Anti-slip control method and device for hybrid power system
By collecting the speed signals of the engine and ISG motor in real time, determining the real-time speed difference and determining the maximum torque capacity of the torsional vibration damper through the PID control algorithm, the problem of inability to effectively judge the reduction of torque capacity in the prior art is solved, and the vehicle driving stability and safety is guaranteed.
Patent Information
- Application Number
- CN202311541898.9
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2023-11-17
- Publication Date
- 2025-05-20
AI Technical Summary
The prior art cannot effectively determine the decrease in torque capacity by collecting signals from the torsional vibration damper, thereby affecting the driving stability and safety of the vehicle.
By collecting the speed signals of the engine and ISG motor in real time, determining the real-time speed difference, and determining the maximum torque capacity of the torsional vibration damper through the PID control algorithm, thereby torque limiting the output torque of the engine.
The torque capacity of the torsional vibration damper is estimated and controlled, which avoids the overload and slippage of the torsional vibration damper, and ensures the driving stability and safety of the vehicle.
Smart Images
Figure CN120020021A_ABST
Abstract
Description
Technical Field
[0001] The present application relates to the technical field of new energy vehicles, and particularly to an anti-slip control method and device for a hybrid system. Background Art
[0002] With the rapid development of science and technology, hybrid vehicles (vehicles driven by a combination of fuel and electricity) are becoming more and more widely used. The drive system of a hybrid vehicle (i.e., a hybrid system) is more complex than that of a fuel vehicle and a pure electric vehicle. For a hybrid system, torsional vibration control is particularly important, and torsional vibration control is achieved through a torsional damper of the hybrid system. The torsional damper consists of elastic elements and damping elements, etc. The elastic elements are used to avoid harmonic excitation; the damping elements are used to suppress the amplitude of torsional resonance.
[0003] Torque capacity is one of the important parameters of a torsional damper. The torque capacity can effectively control the range of transmitted torque. When the output torque exceeds the torque capacity, overload slip protection will occur. However, within the service life of the torsional damper, there may be a risk of water and oil ingress, resulting in a decrease in the torque capacity of the torsional damper. In the light case, it will lead to a decrease in the torque transmission capacity of the torsional damper, and the torque cannot be completely transmitted, resulting in an increase in the NVH (Noise, Vibration and Harshness, a general term for various indicators such as vehicle noise, vibration and comfort) of the vehicle, that is, an increase in noise and vibration, thus resulting in a decrease in comfort. In the severe case, it will lead to overheating of the torsional damper and even scrapping. The ISG motor speed regulation cannot start the engine normally, resulting in the vehicle losing power and possibly causing an accident, affecting the driving safety of the vehicle.
[0004] In the current technology, it is impossible to effectively judge the decrease in torque capacity by collecting signals of the torsional damper, thus it is impossible to avoid the impact on the stability and safety of vehicle driving. Summary of the Invention
[0005] Based on the above problems, the present application provides an anti-slip control method and device for a hybrid system, which can estimate the torque capacity of the torque damper and limit the transmitted torque of the hybrid system based on the estimated torque capacity, thereby ensuring the stability and safety of vehicle driving.
[0006] The embodiments of the present application disclose the following technical solutions:
[0007] In a first aspect, the present application provides an anti-slip control method for a hybrid system. The hybrid system includes an engine, an ISG motor and a torsional damper. The method includes:
[0008] Collecting the engine speed signal and the ISG motor speed signal in real time;
[0009] Based on the real-time collected engine speed signal and the ISG motor speed signal, determine the real-time speed difference between the engine and the ISG motor;
[0010] When the real-time speed difference is greater than a preset speed difference, determine the number of slips in real time based on the real-time speed difference;
[0011] When the number of slips determined in real time is less than a preset number of slips, determine the maximum torque capacity of the torsional damper based on the real-time speed difference through a PID control algorithm;
[0012] Based on the maximum torque capacity, perform torque limitation on the output torque of the engine.
[0013] Optionally, after the real-time collection of the engine speed signal and the ISG motor speed signal, the method further includes:
[0014] Based on the real-time collected engine speed signal and the ISG motor speed signal, determine whether the engine speed and the ISG motor speed meet the opening conditions;
[0015] The determining the real-time speed difference between the engine and the ISG motor based on the real-time collected engine speed signal and the ISG motor speed signal includes:
[0016] When it is determined that the engine speed and the ISG motor speed meet the opening conditions, then determine the real-time speed difference between the engine and the ISG motor based on the real-time collected engine speed signal and the ISG motor speed signal.
[0017] Optionally, the determining whether the engine speed and the ISG motor speed meet the opening conditions based on the real-time collected engine speed signal and the ISG motor speed signal includes:
[0018] Based on the real-time collected engine speed signal and the ISG motor speed signal, obtain the engine speed and the ISG motor speed;
[0019] Determine whether the engine speed reaches a first preset threshold;
[0020] When the engine speed reaches the first preset threshold, it is determined that the engine speed and the ISG motor speed meet the opening conditions;
[0021] When the engine speed does not reach the first preset threshold, then determine whether the ISG motor speed reaches a second preset threshold;
[0022] When the ISG motor speed reaches the second preset threshold, it is determined that the engine speed and the ISG motor speed meet the start-up condition;
[0023] When the ISG motor speed does not reach the second preset threshold, it is determined that the engine speed and the ISG motor speed do not meet the start-up condition.
[0024] Optionally, before determining the speed difference between the engine and the ISG motor based on the engine speed signal and the ISG motor speed signal collected in real time, the method further includes:
[0025] Filter the engine speed signal and the ISG motor speed signal.
[0026] Optionally, the real-time determination of the number of slips based on the real-time speed difference includes:
[0027] Based on the integration of the real-time speed difference over time, the current slip angle is obtained; based on the current slip angle, the number of slips is determined in real time;
[0028] or,
[0029] Based on the duration of the real-time speed difference, the number of slips is determined in real time; the duration of the real-time speed difference is the duration of the real-time speed difference being greater than the preset speed difference.
[0030] Optionally, after determining the number of slips in real time based on the real-time speed difference, the method further includes:
[0031] The number of slips determined in real time is stored again as the number of slips in history of the torsional vibration damper.
[0032] Optionally, after limiting the output torque of the engine based on the maximum torque capacity, the method further includes:
[0033] When the real-time speed difference is not greater than the preset speed difference, the historical slip times of the torsional vibration damper are gradually eliminated based on the duration of the real-time speed difference being not greater than the preset speed difference.
[0034] Optionally, the method further includes:
[0035] When all the historical slip times of the torsional vibration damper are eliminated, the torque limit on the output torque of the engine is released.
[0036] Optionally, the method further includes:
[0037] When the number of detected slips determined in real time is not less than a preset number of slips, a fault alarm is generated to prompt the driver and the vehicle after-sales department that the torsional damper has failed.
[0038] In a second aspect, the present application provides an anti-slip control device for a hybrid power system. The hybrid power system includes an engine, an ISG motor, and a torsional damper. The device includes:
[0039] A signal acquisition module for real-time acquisition of the engine speed signal and the ISG motor speed signal;
[0040] A speed difference determination module for determining a real-time speed difference between the engine and the ISG motor based on the real-time acquired engine speed signal and the ISG motor speed signal;
[0041] A slip determination module for determining the number of slips in real time based on the real-time speed difference when the real-time speed difference is greater than a preset speed difference;
[0042] A PID algorithm module for determining the maximum torque capacity of the torsional damper through a PID control algorithm based on the real-time speed difference when the number of slips determined in real time is less than a preset number of slips;
[0043] A torque limit module for torque-limiting the output torque of the engine based on the maximum torque capacity.
[0044] Optionally, the device further includes: an opening condition judgment module for judging whether the engine speed and the ISG motor speed meet the opening conditions based on the real-time acquired engine speed signal and the ISG motor speed signal; the speed difference determination module is specifically configured to determine the real-time speed difference between the engine and the ISG motor based on the real-time acquired engine speed signal and the ISG motor speed signal when it is determined that the engine speed and the ISG motor speed meet the opening conditions.
[0045] Optionally, the opening condition judgment module is specifically configured to obtain the engine speed and the ISG motor speed based on the real-time acquired engine speed signal and the ISG motor speed signal;
[0046] Judge whether the engine speed reaches a first preset threshold;
[0047] When the engine speed reaches the first preset threshold, it is determined that the engine speed and the ISG motor speed meet the opening conditions;
[0048] When the engine speed does not reach the first preset threshold, judge whether the ISG motor speed reaches a second preset threshold;
[0049] When the ISG motor speed reaches the second preset threshold, it is determined that the engine speed and the ISG motor speed meet the start-up condition;
[0050] When the ISG motor speed does not reach the second preset threshold, it is determined that the engine speed and the ISG motor speed do not meet the start-up condition.
[0051] Optionally, the device further includes: a signal filtering module, which is used to filter the engine speed signal and the ISG motor speed signal.
[0052] Optionally, the skidding determination module includes: a time dimension determination module and an angle dimension determination module.
[0053] Among them, the angle dimension determination module is used to obtain the current slip angle based on the integration of the real-time speed difference over time; based on the current slip angle, the number of slips is determined in real time.
[0054] Wherein, the time dimension determination module is used to determine the number of slips in real time based on the duration of the real-time speed difference; the duration of the real-time speed difference is the duration when the real-time speed difference is greater than the preset speed difference.
[0055] Optionally, the device further comprises: a historical slip storage module, which is used to store the number of slips determined in real time as the historical number of slips of the torsional vibration damper.
[0056] Optionally, the device further includes: a slip elimination module, which is used to gradually eliminate the historical slip times of the torsional vibration damper based on the duration of the real-time speed difference not being greater than the preset speed difference when the real-time speed difference is not greater than the preset speed difference.
[0057] Optionally, the device further comprises: a restriction release module, which is used to release the torque limit on the output torque of the engine when all the historical slip times of the torsional vibration damper are eliminated.
[0058] Optionally, the device further includes: an alarm generating module, which is used to generate a fault alarm when the number of slips determined in real time is not less than the preset number of slips, so as to indicate that the torsional vibration damper has a fault.
[0059] In a third aspect, the present application provides a vehicle, comprising the anti-skid control device of the hybrid power system disclosed in the second aspect; and capable of implementing the anti-skid control method of the hybrid power system provided in the first aspect.
[0060] Compared with the prior art, the present application has the following beneficial effects: Based on the speed difference between the engine and the ISG motor, the maximum torque capacity of the current torsional damper is determined through the PID control algorithm, and then the output torque of the engine is controlled based on the maximum torque capacity, so as to control the output torque of the engine not to exceed the maximum torque capacity of the torsional damper, thereby avoiding the slipping phenomenon of the torsional damper caused by the output torque of the engine exceeding the maximum torque capacity of the current torsional damper, and ensuring the stability and safety of vehicle driving. BRIEF DESCRIPTION OF THE DRAWINGS
[0061] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.
[0062] Figure 1 It is a schematic flowchart of a method for preventing slipping control of a hybrid power system provided by an embodiment of the present application;
[0063] Figure 2 It is a schematic flowchart of a method for judging the opening condition provided by an embodiment of the present application;
[0064] Figure 3 It is a schematic flowchart of another method for preventing slipping control of a hybrid power system provided by an embodiment of the present application;
[0065] Figure 4 It is a schematic structural diagram of a device for preventing slipping control of a hybrid power system provided by an embodiment of the present application. DETAILED DESCRIPTION OF THE EMBODIMENTS
[0066] As described above, for a hybrid power system, torsional vibration control is particularly important, and torsional vibration control is achieved through the torsional damper of the hybrid power system. Within the service life of the torsional damper, there may be a risk of water and oil ingress, resulting in a decrease in the torque capacity of the torsional damper. In the light case, it will lead to a decrease in the torque transmission capacity of the torsional damper, and the torque cannot be completely transmitted, resulting in an increase in the NVH (Noise, Vibration and Harshness, the general term for various indicators such as vehicle noise, vibration and comfort) of the vehicle, that is, an increase in noise and vibration, thereby leading to a decrease in comfort. In the severe case, it will lead to serious overheating of the torsional damper and even scrapping. The ISG motor (Integrated Starter Generator) speed regulation cannot normally start the engine, resulting in the vehicle losing power and possibly causing an accident, affecting the driving safety of the vehicle.
[0067] In the current technology, since the torsional damper does not include temperature sensors, Hall sensors, etc., it is impossible to judge the decrease in the torque capacity of the torsional damper by collecting signals of the torsional damper (for example: collecting temperature signals, Hall signals). Since it is impossible to estimate / judge the decrease in the torque capacity of the torsional damper, it is impossible to control the transmitted torque of the hybrid power system, thus unable to avoid the impact on the driving stability and safety of the vehicle. For example: when the torque capacity of the torsional damper decreases, the ISG motor still transmits a torque exceeding the decreased torque capacity of the torsional damper, resulting in the torsional damper generating slip protection and being unable to transmit the torque completely, leading to obvious slipping / loss of power phenomenon during the vehicle driving, thus affecting the driving stability and safety of the vehicle.
[0068] The present application provides an anti-slip control method for a hybrid power system, including: collecting the engine speed signal and the ISG motor speed signal in real time; determining the real-time speed difference between the engine and the ISG motor based on the collected engine speed signal and the ISG motor speed signal in real time; when the real-time speed difference is greater than the preset speed difference, determining the number of slips in real time based on the real-time speed difference; when the number of slips determined in real time is less than the preset number of slips, determining the maximum torque capacity of the torsional damper based on the real-time speed difference through the PID control algorithm; limiting the output torque of the engine based on the maximum torque capacity. When the number of slips is less than the preset number of slips, based on the speed difference between the engine and the ISG motor, the maximum torque capacity of the current torsional damper is determined through the PID control algorithm, and the output torque of the engine is controlled based on the maximum torque capacity, that is, controlling the output torque of the engine not to exceed the maximum torque capacity, so as to realize the control of the transmitted torque of the hybrid power system, thus avoiding the slip phenomenon of the torsional damper caused by the output torque of the engine exceeding the maximum torque capacity of the current torsional damper, and ensuring the driving stability and safety of the vehicle.
[0069] In order to enable those skilled in the art to better understand the solution of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present application.
[0070] Embodiment 1:
[0071] The following combines Figure 1 and Figure 2 , and details an anti-slip control method for a hybrid power system provided by the embodiments of the present application.
[0072] Among them, the hybrid power system includes an engine, an ISG motor, and a torsional damper. A slip prevention control method for a hybrid power system provided by an embodiment of the present application is applied to the situation where the ISG motor drives the engine through a torsional vibrator. For example, when the vehicle is in a charging working condition or a parallel driving working condition during driving (that is, when the ISG motor drives the engine and the engine drives the vehicle wheel end).
[0073] S101. Real-time collect the engine speed signal and the ISG motor speed signal.
[0074] Based on the real-time collected engine speed signal, the current engine speed can be determined; based on the real-time collected engine speed signal, the current ISG motor speed can be determined.
[0075] After real-time collecting the engine speed signal and the ISG motor speed signal, the method further includes: performing validity verification on the real-time collected engine speed signal and the ISG motor speed signal. When the validity verification fails, the slip prevention control method for a hybrid power system provided by an embodiment of the present application cannot be executed.
[0076] S102. Based on the real-time collected engine speed signal and the ISG motor speed signal, determine the real-time speed difference between the engine and the ISG motor.
[0077] Specifically, when the validity verification of the real-time collected engine speed signal and the ISG motor speed signal passes, based on the real-time collected engine speed signal and the ISG motor speed signal, determine the real-time speed difference between the engine and the ISG motor.
[0078] Further, in order to simplify the calculation difficulty of the real-time speed difference between the engine and the ISG motor, the engine speed signal and the ISG motor speed signal are pre-filtered to eliminate the communication lag and phase error of the engine speed signal and the ISG motor speed signal.
[0079] Further, between S101 and S102, the method further includes opening condition judgment. Specifically, based on the real-time collected engine speed signal and the ISG speed signal, judge whether the engine speed and the ISG engine speed meet the opening conditions. When the engine speed and the ISG engine speed meet the opening conditions, then perform S102. That is, when it is determined that the engine speed and the ISG motor speed meet the opening conditions, based on the real-time collected engine speed signal and the ISG motor speed signal, determine the real-time speed difference between the engine and the ISG motor.
[0080] For the convenience of understanding, the following combines Figure 2 to introduce in detail the specific process of the opening condition judgment.
[0081] S201. Based on the engine speed signal and the ISG motor speed signal collected in real time, obtain the engine speed and the ISG motor speed.
[0082] Specifically, analyze the engine speed signal collected in real time to obtain the engine speed; analyze the ISG motor speed signal collected in real time to obtain the ISG motor speed.
[0083] S202. Determine whether the engine speed reaches the first preset threshold.
[0084] When the engine speed reaches the first preset threshold, directly determine that the engine speed and the ISG motor speed meet the opening condition. Since the ISG motor transmits torque through the torsional damper, thus determining that the engine is rotating. Therefore, when the engine speed reaches the first preset threshold, it indicates that the entire hybrid power system is in a normal operating state, and thus meets the opening condition.
[0085] When the engine speed does not reach the first preset threshold, perform S203.
[0086] S203. Determine whether the ISG motor speed reaches the second preset threshold.
[0087] When the ISG motor speed reaches the second preset threshold, determine that the engine speed and the ISG motor speed meet the opening condition. Since when the ISG motor speed reaches the second preset threshold, it indicates that the ISG motor is in an operating state. At this time, the engine speed does not reach the first preset threshold, which indicates that the current torsional damper has a serious fault and cannot transmit torque to drive the engine to rotate normally.
[0088] When the ISG motor does not reach the second preset threshold, determine that the engine speed and the ISG motor speed do not meet the opening condition. At this time, the overall hybrid power system has not started / operated normally.
[0089] It should be noted that according to the actual situation, it can be known that the first preset threshold is less than the second preset threshold. In addition, the specific values of the first preset threshold and the second preset threshold are determined according to the models and hardware structures of the engine and the ISG motor, and are not specifically limited in this application.
[0090] S103. When the real-time speed difference is greater than the preset speed difference, determine the number of slip times in real time based on the real-time speed difference.
[0091] Among them, when the real-time speed difference is greater than the preset speed difference, it indicates that the torsional damper has generated slip protection and has not fully transmitted the output torque of the ISG motor to the engine. At this time, determine the number of slip times in real time based on the real-time speed difference.
[0092] In addition, when the real-time speed difference is not greater than the preset speed difference, it indicates that the torsional damper has not yet generated slip protection. At this time, the ISG motor still normally drives the engine through the torsional damper.
[0093] It should be noted that the preset speed difference can be determined according to the model of the torsional damper, the hardware parameters of the hybrid power system, etc., and the present application does not make specific limitations.
[0094] In a possible implementation manner, based on the integral of the real-time speed difference with respect to time, the current slip angle is obtained; based on the current slip angle, the slip times are determined in real time. For example: based on the integral of the real-time speed difference with respect to time, the current slip angle is 1080°, and the preset slip angle generated by one slip is 360°. At this time, the slip times determined in real time are 1080° / 360° = 3 times.
[0095] In a possible implementation manner, based on the duration of the real-time speed difference, the slip times are determined in real time, where the duration of the real-time speed difference is the duration when the real-time speed difference is greater than the preset speed difference. For example: the duration of the real-time speed difference is 35s, and the preset duration of the real-time speed difference for one slip is 5s. At this time, the slip times determined in real time are 35s / 5s = 7 times.
[0096] In the embodiments of the present application, two methods for determining the slip times are provided. One is to determine the slip times based on the angle dimension, and the other is to determine the slip times based on the time dimension. That is, the slip times are determined in two dimensions.
[0097] It should be noted that the method for determining the slip times can be preset to be based on the slip angle or the duration, and the present application does not make specific limitations.
[0098] Furthermore, the underlying storage module of the vehicle controller of the hybrid vehicle has a memory function for the slip times. After the slip times are determined in real time based on the real-time speed difference, the slip times determined in real time are re-stored, that is, the slip times determined in real time are re-stored in the underlying storage module, so as to update the slip times determined in real time to the underlying storage module as the historical slip times of the torsional damper. So that when the hybrid power system is restarted, the historical slip times of the torsional damper can be directly read from the underlying storage module to clarify the situation of the torsional damper (for example: the slip situation, the fault situation, etc. The higher the historical slip times, the more serious the fault degree of the torsional damper). In addition, the historical slip times can be used as one of the main parameters for the design change of the torsional damper to improve the robustness.
[0099] S104. When the slip times determined in real time are less than the preset slip times, based on the real-time speed difference, the maximum torque capacity of the torsional damper is determined through the PID control algorithm.
[0100] Among them, the number of slip times determined in real time is less than the preset number of slip times, indicating that the torsional damper does not need to be disassembled or the like for fault repair at this time, and the dynamic performance of the hybrid power system is ensured through adaptive adjustment.
[0101] Among them, PID (proportion integration differentiation) control actually refers to proportional, integral and differential control.
[0102] Specifically, based on the real-time speed difference, the maximum torque capacity of the torsional damper is determined through the PID control algorithm. That is, through the PID control algorithm, the maximum torque capacity of the torsional damper can be accurately estimated based on the real-time speed difference.
[0103] Furthermore, when the number of slip times determined in real time is not less than the preset number of slip times, a fault alarm is generated to indicate that the torsional damper has a fault. When the number of slip times is not less than the preset number of slip times, the torsional damper has a serious fault at this time, and the hybrid power system can no longer provide the initial power, that is, it cannot ensure the power performance of the vehicle. Generating a fault alarm can be used to prompt the driver and the vehicle after-sales department that the torsional damper has a fault, so that the driver and the vehicle after-sales department can respond to the fault of the torsional damper in a timely manner.
[0104] Based on the fault alarm, the hybrid power system can be switched from the engine and the ISG motor driving the whole vehicle to directly driving the motor by the power battery to drive the whole vehicle, that is, the pure electric mode of the vehicle, to avoid the serious scrapping of the torsional damper fault and prevent the hybrid power system from losing power and causing an accident. When the hybrid power system is powered off, the torsional damper can be repaired manually (for example: replacing the torsional damper, repairing the torsional damper, replacing the parts of the torsional damper, etc.).
[0105] S105. Based on the maximum torsional capacity, torque limit is performed on the output torque of the engine.
[0106] Specifically, when the number of slip times is less than the preset number, it is not necessary to immediately stop the operation of the hybrid power system to repair / replace the parts of the torsional damper. Based on the maximum torque capacity, torque limit is performed on the output torque of the engine, that is, controlling the output torque of the engine not to exceed the maximum torque capacity, so as to avoid the torsional damper from slipping due to the engine output torque exceeding the maximum torque capacity of the current torsional damper, ensuring the stability and safety of vehicle driving.
[0107] Further, based on the maximum torque capacity, torque limitation is performed on the output torque of the engine. It can also be understood that based on the maximum torque capacity, the maximum output torque capacity of the engine is limited, that is, the maximum output torque capacity of the engine is limited to the maximum torque capacity, so as to control the output torque of the engine not to exceed the maximum torque capacity (i.e., the maximum output torque capacity of the engine).
[0108] Further, while protecting the hybrid power system, the maximum power performance of the hybrid power system is ensured as much as possible.
[0109] The embodiment of the present application provides an anti-slip control method for a hybrid power system, including: collecting an engine speed signal and an ISG motor speed signal in real time; determining a real-time speed difference between the engine and the ISG motor based on the engine speed signal and the ISG motor speed signal collected in real time; when the real-time speed difference is greater than a preset speed difference, determining the number of slip times in real time based on the real-time speed difference; when the number of slip times determined in real time is less than a preset number of slip times, determining the maximum torque capacity of the torsional damper based on the real-time speed difference through a PID control algorithm; performing torque limitation on the output torque of the engine based on the maximum torque capacity. When the number of slip times is less than the preset number of slip times, based on the speed difference between the engine and the ISG motor, the maximum torque capacity of the current torsional damper is determined through a PID control algorithm, and the output torque of the engine is controlled based on the maximum torque capacity, that is, the output torque of the engine is controlled not to exceed the maximum torque capacity, so as to realize the control of the transmitted torque of the hybrid power system, thereby avoiding the phenomenon of the torsional damper slipping caused by the output torque of the engine exceeding the maximum torque capacity of the current torsional damper, and ensuring the stability and safety of vehicle driving.
[0110] Further, the number of slip times can be determined through two dimensions of the time dimension and the angle dimension, providing multiple ways to determine the number of slip times, and improving the application range of an anti-slip control method for a hybrid power system provided by the embodiment of the present application.
[0111] Further, while protecting the hybrid power system, the maximum power performance of the hybrid power system is ensured as much as possible.
[0112] Embodiment 2:
[0113] The following combines Figure 3 , and details another anti-slip control method for a hybrid power system provided by the embodiment of the present application.
[0114] After the engine output torque is limited based on the maximum torsion capacity, S101-S105 will be cycled / continuously performed. The number of slips determined in real time is less than the preset number of slips. Because when the number of slips determined in real time is less than the preset number of slips, a fault alarm will be generated to indicate that the torsional vibration damper has a fault. At this time, the torsional vibration damper cannot work normally. The hybrid system will switch the power source, that is, the engine and ISG motor drive the whole vehicle, and switch to the power battery driving the motor directly to drive the whole vehicle, that is, the pure electric mode of the vehicle. When the hybrid system is powered off / stopped, the torsional vibration damper will be repaired / replaced.
[0115] S301, when it is detected that the real-time speed difference is not greater than the preset speed difference, based on the duration of the real-time speed difference being not greater than the preset speed difference, the historical slip times of the torsional vibration damper are gradually eliminated.
[0116] Specifically, when it is detected that the real-time speed difference is not greater than the preset speed difference, it is considered that the current torsional vibration damper has not slipped, that is, the output torque of the engine at this time does not exceed the torque capacity of the torsional vibration damper. As the real-time speed difference decreases (that is, from the real-time speed difference being greater than the preset speed difference to the real-time speed difference being less than the preset speed difference), the maximum torque capacity of the torsional vibration damper determined by the PID control algorithm will also increase, indicating that the fault of the torsional vibration damper is gradually recovering, that is, the ability of the torsional vibration damper to transmit torque is recovering. At this time, based on the duration of the real-time speed difference being less than the preset speed difference, the historical slip times of the torsional vibration damper are gradually eliminated.
[0117] In a possible implementation, the historical slip times of the torsion damper are gradually eliminated according to the duration of the real-time speed difference not greater than the preset speed difference and the preset time to eliminate one slip. For example: the duration of the real-time speed difference not greater than the preset speed difference is 21s, and the preset time to eliminate one slip is 7s, that is, the historical slip times of the torsion damper are eliminated once every 7s. According to the duration of the real-time speed difference not greater than the preset speed difference of 21s, it is determined to gradually eliminate the historical slip times of the torsion damper 3 times, that is, the historical slip times are subtracted by 3 times.
[0118] S302, determine whether the historical slip times of the torsional vibration damper have been completely eliminated.
[0119] When the historical slip times of the torsion damper have not been completely eliminated, continue to perform S301 until the historical slip times of the torsion damper are completely eliminated.
[0120] When all the historical slip times of the torsional vibration damper are eliminated, proceed to S303.
[0121] S303, release the torque limit on the output torque of the engine.
[0122] That is, when all the historical slip times are eliminated, it indicates that the torque transmission capacity of the torsional damper is restored at this time. Then, there is no need to limit by the maximum torque capacity determined by the PID control algorithm, that is, the torque limit of the engine's output torque is released. It can also be considered that the torque capacity of the torsional damper is restored, and the engine's output torque is no longer limited.
[0123] The above S301 - S303 realizes effectively restoring the torque capacity of the torsional damper while protecting the output power of the hybrid power system. That is, under the condition of ensuring no overhaul of the hybrid power system, the faults of the torsional damper are cleared, the maintenance consumption of the hybrid power system is reduced, and the user experience is improved.
[0124] The embodiment of the present application provides an anti - slip control method for a hybrid power system. After torque - limiting the engine's output torque based on the maximum torsional capacity, and within the range where the real - time determined slip times are less than the preset slip times, when it is detected that the real - time speed difference is not greater than the preset speed difference, based on the duration that the real - time speed difference is not greater than the preset speed difference, the historical slip times of the torsional damper are gradually eliminated; it is judged whether all the historical slip times of the torsional damper are eliminated; when all the historical slip times of the torsional damper are eliminated, the torque limit on the engine's output torque is released. It realizes effectively restoring the torque capacity of the torsional damper while protecting the output power of the hybrid power system. That is, under the condition of ensuring no overhaul of the hybrid power system, the faults of the torsional damper are cleared, the maintenance consumption of the hybrid power system is reduced, and the user experience is improved.
[0125] Embodiment Three:
[0126] The following combines Figure 4 , and details an anti - slip control device for a hybrid power system provided by the embodiment of the present application. Among them, the hybrid power system includes an engine, an ISG motor, and a torsional damper.
[0127] The signal acquisition module 401 is used to collect the engine speed signal and the ISG motor speed signal in real time;
[0128] The speed - difference determination module 402 is used to determine the real - time speed difference between the engine and the ISG motor based on the engine speed signal and the ISG motor speed signal collected in real time;
[0129] The slip determination module 403 is used to, when the real - time speed difference is greater than the preset speed difference, determine the slip times in real time based on the real - time speed difference;
[0130] The PID algorithm module 404 is used to, when the real - time determined slip times are less than the preset slip times, determine the maximum torque capacity of the torsional damper through the PID control algorithm based on the real - time speed difference;
[0131] The torque limiting module 405 is configured to limit the output torque of the engine based on the maximum torque capacity.
[0132] Furthermore, the device further includes: an opening condition determination module, configured to determine whether the engine speed and the ISG motor speed meet the opening conditions based on the engine speed signal and the ISG motor speed signal collected in real time; a speed difference determination module 402, specifically configured to, when it is determined that the engine speed and the ISG motor speed meet the opening conditions, determine the real-time speed difference between the engine and the ISG motor based on the engine speed signal and the ISG motor speed signal collected in real time.
[0133] Furthermore, the opening condition determination module is specifically configured to obtain the engine speed and the ISG motor speed based on the engine speed signal and the ISG motor speed signal collected in real time.
[0134] Determine whether the engine speed reaches a first preset threshold.
[0135] When the engine speed reaches the first preset threshold, it is determined that the engine speed and the ISG motor speed meet the opening conditions.
[0136] When the engine speed does not reach the first preset threshold, it is determined whether the ISG motor speed reaches a second preset threshold.
[0137] When the ISG motor speed reaches the second preset threshold, it is determined that the engine speed and the ISG motor speed meet the opening conditions.
[0138] When the ISG motor speed does not reach the second preset threshold, it is determined that the engine speed and the ISG motor speed do not meet the opening conditions.
[0139] Furthermore, the device further includes: a signal filtering module, configured to perform filtering processing on the engine speed signal and the ISG motor speed signal.
[0140] Furthermore, the slip determination module 403 includes: a time dimension determination module and an angle dimension determination module.
[0141] Among them, the angle dimension determination module is configured to obtain the current slip angle based on the integral of the real-time speed difference over time; and determine the slip times in real time based on the current slip angle.
[0142] Among them, the time dimension determination module is configured to determine the slip times in real time based on the duration of the real-time speed difference; the duration of the real-time speed difference is the duration when the real-time speed difference is greater than the preset speed difference.
[0143] Further, the device further includes: a historical slip storage module, configured to store the slip times determined in real time again as the historical slip times of the torsional damper.
[0144] Further, the device further includes: a slip elimination module, configured to gradually eliminate the historical slip times of the torsional damper based on the duration that the real-time speed difference is not greater than the preset speed difference when the real-time speed difference is not greater than the preset speed difference.
[0145] Further, the device further includes: a limit release module, configured to release the torque limit on the output torque of the engine when all the historical slip times of the torsional damper are eliminated.
[0146] Further, the device further includes: an alarm generation module, configured to generate a fault alarm to indicate that the torsional damper fails when the slip times determined in real time are not less than the preset slip times.
[0147] An anti-slip control device for a hybrid power system is provided in an embodiment of the present application. The hybrid power system includes an engine, an ISG motor, and a torsional damper. A signal acquisition module 401 is configured to acquire the engine speed signal and the ISG motor speed signal in real time; a speed difference determination module 402 is configured to determine the real-time speed difference between the engine and the ISG motor based on the engine speed signal and the ISG motor speed signal acquired in real time; a slip determination module 403 is configured to determine the slip times in real time based on the real-time speed difference when the real-time speed difference is greater than the preset speed difference; a PID algorithm module 404 is configured to determine the maximum torque capacity of the torsional damper through a PID control algorithm based on the real-time speed difference when the slip times determined in real time are less than the preset slip times; a torque limit module 405 is configured to perform torque limit on the output torque of the engine based on the maximum torque capacity. Based on the speed difference between the engine and the ISG motor, the maximum torque capacity of the current torsional damper is determined through a PID control algorithm, so as to control the output torque of the engine based on the maximum torque capacity, and control the output torque of the engine not to exceed the maximum torque capacity, thereby avoiding the slip phenomenon of the torsional damper caused by the output torque of the engine exceeding the maximum torque capacity of the current torsional damper, and ensuring the stability and safety of vehicle driving.
[0148] It should be noted that the various embodiments in this specification are described in a progressive manner. For the same or similar parts among the various embodiments, reference can be made to each other, and the key points of each embodiment are the differences from other embodiments. In particular, for the method and apparatus embodiments, since they are basically similar to the method embodiments, they are described relatively simply, and reference can be made to the corresponding parts of the method embodiments for the relevant content. The device and system embodiments described above are merely illustrative. The units described as separate components may or may not be physically separated, and the components referred to as units may or may not be physical units, that is, they may be located in one place or distributed to multiple network units. Some or all of the modules can be selected according to actual needs to achieve the purpose of the solution of this embodiment. A person of ordinary skill in the art can understand and implement it without creative work.
[0149] As described above, this is only a specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions that can be easily thought of by those skilled in the art within the technical scope disclosed by the present application should be covered by the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.
Claims
1. A method for controlling the anti-skid of a hybrid power system, characterized in that: The hybrid power system includes an engine, an ISG motor and a torsional vibration damper, and the method includes: Real-time acquisition of engine speed signal and ISG motor speed signal; Determine a real-time speed difference between the engine and the ISG motor based on the engine speed signal and the ISG motor speed signal collected in real time; When the real-time speed difference is greater than the preset speed difference, determining the number of slips in real time based on the real-time speed difference; When the slipping number determined in real time is less than the preset slipping number, determining the maximum torque capacity of the torsional vibration damper by a PID control algorithm based on the real-time speed difference; Based on the maximum torque capacity, the output torque of the engine is torque limited.
2. The method according to claim 1, characterized in that After the real-time acquisition of the engine speed signal and the ISG motor speed signal, the method further includes: Based on the engine speed signal and the ISG motor speed signal collected in real time, determining whether the engine speed and the ISG motor speed meet the start-up condition; The determining of the real-time speed difference between the engine and the ISG motor based on the real-time collected engine speed signal and the ISG motor speed signal comprises: When it is determined that the engine speed and the ISG motor speed meet the start-up condition, the real-time speed difference between the engine and the ISG motor is determined based on the engine speed signal and the ISG motor speed signal collected in real time.
3. The method according to claim 2, characterized in that The determining whether the engine speed and the ISG motor speed meet the start-up condition based on the engine speed signal and the ISG motor speed signal collected in real time includes: Based on the engine speed signal and the ISG motor speed signal collected in real time, the engine speed and the ISG motor speed are obtained; Determining whether the engine speed reaches a first preset threshold; When the engine speed reaches the first preset threshold, it is determined that the engine speed and the ISG motor speed meet the start-up condition; When the engine speed does not reach the first preset threshold, determining whether the ISG motor speed reaches a second preset threshold; When the ISG motor speed reaches the second preset threshold, it is determined that the engine speed and the ISG motor speed meet the start-up condition; When the ISG motor speed does not reach the second preset threshold, it is determined that the engine speed and the ISG motor speed do not meet the start-up condition.
4. The method according to claim 1, characterized in that: Before determining the speed difference between the engine and the ISG motor based on the engine speed signal and the ISG motor speed signal collected in real time, the method further includes: The engine speed signal and the ISG motor speed signal are filtered.
5. The method according to claim 1, characterized in that The step of determining the number of slips in real time based on the real-time speed difference comprises: Based on the integration of the real-time speed difference over time, a current slip angle is obtained; based on the current slip angle, the number of slips is determined in real time; or, Based on the duration of the real-time speed difference, the number of slips is determined in real time; the duration of the real-time speed difference is the duration that the real-time speed difference is greater than the preset speed difference.
6. The method according to claim 1, characterized in that After determining the number of slips in real time based on the real-time speed difference, the method further includes: The slip times determined in real time are stored again as the historical slip times of the torsional vibration damper.
7. The method according to claim 6, characterized in that After limiting the output torque of the engine based on the maximum torque capacity, the method further includes: When the real-time speed difference is not greater than the preset speed difference, the historical slip times of the torsional vibration damper are gradually eliminated based on the duration of the real-time speed difference being not greater than the preset speed difference.
8. The method according to claim 7, characterized in that The method further comprises: When all the historical slip times of the torsional vibration damper are eliminated, the torque limitation on the output torque of the engine is released.
9. The method according to claim 1, characterized in that: The method further comprises: When the slipping number determined in real time is not less than the preset slipping number, a fault alarm is generated to indicate that the torsional vibration damper is faulty.
10. An anti-skid control device for a hybrid power system, characterized in that: The hybrid system includes an engine, an ISG motor and a torsional vibration damper, and the device includes: Signal acquisition module, used to collect engine speed signal and ISG motor speed signal in real time; A speed difference determination module, used to determine a real-time speed difference between the engine and the ISG motor based on the engine speed signal and the ISG motor speed signal collected in real time; A slip determination module, configured to determine the number of slips in real time based on the real-time speed difference when the real-time speed difference is greater than a preset speed difference; A PID algorithm module, configured to determine the maximum torque capacity of the torsional vibration damper by a PID control algorithm based on the real-time speed difference when the slipping number determined in real time is less than a preset slipping number; The torque limit module is configured to limit the output torque of the engine based on the maximum torque capacity.