronic gas accelerator system (EGAS) detection, an electronic toll collection (ETC) control, an EGR control, and an emission control.

[0055] Sensor control: After the processor receives the second control signal, the first sensor is controlled based on the second core control algorithm strategy. Actuator control: After the processor receives the second control signal, the actuator is controlled based on the second core control algorithm strategy. Rail pressure control: After the processor receives the second control signal, the control current value of the flow valve on the oil pump is adjusted based on the second core control algorithm strategy, thereby realizing control of the common rail pressure. Vehicle closed-loop control: After the processor receives the second control signal, the input and output are balanced by outputting feedback input and exerting a control influence on the input based on the second core control algorithm strategy. Idle speed control: After the processor receives the second control signal, the engine is controlled at idle speed based on the second core control algorithm strategy, so that the engine in an unloaded state adjusts the engine speed and various operating parameters through the control system to ensure that the engine runs smoothly at the lowest stable speed. Supercharger control: After the processor receives the second control signal, the supercharger is controlled based on the second core control algorithm strategy. Fuel cut control: After the processor receives the second control signal, the engine is controlled to cut off fuel supply based on the second core control algorithm strategy, so as 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, the GPF is controlled based on the second core control algorithm strategy to ensure its normal work and reduce particulate emissions. EGAS detection: after the processor receives the second control signal, the EGAS is detected based on the second core control algorithm strategy to achieve accurate engine output through torque control, ensuring good power, drivability and fuel economy. ETC control: after the processor receives the second control signal, the ETC is controlled based on the second core control algorithm strategy; for example, the bank card bound to the ETC is charged. Emission control: after the processor receives the second control signal, the engine emissions are controlled based on the second core control algorithm strategy to reduce environmental pollution.

[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, work load POD control and system protection.

[0058] The third core control algorithm strategy is mainly an algorithm model for the control target of the hybrid transmission. Among them, the gear control: after the processor receives the third control signal, the gear of the hybrid transmission is controlled to the target gear based on the third core control algorithm strategy. Hydraulic control: after the processor receives the third control signal, the hydraulic pump is controlled based on the third core control algorithm strategy to convert mechanical energy into pressure using the hydraulic pump to push hydraulic oil and thus provide power for the motor. Clutch control: after the processor receives the third control signal, the target opening and closing angle of the clutch is determined based on the third core control algorithm strategy, 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, the synchronizer is controlled based on the third core control algorithm strategy; for example, by controlling the synchronizer to make the gear to be engaged reach the same speed and smoothly engage. Work load POD control: after the processor receives the third control signal, the work load is controlled based on the third core control algorithm strategy to achieve load balancing, etc. System protection: after the processor receives the third control signal, the power system is protected based on the third core control algorithm strategy; for example, high voltage protection, overcurrent protection or collision protection.

[0060] For example, please continue to refer to Figure 4In addition to the at least one control strategy of gear control, hydraulic control, clutch control, synchronizer control, work load POD control, and system protection, the third core control algorithm strategy further 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, the second sensor is controlled based on the third core control algorithm strategy. Actuator control: After the processor receives the third control signal, the actuator is controlled based on the third core control algorithm strategy. Clutch capacity control: After the processor receives the third control signal, the maximum carrying capacity of the clutch under certain working conditions is limited based on the third core control algorithm strategy. N-gear control: After the processor receives the third control signal, the current gear is set to N-gear based on the third core control algorithm strategy. Automatic response function: After the processor receives the third control signal, the current function is adaptively set based on the third core control algorithm strategy; for example, the seat position lamp is adaptively adjusted according to user information. P-gear control: After the processor receives the third control signal, the current gear is set to P-gear based on the third core control algorithm strategy. Cooling valve control: After the processor receives the third control signal, the cooling valve is controlled based on the third core control algorithm strategy; for example, the cooling valve is turned on or turned off. Self-learning function: After the processor receives the third control signal, self-learning is performed based on the third core control algorithm strategy; for example, the wiper setting is self-learned; for example, the wiper is automatically turned on in rainy weather. Change of mind processing: After the processor receives the third control signal, the original strategy is changed based on the third core control algorithm strategy; for example, the original strategy is acceleration processing, and after the change of mind, it is deceleration processing. Shift category identification: After the processor receives the third control signal, the shift category is identified based on the third core control algorithm strategy, and the shift category is forward gear, reverse gear, or parking gear, etc.

[0062] In the embodiments 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 integrated three controllers to realize independent and exclusive functions. Moreover, the modeling algorithm is measured according to the requirements of modeling standards, etc. involving the engine, the hybrid transmission, and the vehicle controller, and involves the software architecture for integration and testing of 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 further comprises a fourth core control algorithm strategy corresponding to functional safety, the fourth core control algorithm strategy being configured to uniformly manage the vehicle controller, the engine controller and the hybrid transmission controller; the fourth core control algorithm strategy comprises at least one control strategy of wheel end torque calculation, driver demand torque calculation, torque distribution and coordination, torque limitation and detection, and cruise and speed limitation.

[0064] The fourth core control algorithm strategy is mainly used to identify and evaluate the risks related to the safety of drivers, pedestrians and passengers, and to reduce the safety level and the probability of occurrence through control algorithm strategies, monitoring and post-processing measures, so as to meet the requirements of the functional safety standard ISO26262. The wheel end torque calculation: after the processor receives the fourth control signal, the torque of the plurality of wheels of the hybrid electric vehicle is determined based on the fourth core control algorithm strategy. The fourth core control algorithm strategy comprises a wheel end torque calculation model, and the processor determines the torque of the plurality of vehicles through the wheel end torque calculation model. The fourth control signal can be the same as any one 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] The driver demand torque calculation: after the processor receives the fourth control signal, the torque demand of the driver is determined based on the fourth core control algorithm strategy, and the engine is controlled based on the torque demand of the driver. The fourth core control algorithm strategy comprises a driver demand torque calculation model, and the processor determines the torque demand of the driver through the driver demand torque calculation model.

[0066] The torque distribution and coordination: after the processor receives the fourth control signal, the torque generated by the engine is distributed between different shafts or wheels based on the fourth core control algorithm strategy, so as to optimize the handling and power transmission efficiency of the vehicle. The torque limitation and detection: after the processor receives the fourth control signal, the current torque of the engine is determined based on the fourth core control algorithm strategy, the current torque of the engine is limited to be not greater than the maximum torque of the engine; and the current torque of the engine is detected in real time to limit the torque of the engine. Cruise and speed limitation: after the processor receives the fourth control signal, the speed of the vehicle is fixed 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 continue to refer to Figure 4In addition to the at least one control strategy of wheel end torque calculation, driver demand torque calculation, torque distribution and coordination, torque limitation and detection, and cruise and speed limit, the fourth core control algorithm strategy further 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 receiving the fourth control signal, the processor activates power of the motor and / or engine based on the fourth core control algorithm strategy. Vehicle speed and moving direction detection: after receiving the fourth control signal, the processor detects the vehicle speed and moving direction of the hybrid vehicle based on the fourth core control algorithm strategy. High-voltage discharge detection: after receiving the fourth control signal, the processor detects high-voltage discharge of the hybrid vehicle based on the fourth core control algorithm strategy. Accelerator pedal position detection: after receiving the fourth control signal, the processor detects the accelerator pedal position based on the fourth core control algorithm strategy. Brake pedal position detection: after receiving the fourth control signal, the processor detects the brake pedal position based on the fourth core control algorithm strategy. Gear shift detection: after receiving the fourth control signal, the processor detects the current gear position based on the fourth core control algorithm strategy. Torque path detection: after receiving the fourth control signal, the processor detects the torque path based on the fourth core control algorithm strategy. Input detection: after receiving the fourth control signal, the processor detects the input signal based on the fourth core control algorithm strategy.

[0069] It should be noted that, in the embodiments of the present application, the execution of the fourth core control algorithm strategy is triggered by the fourth control signal; alternatively, the execution of the fourth core control algorithm strategy can be directly automatic without triggering by the fourth control signal.

[0070] 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 for unified management of 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 (front oxygen sensor diagnosis and rear oxygen sensor diagnosis), catalytic converter diagnosis, limp home function diagnosis, and fault management.

[0071] The fifth core control algorithm strategy integrates the OBD diagnosis strategy related to the engine controller, the diagnosis strategy of the engine controller, the diagnosis strategy of the vehicle controller, and / or the diagnosis strategy of the hybrid transmission controller, and the fault management, etc., to define the fault level and the fault handling mechanism. The component diagnosis: after the processor receives the fifth control signal, the processor diagnoses the components included in the hybrid electric vehicle based on the fifth core control algorithm strategy, for example, to determine whether the components included in the hybrid electric vehicle have faults. The fifth control signal can be the same as any one 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] The evaporative emission diagnosis: after the processor receives the fifth control signal, the processor diagnoses the gasoline vapor based on the fifth core control algorithm strategy to detect whether the fuel vapor has a leak. The oxygen sensor diagnosis: after the processor receives the fifth control signal, the processor diagnoses the oxygen sensor based on the fifth core control algorithm strategy. The catalyst diagnosis: after the processor receives the fifth control signal, the processor diagnoses the catalyst based on the fifth core control algorithm strategy. The limp-home function diagnosis: after the processor receives the fifth control signal, the processor diagnoses the limp-home function based on the fifth core control algorithm strategy. The fault management: after the processor receives the fifth control signal, the processor manages the faults of the hybrid electric vehicle based on the fifth core control algorithm strategy; for example, if the oxygen sensor has a fault, the processor prompts the driver to replace the oxygen sensor.

[0073] It should be noted that in the embodiments of the present application, the execution of the fifth core control algorithm strategy is triggered by the fifth control signal; alternatively, the execution of the fifth core control algorithm strategy can be triggered without the fifth control signal, but directly automatically executed.

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

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

[0076] It should be noted 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 application layer software (strategy algorithm); and the basic software control algorithm in the following belongs to bottom layer software.

[0077] 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 for safety detection and protection of the vehicle controller, the engine controller, and the hybrid transmission controller; the basic software control algorithm includes at least one control algorithm in torque detection and limit protection, fault level determination, and safety protection.

[0078] Torque detection and limit protection: after the processor receives the sixth control signal, the processor 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; in the case that the torque of the engine is not greater than the maximum torque, the current torque of the engine is maintained; in the case that the torque of the engine is greater than the maximum torque, the current torque of the engine is controlled 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 power automobile 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, the power system is protected based on the basic software control algorithm.

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

[0080] Input and output service and drive: after the processor receives the sixth control signal, the input and output interface is served based on the basic software control algorithm. Memory service and drive: after the processor receives the sixth control signal, the memory is managed based on the basic software control algorithm. Communication service and drive: after the processor receives the sixth control signal, the communication service is managed based on the basic software control algorithm. System service: after the processor receives the sixth control signal, the system service is performed based on the basic software control algorithm. Processor drive: after the processor receives the sixth control signal, the processor is driven based on the basic software control algorithm. Complex drive: after the processor receives the sixth control signal, the complex component is driven based on the basic software control algorithm.

[0081] It should be noted that in the embodiments 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 can also not be triggered by the sixth control signal, but be directly automatically executed.

[0082] In the embodiments of the present application, the unification of fault diagnosis and management, functional safety, torque architecture and interface, controller basic software, and information security software is realized by setting the common fourth core control algorithm strategy, the fifth core control algorithm strategy and the sixth core algorithm control strategy. The five innovations have the following points:

[0083] 1. Internal signal interaction, reducing CAN load rate and improving CAN signal stability.

[0084] 2. Unified management, unified definition, and unified standard, which is more conducive to calibration quality control.

[0085] 3. Unified modularization, eliminating redundancy, which is conducive to code efficiency improvement.

[0086] 4. Unified interface signal definition, reducing error rate and improving signal interaction accuracy.

[0087] 5. Internal signal interaction, improving 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 application, the cost can be saved by more than 50% from the independent controller to the three-in-one power domain controller. However, due to the increase in the amount of code, the selection of the processor chip hardware needs to be fully evaluated, and the code efficiency is improved as much as possible to reduce the demand for processor memory and reduce the operation load rate of the processor. The most important implementation scheme is to convert the variable in the control strategy model from floating-point to fixed-point. For example, taking the engine speed as the first control signal, the embodiment of the application defines the variable name, variable type (input), variable description, variable data type (fixed-point), variable maximum and minimum value range, and variable unit. Among them, the variable naming specification, data type and scaling library, and modeling standard of the strategy algorithm are innovatively established to ensure the efficiency of the software code. The system software is written into the power domain controller hardware, and system-level testing and vehicle calibration are performed; through reliability verification, the product of the power domain controller is formed.

[0089] The embodiment of the application further provides a computer readable storage medium, which stores at least one program code, and the at least one program code is loaded and executed by a processor to implement the operation performed by the power domain controller in any of the above-mentioned implementation manners. Optionally, the storage medium can be a non-transitory computer readable storage medium, for example, the non-transitory 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, an optical data storage device, and the like.

[0090] The embodiment of the application further 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 operation performed by the power domain controller in each of the above-mentioned embodiments.

[0091] In some embodiments, the computer program product related to the embodiment of the application can be deployed on a vehicle body domain controller for execution, or on multiple vehicle body domain controllers located in one place for execution, or on multiple vehicle body domain controllers distributed in multiple places and interconnected through a communication network for execution. The multiple vehicle body domain controllers distributed in multiple places and interconnected through a communication network can constitute a blockchain system.

[0092] Those skilled in the art can understand that all or part of the steps of the above-mentioned embodiments can be completed by hardware, or can be instructed to relevant hardware by a program. The program can be stored in a computer readable storage medium, and the storage medium mentioned above can be a read-only memory, a magnetic disk or an optical disk, etc.

[0093] The above merely describes the technical solutions of the present application for the convenience of those skilled in the art, 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 by, The power domain controller is applied to a hybrid vehicle and is used for controlling a power system of the hybrid vehicle, wherein the power system comprises an engine and a hybrid transmission; the power domain controller integrates a vehicle controller, an engine controller and a hybrid transmission controller of the hybrid 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 respectively; The first input-output interface is used for transmitting a first control signal with the processor, wherein the first control signal is used for calling a control function of the vehicle controller; The second input-output interface is used for transmitting a second control signal with the processor, wherein the second control signal is used for calling a control function of the engine controller; The third input-output interface is used for transmitting a third control signal with the processor, wherein the third control signal is used for calling a control function of the hybrid transmission controller; The processor comprises a first core control algorithm strategy corresponding to the vehicle controller, and the first core control algorithm strategy comprises at least one strategy of target gear calculation, energy management, power-on and power-off management, electric quantity management, thermal management and vehicle state management.

2. The power domain controller of claim 1, wherein, The power domain controller further comprises a controller area network (CAN) network interface, and the processor is electrically connected with the CAN network interface; The CAN network interface is electrically used for signal interaction between the processor and other components of the hybrid vehicle.

3. The power domain controller of claim 2, wherein, The CAN network interface comprises 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 electrically connected with the processor; The first CAN network interface is used for the processor to interact 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 interact a second vehicle signal with other components of the hybrid vehicle, wherein the second vehicle signal is a signal with a data transmission rate lower than the preset rate; The third CAN network interface is used for the processor to interact a third vehicle signal with other components of the hybrid vehicle, wherein the third vehicle signal is used for calibrating fault diagnosis information of the processor.

4. The power domain controller of claim 1, wherein, The processor comprises a second core control algorithm strategy corresponding to the engine controller, and the second core control algorithm strategy comprises at least one control strategy of injection control, intake control, ignition control, valve phase VVT control, turbocharger control, knock control, fuel evaporation control and engine torque control.

5. The power domain controller of claim 1, wherein, The processor comprises a third core control algorithm strategy corresponding to the hybrid transmission controller, and the third core control algorithm strategy comprises at least one control strategy in gear control, hydraulic control, clutch control, synchronizer control, work load POD control and system protection.

6. The power domain controller of any one of claims 1-5, wherein, The processor further comprises a fourth core control algorithm strategy corresponding to functional safety, which is used for unified management of the vehicle controller, the engine controller and the hybrid transmission controller. The fourth core control algorithm strategy comprises at least one control strategy in wheel end torque calculation, driver demand torque calculation, torque distribution and coordination, torque limitation and detection, cruise and speed limit.

7. The power domain controller of any one of claims 1-5, wherein, The processor further comprises a fifth core control algorithm strategy corresponding to diagnosis and fault management, which is used for unified management of the vehicle controller, the engine controller and the hybrid transmission controller. The fifth core control algorithm strategy comprises at least one control strategy in component diagnosis, evaporative emission diagnosis, oxygen sensor diagnosis, catalytic converter diagnosis, limp home function diagnosis and fault management.

8. The power domain controller of any one of claims 1-5, wherein, The processor further comprises a basic software control algorithm corresponding to safety detection and functional safety, which is used for safety detection and protection of the vehicle controller, the engine controller and the hybrid transmission controller. The basic software control algorithm comprises at least one control algorithm in torque detection and limitation protection, fault level determination and safety protection.

9. The power domain controller of claim 1, wherein, 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 points.

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