Starting torque distribution method and device of hybrid electric vehicle, vehicle and medium

Abstract

The invention relates to a starting torque distribution method and device of a hybrid electric vehicle, the vehicle and a medium, and the method comprises the steps that under the condition that the vehicle is in a low-temperature starting working condition, a first initial distribution target torque of an engine of the vehicle and a second initial distribution target torque of a motor of the vehicle are determined based on current state parameters of the vehicle, the engine and the motor are respectively controlled to lift the output torque; determining a dynamic torque demand and a power generation torque demand of the vehicle based on the current state parameter, and obtaining a first final target torque of the engine and a second final target torque of the motor according to the dynamic torque demand, the power generation torque demand, the actual torque of the engine and the maximum limit discharge power of the motor under the low-temperature starting working condition, and the starting torque is distributed. Therefore, the technical problems that in the related technology, when a P2-configuration hybrid vehicle is controlled through a starting clutch in the starting process, it is difficult to guarantee the control precision of the clutch combining process in the low-temperature environment, the smoothness of the vehicle starting process is poor, and the driving experience of a user is affected are solved.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a method, device, vehicle and medium for distributing starting torque of a hybrid electric vehicle. Background Art

[0002] The single-motor P2 configuration retains the transmission of traditional vehicles, and the driving modes can be divided into pure electric mode and hybrid mode. Compared with traditional vehicles, it has the advantages of better economy and stronger power. In the torque path control of the power system of the P2 configuration hybrid vehicle, the VCU (Vehicle Control Unit) serves as the hub to issue instructions to the ECU (Engine Control Unit), TCU (Transmission Control Unit) and MCU (Motor Control Unit) and perform coordinated control.

[0003] In the related technology, the P2-configuration hybrid-specific transmission is generally not equipped with a torque converter, and a starting clutch is used for control during the starting process. In an extremely low temperature environment, the combustion stability of the engine is poor, and the viscosity of the transmission oil is high, and the control accuracy during the clutch engagement process is difficult to ensure. Therefore, the smoothness of the entire starting process is poor, and it is easy to produce a feeling of falling and stirring, which has a serious impact on the overall driving performance of the vehicle and needs to be improved. Summary of the invention

[0004] The present application provides a starting torque distribution method, device, vehicle and medium for a hybrid vehicle to solve the technical problem in the related art that a hybrid vehicle with a P2 configuration uses a starting clutch for control during the starting process, and it is difficult to ensure the control accuracy of the clutch engagement process in a low temperature environment, resulting in poor smoothness of the vehicle starting process and affecting the user's driving experience.

[0005] A first aspect of the present application provides a method for distributing starting torque of a hybrid vehicle, comprising the following steps: when the vehicle is in a low-temperature starting condition, determining a first initial distributed target torque of the engine and a second initial distributed target torque of the motor of the vehicle based on current state parameters of the vehicle; controlling the engine and the motor to increase output torque based on the first initial distributed target torque and the second initial distributed target torque; determining a dynamic torque demand and a power generation torque demand of the vehicle based on the current state parameters, and obtaining a first final target torque of the engine and a second final target torque of the motor according to the dynamic torque demand, the power generation torque demand, the actual torque of the engine and the maximum limited discharge power of the motor under the low-temperature starting condition, so as to use the first final target torque and the second final target torque for starting torque distribution.

[0006] Optionally, in one embodiment of the present application, the first final target torque of the engine and the second final target torque of the motor are obtained according to the dynamic torque demand, the power generation torque demand, the actual torque of the engine and the maximum limited discharge power of the motor under the low-temperature starting condition, including: calculating the output demand torque of the motor based on the dynamic torque demand, the power generation torque demand and the actual torque; obtaining the maximum discharge capacity of the motor under the low-temperature starting condition based on the maximum limited discharge power; judging whether the motor meets a preset response condition based on the output demand torque and the maximum discharge capacity; if the motor does not meet the preset response condition, calculating the corresponding engine compensation torque based on the output demand torque and the maximum discharge capacity, and obtaining the first final target torque based on the engine compensation torque, and obtaining the second final target torque based on the maximum discharge capacity, otherwise, obtaining the first final target torque based on the first initial allocated target torque, and obtaining the second final target torque based on the output demand torque.

[0007] Optionally, in one embodiment of the present application, judging whether the motor meets a preset response condition based on the output demand torque and the maximum discharge capacity includes: calculating the maximum output torque of the motor based on a preset ratio and the maximum discharge capacity; judging whether the output demand torque is greater than the maximum output torque; if the output demand torque is greater than the maximum output torque, determining that the motor does not meet the preset response condition.

[0008] Optionally, in one embodiment of the present application, after using the first final target torque and the second final target torque to perform starting torque distribution, it also includes: using a preset torque economic zone to adjust the output torque of the engine, and when the output torque falls within the preset torque economic zone, performing driving torque distribution according to a preset driving torque distribution strategy.

[0009] Optionally, in one embodiment of the present application, before determining the first initial allocated target torque of the engine and the second initial allocated target torque of the motor of the vehicle based on the current state parameters of the vehicle, it also includes: obtaining the water temperature of the engine and the oil temperature of the transmission; judging whether the vehicle is in a cold state based on the water temperature and the oil temperature; if the vehicle is in the cold state, determining that the vehicle is in the low-temperature starting condition after the vehicle receives a throttle trigger signal.

[0010] A second aspect of the present application provides a starting torque distribution device for a hybrid vehicle, comprising: a determination module, for determining a first initial distribution target torque of the engine and a second initial distribution target torque of the motor of the vehicle based on current state parameters of the vehicle when the vehicle is in a low-temperature starting condition; a control module, for controlling the engine and the motor to increase the output torque based on the first initial distribution target torque and the second initial distribution target torque, respectively; a distribution module, for determining the dynamic torque demand and the power generation torque demand of the vehicle based on the current state parameters, and obtaining the first final target torque of the engine and the second final target torque of the motor according to the dynamic torque demand, the power generation torque demand, the actual torque of the engine and the maximum limited discharge power of the motor under the low-temperature starting condition, so as to use the first final target torque and the second final target torque for starting torque distribution.

[0011] Optionally, in one embodiment of the present application, the allocation module includes: a calculation unit, which is used to calculate the output demand torque of the motor based on the dynamic torque demand, the power generation torque demand and the actual torque; an acquisition unit, which is used to obtain the maximum discharge capacity of the motor under the low-temperature starting condition based on the maximum limited discharge power; a first judgment unit, which is used to judge whether the motor meets the preset response condition based on the output demand torque and the maximum discharge capacity; an allocation unit, which is used to calculate the corresponding engine compensation torque according to the output demand torque and the maximum discharge capacity when the motor does not meet the preset response condition, and obtain the first final target torque based on the engine compensation torque, and obtain the second final target torque based on the maximum discharge capacity, otherwise, obtain the first final target torque based on the first initial allocation target torque, and obtain the second final target torque based on the output demand torque.

[0012] Optionally, in one embodiment of the present application, the first judgment unit includes: a calculation subunit, used to calculate the maximum output torque of the motor based on a preset ratio and the maximum discharge capacity; a judgment subunit, used to judge whether the output demand torque is greater than the maximum output torque; and a judgment subunit, used to judge that the motor does not meet the preset response condition when the output demand torque is greater than the maximum output torque.

[0013] Optionally, in one embodiment of the present application, it also includes: a regulation module, which is used to adjust the output torque of the engine using a preset torque economic zone, and when the output torque falls within the preset torque economic zone, distributes the driving torque according to a preset driving torque distribution strategy.

[0014] Optionally, in one embodiment of the present application, it also includes: an acquisition unit for acquiring the water temperature of the engine and the oil temperature of the transmission; a second judgment unit for judging whether the vehicle is in a cold state based on the water temperature and the oil temperature; a determination unit for determining that the vehicle is in the low-temperature starting condition after the vehicle receives a throttle trigger signal when the vehicle is in the cold state.

[0015] A third aspect of the present application provides a vehicle, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the starting torque distribution method for a hybrid vehicle as described in the above embodiment.

[0016] A fourth aspect of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the starting torque distribution method for a hybrid vehicle as described in the above embodiment.

[0017] A fifth aspect of the present application provides a computer program product, including a computer program, which, when executed, is used to implement the above-mentioned starting torque distribution method for a hybrid vehicle.

[0018] In the embodiment of the present application, when the vehicle is in a low-temperature starting condition, the vehicle's engine and motor torques can be preliminarily distributed according to the vehicle's current state parameters to obtain a first initial distribution target torque of the engine and a second initial distribution target torque of the motor, and when the engine and motor are controlled to increase the output torque according to the preliminary distribution, the vehicle's dynamic torque demand and power generation torque demand are determined based on the current state parameters, and then the engine and motor torques are redistributed in combination with the dynamic torque demand, power generation torque demand, the actual torque of the engine and the maximum limited discharge power of the motor under the low-temperature starting condition, that is, the first final target torque of the engine and the second final target torque of the motor are obtained, so that the starting torque distribution is performed using the first final target torque and the second final target torque to adapt to the low-temperature starting condition, and the engine torque and the motor torque are adjusted according to the actual condition, so that the motor is preferentially used to drive the starting within the capacity of the motor, and the stability and smoothness of the starting are improved. Thus, the technical problem in the related art that a hybrid vehicle of the P2 configuration uses a starting clutch for control during the starting process, and it is difficult to ensure the control accuracy of the clutch engagement process under a low-temperature environment, resulting in poor smoothness of the vehicle starting process, which affects the user's driving experience.

[0019] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the following description of the embodiments in conjunction with the accompanying drawings, in which:

[0021] Figure 1 A flowchart of a method for distributing starting torque of a hybrid vehicle provided according to an embodiment of the present application;

[0022] Figure 2 It is a schematic diagram of the principle of a method for distributing starting torque of a hybrid vehicle according to an embodiment of the present application;

[0023] Figure 3 A schematic diagram of torque distribution principle in low temperature starting condition according to an embodiment of the present application;

[0024] Figure 4 This is a flow chart of a method for distributing starting torque of a hybrid vehicle according to an embodiment of the present application;

[0025] Figure 5 This is a schematic diagram of the performance results of a low-temperature 20% throttle stationary start according to an embodiment of the present application;

[0026] Figure 6 It is a structural schematic diagram of a starting torque distribution device of a hybrid vehicle provided according to an embodiment of the present application;

[0027] Figure 7 It is a schematic diagram of the structure of a vehicle provided according to an embodiment of the present application. DETAILED DESCRIPTION

[0028] The embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0029] The following describes the starting torque distribution method, device, vehicle and medium of the hybrid vehicle of the embodiment of the present application with reference to the accompanying drawings. In view of the technical problem that in the related technology mentioned in the above background technology, the hybrid vehicle of P2 configuration uses a starting clutch for control during the starting process, and it is difficult to ensure the control accuracy of the clutch engagement process in a low temperature environment, resulting in poor smoothness of the vehicle starting process and affecting the user's driving experience, the present application provides a starting torque distribution method for a hybrid vehicle, in which the vehicle's engine and motor torques can be preliminarily distributed according to the current state parameters of the vehicle when the vehicle is in a low-temperature starting condition, to obtain a first initial distribution target torque of the engine and a second initial distribution target torque of the motor, and then the engine and motor are controlled according to the preliminary distribution. When the output torque is increased, the vehicle's dynamic torque demand and power generation torque demand are determined based on the current state parameters, and then the torque of the engine and the motor are redistributed in combination with the dynamic torque demand, power generation torque demand, the actual torque of the engine and the maximum limited discharge power of the motor under low-temperature starting conditions, that is, the first final target torque of the engine and the second final target torque of the motor are obtained, so that the starting torque is distributed using the first final target torque and the second final target torque to adapt to the low-temperature starting conditions, and the engine torque and the motor torque are adjusted according to the actual conditions, so that the motor is used to drive the start first within the capacity of the motor, and the stability and smoothness of the start are improved. In this way, the technical problem in the related art that the hybrid vehicle of the P2 configuration uses the starting clutch for control during the starting process, and it is difficult to ensure the control accuracy of the clutch engagement process in a low-temperature environment, resulting in poor smoothness of the vehicle starting process and affecting the user's driving experience is solved.

[0030] Specifically, Figure 1 A schematic flow chart of a method for distributing starting torque of a hybrid vehicle provided in an embodiment of the present application.

[0031] like Figure 1 As shown, the starting torque distribution method of the hybrid vehicle includes the following steps:

[0032] In step S101 , when the vehicle is in a low-temperature starting condition, a first initial distributed target torque of the engine and a second initial distributed target torque of the motor are determined based on current state parameters of the vehicle.

[0033] It is understandable that hybrid vehicles can combine two or more different power sources, such as engines and motors, and take advantage of the advantages of each power source, such as the continuous high power output capability of internal combustion engines and the zero emissions and low-speed high torque characteristics of electric motors, and select the most suitable power source according to different driving conditions or use both at the same time, so as to achieve energy conservation and emission reduction.

[0034] Among them, in hybrid vehicles, the motor can provide high torque at low speeds, which facilitates smooth starting and acceleration, and is beneficial for vehicles to travel on urban roads where driving conditions often need to change; the engine can work when the load is lowest and the efficiency is highest, and serve as additional power assistance to extend the vehicle's mileage, etc.

[0035] For automatic transmissions with starting clutches, such as dual-clutch automatic transmissions and P2-configured hybrid transmissions, there are two main control methods for starting from the spot: one is torque-controlled starting, that is, after the user steps on the accelerator, the power source outputs a fixed torque according to the set drive torque spectrum, and the transmission controls the clutch oil pressure in real time, monitors the speed increase during the starting process, and achieves a smooth start; the other is speed-controlled starting, that is, after the user steps on the accelerator, the TCU sends the target speed and controls the oil pressure according to the received torque signal. No additional control is required, and the VCU or ECU performs torque regulation to ensure that the actual speed fits the target speed and achieves a smooth start. In theory, speed-controlled starting has more advantages than torque-controlled starting due to the stability of clutch torque transmission. However, speed-controlled starting requires a high accuracy of the torque signal, otherwise, once the speed drops during the starting process, it will affect the starting effect.

[0036] However, under low-temperature starting conditions, the temperature limits the output of the motor, and the engine may be required to provide power assistance. Therefore, in order to ensure smooth starting, the embodiment of the present application can first detect whether the vehicle is in a low-temperature starting condition, and when in a low-temperature starting condition, perform preliminary torque distribution between the engine and the motor.

[0037] In the hybrid driving state, the VCU needs to determine the demand for vehicle power according to the user's operation, determine and filter the driving performance based on the accelerator pedal pulse spectrum, and then output the torque signal for controlling the clutch oil pressure to the transmission. The VCU distributes the required torque to the MCU and ECU, which are executed by the motor and the engine respectively. The core lies in the torque distribution of the engine by the HCU torque distribution module. When the vehicle is in a low-temperature cold state, when the user steps on the accelerator to enter the driving state from the idle state, the torque distributed by the HCU to the ECU takes the actual engine torque at the time of driving as the initial value, and obtains the initial distribution target torque according to the throttle opening and temperature signal. The transition is made from the initial value to the target value at a fixed rate. The setting principle of the initial distribution target torque is that the lower the temperature and the smaller the throttle opening, the smaller the value distributed to the engine. Try to reduce the demand for engine torque in the starting condition, and reduce the impact of poor engine torque tracking and low precision in low-temperature conditions on the starting smoothness.

[0038] Optionally, in one embodiment of the present application, before determining the first initial distributed target torque of the vehicle's engine and the second initial distributed target torque of the motor based on the vehicle's current state parameters, it also includes: obtaining the water temperature of the engine and the oil temperature of the transmission; judging whether the vehicle is in a cold state based on the water temperature and the oil temperature; if the vehicle is in a cold state, determining that the vehicle is in a low-temperature starting condition after the vehicle receives a throttle trigger signal.

[0039] Among them, the HCU can determine whether the vehicle is in a cold state based on real-time engine water temperature, oil temperature and other information. When the vehicle is in a cold state, when the user steps on the accelerator to enter the driving state from the idle state, it is determined that the vehicle is in a low-temperature starting condition.

[0040] In step S102 , the engine and the motor are controlled to increase output torque based on the first initial distributed target torque and the second initial distributed target torque.

[0041] After the first initial distributed target torque and the second initial distributed target torque are obtained, the engine and the motor may be controlled to transition from the initial value to the target value at a certain rate.

[0042] In step S103, the vehicle's dynamic torque demand and power generation torque demand are determined based on current state parameters, and the first final target torque of the engine and the second final target torque of the motor are obtained according to the dynamic torque demand, power generation torque demand, the actual torque of the engine and the maximum limited discharge power of the motor under low-temperature starting conditions, so as to use the first final target torque and the second final target torque for starting torque distribution.

[0043] It is understandable that when the vehicle is starting, although the engine torque transitions from the initial value to the target value at a certain rate, the actual torque will deviate from the target value. Therefore, when performing secondary distribution, the embodiment of the present application needs to consider the actual torque of the engine.

[0044] As a possible implementation method, the embodiment of the present application can determine the dynamic torque demand and real-time power generation demand of the starting condition based on user operations in real time, such as the degree of depression of the user's accelerator pedal, the electrical equipment turned on by the user (such as air conditioning, etc.), and perform secondary torque distribution based on the dynamic torque demand, power generation torque demand, the actual torque of the engine and the maximum limited discharge power of the motor under low-temperature starting conditions to ensure starting smoothness and power under low-temperature starting conditions.

[0045] Optionally, in one embodiment of the present application, a first final target torque of the engine and a second final target torque of the motor are obtained according to the dynamic torque demand, the power generation torque demand, the actual torque of the engine and the maximum limited discharge power of the motor under low-temperature starting conditions, including: calculating the output demand torque of the motor based on the dynamic torque demand, the power generation torque demand and the actual torque; obtaining the maximum discharge capacity of the motor under low-temperature starting conditions based on the maximum limited discharge power; judging whether the motor meets a preset response condition based on the output demand torque and the maximum discharge capacity; if the motor does not meet the preset response condition, calculating the corresponding engine compensation torque according to the output demand torque and the maximum discharge capacity, and obtaining the first final target torque based on the engine compensation torque, and obtaining the second final target torque based on the maximum discharge capacity, otherwise, obtaining the first final target torque based on the first initial allocated target torque, and obtaining the second final target torque based on the output demand torque.

[0046] Furthermore, the embodiment of the present application can determine the dynamic torque demand of the starting condition and the real-time power generation demand in real time according to the user's operation, subtract the actual torque of the engine, and obtain the output demand torque of the motor.

[0047] Among them, the proportion of the motor's maximum capacity needs to be determined based on the current maximum discharge power of the battery. The discharge capacity of the battery at low temperatures is greatly affected. The lower the discharge capacity, the lower the above ratio. When the driving torque demand is large, the engine torque should be enabled as soon as possible to ensure that the power response meets user expectations.

[0048] The embodiment of the present application can obtain the corresponding maximum discharge capacity according to the maximum limited discharge power of the motor under low-temperature starting conditions, so as to determine whether the maximum discharge capacity can support the motor to output the above-mentioned output required torque. When it cannot be supported, it is determined that the preset corresponding conditions are not met, so that the torque part that cannot be met by the motor, such as the torque exceeding a certain proportion of the maximum discharge capacity, is redistributed to the engine, thereby obtaining the corresponding first final target torque and the second final target torque.

[0049] Optionally, in one embodiment of the present application, whether the motor meets the preset response conditions is determined based on the output demand torque and the maximum discharge capacity, including: calculating the maximum output torque of the motor based on a preset ratio and the maximum discharge capacity; determining whether the output demand torque is greater than the maximum output torque; if the output demand torque is greater than the maximum output torque, determining that the motor does not meet the preset response conditions.

[0050] In the actual implementation process, the maximum output torque is the maximum torque that the motor can output under low-temperature starting conditions. The embodiment of the present application can use the maximum discharge capacity under a certain proportion as the maximum output torque for judging whether the motor can output according to the output demand torque. When the output demand torque is greater than the maximum output torque, it is determined that the motor does not meet the preset response conditions.

[0051] The preset ratio can be set by those skilled in the art according to actual conditions and is not specifically limited here.

[0052] Optionally, in one embodiment of the present application, after using the first final target torque and the second final target torque to perform starting torque distribution, it also includes: using a preset torque economy zone to adjust the output torque of the engine, and when the output torque falls within the preset torque economy zone, performing driving torque distribution according to a preset driving torque distribution strategy.

[0053] After the starting process is completed, that is, after the transmission starting clutch is fully synchronized, in the embodiment of the present application, the torque demand allocated by the HCU to the ECU transitions from the current value to a certain torque economic zone, such as operating in the optimal economic zone, to improve fuel economy during driving.

[0054] Among them, the preset torque economic zone can be set accordingly by technical personnel in this field according to actual conditions, and no specific limitation is made here.

[0055] Combination Figures 2 to 5 As shown, the working principle of the starting torque distribution method of the hybrid vehicle according to the embodiment of the present application is described in detail by taking an embodiment as an example.

[0056] The working principle of the embodiment of the present application can be as follows: Figure 2 As shown, the torque distribution principle for low temperature starting conditions can be as follows Figure 3 As shown, the VCU torque control process can be as follows Figure 4 shown.

[0057] In the hybrid driving state, the VCU needs to determine the demand for vehicle power based on the user's operation, determine and filter the driving performance based on the accelerator pedal pulse spectrum, and then output a torque signal to the transmission to control the clutch engagement oil pressure.

[0058] Step S401: The VCU determines that the vehicle is in a cold state based on the engine coolant temperature and the transmission oil temperature detected by the sensor.

[0059] Step S402: The VCU outputs a first initial distribution target torque and a second initial distribution target torque based on the vehicle component status and user operation and according to the starting torque distribution principle.

[0060] VCU distributes the required torque to MCU and ECU, which are executed by the motor and engine respectively. The core lies in the torque distribution of the engine by the HCU torque distribution module. When the vehicle is in a low-temperature cold state, when the user steps on the accelerator to enter the driving state from the idle state, the torque distributed by the HCU to the ECU takes the actual torque of the engine at the moment of driving as the initial value, and obtains the initial distribution target torque according to the throttle opening and temperature signal, that is, the first initial distribution target torque of the engine and the second initial distribution target torque of the motor, and transitions from the initial value to the target value at a fixed rate. The setting principle of the initial distribution target torque is that the lower the temperature and the smaller the throttle opening, the smaller the value distributed to the engine, and the demand for engine torque is reduced as much as possible in the starting condition, so as to reduce the impact of poor torque followability and low precision of the engine under low-temperature conditions on the starting smoothness.

[0061] Step S403: Based on the capability of the electric drive system, the VCU outputs a first final target torque and a second final target torque.

[0062] The embodiment of the present application can determine the starting condition dynamic torque demand and the real-time power generation demand in real time based on user operations, subtract the real-time actual torque value of the engine, and obtain the output torque required by the motor. When the required torque of the motor exceeds a certain proportion of the current maximum capacity of the motor, this part of the torque demand is redistributed to the engine for response, thereby obtaining the first final target torque of the engine and the second final target torque of the motor.

[0063] Among them, the proportion of the motor's maximum capacity needs to be determined based on the current maximum discharge power of the battery. The discharge capacity of the battery at low temperatures is greatly affected. The lower the discharge capacity, the lower the above ratio. When the driving torque demand is large, the engine torque should be enabled as soon as possible to ensure that the power response meets user expectations.

[0064] Step S404: After starting, the engine and motor control torque transition to a conventional distribution method.

[0065] After the starting process is completed and the transmission starting clutch is fully synchronized, the torque demand allocated by the HCU to the ECU transitions from the current value to the optimal economic zone, thereby improving fuel economy during driving.

[0066] In summary, the HCU first identifies that the vehicle is in a cold state through signals such as the engine coolant temperature and transmission oil temperature measured by sensors. When the user shifts gears and steps on the accelerator to enter the driving condition, the engine target torque and the motor target torque are preliminarily allocated according to the status of vehicle components and user operations, and then the output torque of the motor is limited according to the current torque capacity of the electric drive system. Finally, the final torque requirements of the engine and motor are obtained. After starting, the engine torque is controlled to transition to the optimal economic zone and enter the conventional torque control and distribution method.

[0067] Furthermore, if Figure 5 As shown in the figure, taking the low-temperature starting condition with 20% throttle as an example, when the user steps on the accelerator, the TCU sends the target speed for starting, and the VCU outputs the driver's required torque. As the torque operated by the user increases, the engine's required torque is maintained at a low and stable value, and the motor's target torque increases, achieving a stable torque output. The engine speed matches the target speed sent by the TCU well, ensuring the smoothness of the start. When the starting condition is completed, it can be seen from the torque control mode switching sign that the engine torque demand and the motor target torque begin to change, transitioning to the conventional torque distribution mode, achieving good engine fuel economy.

[0068] According to the starting torque distribution method of the hybrid vehicle proposed in the embodiment of the present application, when the vehicle is in a low-temperature starting condition, the initial distribution of the engine and motor torque of the vehicle can be performed according to the current state parameters of the vehicle, and the first initial distribution target torque of the engine and the second initial distribution target torque of the motor can be obtained. When the engine and the motor are controlled to increase the output torque according to the initial distribution, the dynamic torque demand and the power generation torque demand of the vehicle are determined based on the current state parameters, and then the torque of the engine and the motor are redistributed in combination with the dynamic torque demand, the power generation torque demand, the actual torque of the engine and the maximum limited discharge power of the motor under the low-temperature starting condition, that is, the first final target torque of the engine and the second final target torque of the motor are obtained, so that the starting torque distribution is performed using the first final target torque and the second final target torque to adapt to the low-temperature starting condition, and the engine torque and the motor torque are adjusted according to the actual condition, so that the motor is preferentially used to drive the starting within the capacity of the motor, and the stability and smoothness of the starting are improved. Therefore, the technical problem in the related art that the hybrid vehicle of the P2 configuration uses the starting clutch for control during the starting process, it is difficult to ensure the control accuracy of the clutch engagement process under the low-temperature environment, resulting in poor smoothness of the vehicle starting process, affecting the driving experience of the user.

[0069] Next, the starting torque distribution device of a hybrid vehicle proposed in accordance with an embodiment of the present application will be described with reference to the accompanying drawings.

[0070] Figure 6 It is a block diagram of a starting torque distribution device for a hybrid vehicle according to an embodiment of the present application.

[0071] like Figure 6 As shown, the starting torque distribution device 10 of the hybrid vehicle includes: a determination module 100 , a control module 200 and a distribution module 300 .

[0072] Specifically, the determination module 100 is used to determine a first initial distributed target torque of the engine and a second initial distributed target torque of the motor of the vehicle based on current state parameters of the vehicle when the vehicle is in a low-temperature starting condition.

[0073] The control module 200 is configured to control the engine and the motor to increase output torque based on the first initial distributed target torque and the second initial distributed target torque.

[0074] The allocation module 300 is used to determine the vehicle's dynamic torque demand and power generation torque demand based on current state parameters, and to obtain the first final target torque of the engine and the second final target torque of the motor according to the dynamic torque demand, power generation torque demand, the actual torque of the engine and the maximum limited discharge power of the motor under low-temperature starting conditions, so as to use the first final target torque and the second final target torque to perform starting torque allocation.

[0075] Optionally, in one embodiment of the present application, the allocation module 300 includes: a calculation unit, an acquisition unit, a first judgment unit and an allocation unit.

[0076] The calculation unit is used to calculate the output torque requirement of the motor based on the dynamic torque requirement, the power generation torque requirement and the actual torque.

[0077] The acquisition unit is used to obtain the maximum discharge capacity of the motor under low temperature starting conditions based on the maximum limited discharge power.

[0078] The first judgment unit is used to judge whether the motor meets a preset response condition based on the output required torque and the maximum discharge capacity.

[0079] The allocation unit is used to calculate the corresponding engine compensation torque according to the output demand torque and the maximum discharge capacity when the motor does not meet the preset response conditions, and obtain the first final target torque based on the engine compensation torque and the second final target torque based on the maximum discharge capacity; otherwise, the first final target torque is obtained based on the first initial allocation target torque and the second final target torque is obtained based on the output demand torque.

[0080] Optionally, in one embodiment of the present application, the first judgment unit includes: a calculation subunit, a judgment subunit and a determination subunit.

[0081] Among them, the calculation subunit is used to calculate the maximum output torque of the motor based on a preset ratio and a maximum discharge capacity.

[0082] The judging subunit is used to judge whether the output demand torque is greater than the maximum output torque.

[0083] The determination subunit is used to determine that the motor does not meet the preset response condition when the output demand torque is greater than the maximum output torque.

[0084] Optionally, in one embodiment of the present application, the starting torque distribution device 10 of the hybrid vehicle further includes: a regulating module.

[0085] The regulating module is used to regulate the output torque of the engine using the preset torque economic zone, and to distribute the driving torque according to the preset driving torque distribution strategy when the output torque falls within the preset torque economic zone.

[0086] Optionally, in one embodiment of the present application, the starting torque distribution device 10 of the hybrid vehicle further includes: an acquisition unit, a second judgment unit and a determination unit.

[0087] The acquisition unit is used to acquire the water temperature of the engine and the oil temperature of the transmission.

[0088] The second judgment unit is used to judge whether the vehicle is in a cold state based on the water temperature and the oil temperature.

[0089] The determination unit is used to determine that the vehicle is in a low-temperature starting condition after the vehicle receives a throttle trigger signal when the vehicle is in a cold state.

[0090] It should be noted that the above explanation of the embodiment of the method for distributing the starting torque of a hybrid vehicle is also applicable to the starting torque distribution device of the hybrid vehicle of this embodiment, and will not be repeated here.

[0091] According to the starting torque distribution device of the hybrid vehicle proposed in the embodiment of the present application, when the vehicle is in a low-temperature starting condition, the initial distribution of the engine and motor torque of the vehicle can be performed according to the current state parameters of the vehicle, and the first initial distribution target torque of the engine and the second initial distribution target torque of the motor can be obtained. When the engine and the motor are controlled to increase the output torque according to the initial distribution, the dynamic torque demand and the power generation torque demand of the vehicle are determined based on the current state parameters, and then the torque of the engine and the motor are redistributed in combination with the dynamic torque demand, the power generation torque demand, the actual torque of the engine and the maximum limited discharge power of the motor under the low-temperature starting condition, that is, the first final target torque of the engine and the second final target torque of the motor are obtained, so that the starting torque distribution is performed using the first final target torque and the second final target torque to adapt to the low-temperature starting condition, and the engine torque and the motor torque are adjusted according to the actual condition, so that the motor is preferentially used to drive the starting within the capacity of the motor, and the stability and smoothness of the starting are improved. Therefore, the technical problem in the related art that the hybrid vehicle of the P2 configuration uses the starting clutch for control during the starting process, it is difficult to ensure the control accuracy of the clutch engagement process under the low-temperature environment, resulting in poor smoothness of the vehicle starting process, affecting the driving experience of the user.

[0092] Figure 7 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application. The vehicle may include:

[0093] A memory 701 , a processor 702 , and a computer program stored in the memory 701 and executable on the processor 702 .

[0094] When the processor 702 executes the program, the starting torque distribution method for the hybrid vehicle provided in the above embodiment is implemented.

[0095] Furthermore, the vehicle also includes:

[0096] The communication interface 703 is used for communication between the memory 701 and the processor 702 .

[0097] The memory 701 is used to store computer programs that can be executed on the processor 702 .

[0098] The memory 701 may include a high-speed RAM memory, and may also include a non-volatile memory (non-volatile memory), such as at least one disk memory.

[0099] If the memory 701, the processor 702 and the communication interface 703 are implemented independently, the communication interface 703, the memory 701 and the processor 702 can be connected to each other through a bus and communicate with each other. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component (PCI) bus or an Extended Industry Standard Architecture (EISA) bus. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 7 Only one thick line is used in the diagram, but this does not mean that there is only one bus or only one type of bus.

[0100] Optionally, in a specific implementation, if the memory 701, the processor 702 and the communication interface 703 are integrated on a chip, the memory 701, the processor 702 and the communication interface 703 can communicate with each other through an internal interface.

[0101] The processor 702 may be a central processing unit (CPU), or an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present application.

[0102] This embodiment further provides a computer-readable storage medium on which a computer program is stored. When the program is executed by a processor, the starting torque distribution method for a hybrid vehicle as described above is implemented.

[0103] The embodiment of the present application also provides a computer program product, including a computer program, which, when executed by a processor, implements the starting torque distribution method for a hybrid vehicle provided by the embodiment of the present invention.

[0104] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or N embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0105] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0106] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, fragment or portion of code comprising one or N executable instructions for implementing the steps of a custom logical function or process, and the scope of the preferred embodiments of the present application includes alternative implementations in which functions may not be performed in the order shown or discussed, including performing functions in a substantially simultaneous manner or in reverse order depending on the functions involved, which should be understood by technicians in the technical field to which the embodiments of the present application belong.

[0107] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as an ordered list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by an instruction execution system, device or apparatus (such as a computer-based system, a system including a processor, or other system that can fetch instructions from an instruction execution system, device or apparatus and execute instructions), or in combination with these instruction execution systems, devices or apparatuses. For the purpose of this specification, "computer-readable medium" can be any device that can contain, store, communicate, propagate or transmit a program for use by an instruction execution system, device or apparatus, or in combination with these instruction execution systems, devices or apparatuses. More specific examples of computer-readable media (a non-exhaustive list) include the following: an electrical connection with one or N wirings (electronic devices), a portable computer disk box (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), a fiber optic device, and a portable compact disk read-only memory (CDROM). In addition, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically by optically scanning the paper or other medium and then editing, interpreting or processing in other suitable ways as necessary and then storing it in a computer memory.

[0108] It should be understood that the various parts of the present application can be implemented by hardware, software, firmware or a combination thereof. In the above-mentioned embodiment, the N steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, it can be implemented by any one of the following technologies known in the art or their combination: a discrete logic circuit having a logic gate circuit for implementing a logic function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0109] A person skilled in the art may understand that all or part of the steps in the method for implementing the above-mentioned embodiment may be completed by instructing related hardware through a program, and the program may be stored in a computer-readable storage medium, which, when executed, includes one or a combination of the steps of the method embodiment.

[0110] In addition, each functional unit in each embodiment of the present application may be integrated into a processing module, or each unit may exist physically separately, or two or more units may be integrated into one module. The above-mentioned integrated module may be implemented in the form of hardware or in the form of a software functional module. If the integrated module is implemented in the form of a software functional module and sold or used as an independent product, it may also be stored in a computer-readable storage medium.

[0111] The storage medium mentioned above may be a read-only memory, a magnetic disk or an optical disk, etc. Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limiting the present application. A person of ordinary skill in the art may change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A method for distributing starting torque of a hybrid vehicle, characterized in that: The following steps are involved: When the vehicle is in a low-temperature starting condition, determining a first initial distributed target torque of the engine and a second initial distributed target torque of the motor of the vehicle based on current state parameters of the vehicle; Based on the first initial distribution target torque and the second initial distribution target torque, the engine and the motor are respectively controlled to increase output torque; Based on the current state parameters, the dynamic torque demand and the power generation torque demand of the vehicle are determined, and the first final target torque of the engine and the second final target torque of the motor are obtained according to the dynamic torque demand, the power generation torque demand, the actual torque of the engine and the maximum limited discharge power of the motor under the low-temperature starting condition, so as to use the first final target torque and the second final target torque for starting torque distribution.

2. The method according to claim 1, characterized in that The obtaining, according to the dynamic torque demand, the power generation torque demand, the actual torque of the engine and the maximum limited discharge power of the motor under the low temperature starting condition, a first final target torque of the engine and a second final target torque of the motor comprises: Calculating the output demand torque of the motor based on the dynamic torque demand, the power generation torque demand and the actual torque; Obtaining a maximum discharge capacity of the motor under the low temperature starting condition based on the maximum limited discharge power; Determining whether the motor meets a preset response condition based on the output required torque and the maximum discharge capacity; If the motor does not meet the preset response condition, the corresponding engine compensation torque is calculated according to the output demand torque and the maximum discharge capacity, and the first final target torque is obtained based on the engine compensation torque, and the second final target torque is obtained based on the maximum discharge capacity; otherwise, the first final target torque is obtained based on the first initial distributed target torque, and the second final target torque is obtained based on the output demand torque.

3. The method according to claim 2, characterized in that The determining whether the motor meets a preset response condition based on the output required torque and the maximum discharge capacity includes: Calculating the maximum output torque of the motor based on a preset ratio and the maximum discharge capacity; determining whether the output demand torque is greater than the maximum output torque; If the output demand torque is greater than the maximum output torque, it is determined that the motor does not meet the preset response condition.

4. The method according to claim 1, characterized in that: After the first final target torque and the second final target torque are used to distribute the starting torque, the method further includes: The output torque of the engine is adjusted using a preset torque economic zone, and when the output torque falls within the preset torque economic zone, driving torque distribution is performed according to a preset driving torque distribution strategy.

5. The method according to claim 1, characterized in that Before determining a first initial distributed target torque of the engine and a second initial distributed target torque of the motor of the vehicle based on the current state parameter of the vehicle, the method further includes: Acquire the water temperature of the engine and the oil temperature of the transmission; determining whether the vehicle is in a cold state based on the water temperature and the oil temperature; If the vehicle is in the cold vehicle state, after the vehicle receives the throttle trigger signal, it is determined that the vehicle is in the low-temperature starting condition.

6. A starting torque distribution device for a hybrid vehicle, characterized in that: include: a determination module, configured to determine, when the vehicle is in a low-temperature starting condition, a first initial distributed target torque of the engine and a second initial distributed target torque of the motor based on current state parameters of the vehicle; a control module, configured to control the engine and the motor to increase output torque respectively based on the first initial distribution target torque and the second initial distribution target torque; An allocation module is used to determine the dynamic torque demand and the power generation torque demand of the vehicle based on the current state parameters, and obtain the first final target torque of the engine and the second final target torque of the motor according to the dynamic torque demand, the power generation torque demand, the actual torque of the engine and the maximum limited discharge power of the motor under the low-temperature starting condition, so as to use the first final target torque and the second final target torque to perform starting torque allocation.

7. The device according to claim 6, characterized in that The allocation module comprises: a calculation unit, configured to calculate an output demand torque of the motor based on the dynamic torque demand, the power generation torque demand and the actual torque; an acquisition unit, configured to obtain a maximum discharge capacity of the motor under the low temperature starting condition based on the maximum limited discharge power; a judging unit, configured to judge whether the motor satisfies a preset response condition based on the output required torque and the maximum discharge capacity; an allocation unit, for calculating a corresponding engine compensation torque according to the output demand torque and the maximum discharge capacity when the motor does not satisfy the preset response condition, and obtaining the first final target torque based on the engine compensation torque, and obtaining the second final target torque based on the maximum discharge capacity; otherwise, obtaining the first final target torque based on the first initial allocation target torque, and obtaining the second final target torque based on the output demand torque.

8. The device according to claim 7, characterized in that The judging unit comprises: a calculation subunit, configured to calculate a maximum output torque of the motor based on a preset ratio and the maximum discharge capacity; a judging subunit, configured to judge whether the output demand torque is greater than the maximum output torque; The determination subunit is used to determine that the motor does not meet the preset response condition when the output demand torque is greater than the maximum output torque.

9. A vehicle, characterized in that: include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the starting torque distribution method for a hybrid vehicle as described in any one of claims 1 to 5.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: The program is executed by a processor to implement the starting torque distribution method for a hybrid vehicle as described in any one of claims 1 to 5.

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