Method and device for acquiring torque of power system of hybrid vehicle

Abstract

The invention provides a power system torque obtaining method and device of a hybrid electric vehicle and the hybrid electric vehicle. The method comprises the steps that after a driving mode is selected, an accelerator pedal and a brake pedal of the hybrid electric vehicle are detected according to the driving mode, and the current torque is obtained; obtaining the current torque to obtain a baseline torque; correcting the torque according to the baseline torque altitude; and carrying out loss torque correction on the altitude correction torque to obtain a driving torque. By implementing the method, the torque of the power system can be accurately obtained, the torque capacity can be reasonably evaluated, control operations such as torque recovery can be performed based on the real torque condition, and a reliable data source is provided for driving control and torque distribution of the hybrid power vehicle.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle torque control, and in particular to a method and device for obtaining torque from a power system of a hybrid vehicle, and a hybrid vehicle. Background Art

[0002] Hybrid vehicles (HEVs) differ significantly from traditional or electric vehicles in their powertrains. Due to the addition of components like drive motors and batteries, their control strategies are relatively complex compared to traditional or electric vehicles. The development of these control strategies is closely tied to the torque capacity of the powertrain. Without accurate calculation and recovery of the powertrain's drive torque, the vehicle's drive control and torque distribution strategies cannot be accurately and reliably derived. Therefore, accurately and effectively calculating and recovering HEV powertrain torque is a key issue currently under investigation.

[0003] Existing technologies primarily calculate maximum torque output from both the motor and battery. These calculations are based on inherent motor and battery performance parameters, such as the motor's intrinsic speed and torque, and the battery's intrinsic voltage and current. Alternatively, the maximum motor output torque is derived by comparing the motor's capacity with the drivetrain's torque capacity. These techniques fail to account for the impact of vehicle driving conditions and user demand on powertrain torque variations, resulting in significant errors in the resulting torque. Summary of the Invention

[0004] The purpose of this application is to provide a method and device for obtaining the power system torque of a hybrid vehicle, and a hybrid vehicle, which can accurately obtain the torque of the power system, reasonably evaluate the torque capacity, and perform control operations such as torque recovery based on the actual torque situation, thereby providing a reliable data source for the drive control and torque distribution of the hybrid vehicle.

[0005] In a first aspect, an embodiment of the present application provides a method for acquiring torque from a powertrain of a hybrid vehicle, the method comprising: After selecting a driving mode, detecting the accelerator pedal and brake pedal of the hybrid vehicle respectively according to the driving mode to obtain current torque; Obtaining the current torque to obtain a baseline torque; correcting the torque according to the baseline torque altitude; The altitude correction torque is subjected to loss torque correction to obtain the driving torque.

[0006] In the above implementation process, the driving mode is taken into consideration during the torque acquisition process, and the torque is corrected from multiple angles and aspects. This can accurately obtain the torque of the power system, reasonably evaluate the torque capacity, and perform control operations such as torque recovery based on the actual torque situation, providing a reliable data source for the drive control and torque distribution of hybrid vehicles.

[0007] Furthermore, the step of detecting the accelerator pedal and brake pedal of the hybrid vehicle according to the driving mode to obtain the current torque includes: Obtaining a throttle position voltage parameter of the throttle sensor and a brake position voltage parameter of the brake sensor; obtaining an accelerator pedal position signal value according to the accelerator position voltage parameter, and obtaining a brake pedal position signal value according to the brake position voltage parameter; Get the current accelerator pedal output value; The accelerator pedal output value is evaluated by looking up a table according to the accelerator pedal position signal value and the brake pedal position signal value to obtain the current torque.

[0008] In the above implementation process, the corresponding voltage parameters are obtained according to the throttle sensor and the brake sensor, and then converted into the throttle pedal position signal value and the brake pedal position signal value. By comparing them with the current throttle pedal output value through a table lookup and evaluation, the current status of the throttle pedal and the brake pedal can be accurately obtained, providing data support for accurately evaluating the current torque.

[0009] Furthermore, the step of correcting the torque according to the baseline torque altitude includes: Get the altitude coefficient; The altitude corrected torque is obtained based on the altitude coefficient and the baseline torque.

[0010] In the above implementation process, the baseline torque is corrected according to the altitude coefficient, so that the obtained altitude-corrected torque is closer to the actual torque data, reducing the impact of torque errors caused by different driving modes.

[0011] Furthermore, the step of performing loss torque correction on the altitude correction torque to obtain the driving torque includes: Obtaining a driving mode in a current driving mode, where the driving mode includes pure electric driving and combined driving; When the driving mode is pure electric driving, performing drag loss correction on the altitude correction torque to obtain the driving torque; When the driving mode is combined driving, performing drag loss correction and oil pump friction loss correction on the altitude correction torque to obtain the driving torque; When the driving mode is engine driving, the altitude correction torque is corrected for oil pump friction loss and transmission power transmission loss to obtain the driving torque.

[0012] In the above implementation process, different torque correction methods are selected according to different driving modes to correct the altitude correction torque, which can improve the driving ability of the hybrid vehicle under different driving modes and further reduce the torque loss caused by different power drives to the vehicle.

[0013] Furthermore, after the step of performing loss torque correction on the altitude correction torque to obtain the driving torque, the method further includes: performing torque recovery on the driving torque.

[0014] In the above implementation process, the driving torque is recovered to improve the vehicle's ability to control the driving torque, so as to better provide a reasonable and effective strategy for driving distribution and reduce the energy loss of the hybrid vehicle.

[0015] Furthermore, the step of recovering the driving torque includes: Obtain the maximum regenerative torque of the motor; Obtain the maximum regenerative torque of the power battery; The maximum regenerative torque of the power system of the hybrid vehicle is obtained according to the maximum regenerative torque of the motor and the maximum regenerative torque of the power battery.

[0016] In the above implementation process, the maximum recovery torque during the driving process of the hybrid vehicle is obtained based on the maximum recovery torque of the motor and the maximum recovery torque of the power battery, which can reasonably and effectively redistribute the torque, achieve reasonable consumption of power, and improve the hybrid vehicle's control ability over torque.

[0017] Furthermore, the step of obtaining the maximum recovery torque of the motor includes: Obtaining a first maximum regenerative torque of the motor according to a preset motor speed torque efficiency curve; obtaining a second maximum regenerative torque of the motor according to an operating state of the motor during vehicle driving; A maximum recovery torque of the motor is obtained according to the first maximum recovery torque and the second maximum recovery torque.

[0018] In the above implementation process, the maximum recovery torque of the motor is obtained from the lookup table and the maximum recovery torque in the actual operating state. The actual maximum recovery torque of the motor is obtained based on the above two, which can improve the accuracy of the data and reduce the calculation error of the maximum torque during the actual operation of the motor.

[0019] Furthermore, the step of obtaining the maximum recovery torque of the power battery includes: Obtaining the maximum recovery power of the power battery; Obtaining the maximum charging power of the power battery at the current temperature; Obtaining a maximum allowable charging power of the power battery according to the maximum recovery power of the power battery and the maximum charging power of the power battery at a current temperature; The maximum regenerative torque of the power battery is obtained according to the maximum allowable power of the power battery for charging.

[0020] In the above implementation process, the maximum allowable power for charging is obtained based on the maximum recovery power of the power battery and the maximum charging power at the current temperature, and then the maximum recovery torque of the power battery is obtained. The maximum recovery torque during the actual operation of the power battery can be obtained, providing data support for the torque redistribution of the power battery.

[0021] In a second aspect, an embodiment of the present application further provides a power system torque acquisition device for a hybrid vehicle, the device comprising: a detection module, configured to, after selecting a driving mode, detect the accelerator pedal and brake pedal of the hybrid vehicle according to the driving mode to obtain current torque; A data acquisition module, configured to obtain the current torque to obtain a baseline torque; The correction module is used to correct the torque according to the altitude of the baseline torque; and is also used to perform loss torque correction on the altitude corrected torque to obtain a driving torque.

[0022] In the above implementation process, the driving mode is taken into consideration during the torque acquisition process, and the torque is corrected from multiple angles and aspects. This can accurately obtain the torque of the power system, reasonably evaluate the torque capacity, and perform control operations such as torque recovery based on the actual torque situation, providing a reliable data source for the drive control and torque distribution of hybrid vehicles.

[0023] In a third aspect, an embodiment of the present application provides a hybrid vehicle, comprising the power system torque acquisition device of the hybrid vehicle in the second aspect.

[0024] In a fourth aspect, an embodiment of the present application provides an electronic device, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the method described in any one of the first aspects when executing the computer program.

[0025] In a fifth aspect, an embodiment of the present application provides a computer-readable storage medium, on which instructions are stored. When the instructions are executed on a computer, the computer executes the method as described in any one of the first aspects.

[0026] Other features and advantages of the present disclosure will be set forth in the following description, or some features and advantages may be inferred or unambiguously determined from the description, or may be learned by practicing the above-mentioned technology of the present disclosure.

[0027] It can be implemented according to the contents of the specification. The following is a detailed description of the preferred embodiments of the present application with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments of the present application. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the range values. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without creative work.

[0029] Figure 1 A schematic flow chart of a method for obtaining torque from a power system of a hybrid vehicle is provided for an embodiment of the present application; Figure 2 A schematic diagram of the structure of a torque acquisition device for a power system of a hybrid vehicle is provided for an embodiment of the present application; Figure 3 A schematic diagram of the structural composition of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0030] The technical solutions in the embodiments of the present application will be described below in conjunction with the drawings in the embodiments of the present application.

[0031] It should be noted that similar reference numerals and letters represent similar items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined or explained in subsequent drawings. At the same time, in the description of this application, the terms "first", "second", etc. are only used to distinguish the description and should not be understood as indicating or implying relative importance.

[0032] The following embodiments are used to illustrate the present invention, but are not intended to limit the scope of the present invention.

[0033] The existing technology lacks consideration of the user's usage status when using the vehicle and the impact of user needs on the torque of the power system during the torque calculation process, resulting in large errors in the calculated torque. In addition, the torque calculation method or recovery method is not corrected according to the different driving conditions of the vehicle during the torque calculation process, resulting in inaccurate torque calculation and an imperfect torque redistribution strategy.

[0034] This application addresses the shortcomings of the aforementioned prior art and proposes a more efficient and reliable method for acquiring powertrain torque. This method calculates and recovers torque based on the different modes of operation of a hybrid vehicle, facilitating reasonable torque control and distribution based on the vehicle's driving state, enabling differentiated drive control in different modes and meeting user needs for different driving modes.

[0035] Example 1 Figure 1 FIG. 1 is a flow chart of a method for obtaining torque of a power system of a hybrid vehicle provided by an embodiment of the present application. Figure 1 As shown, the method includes: S1, after selecting a driving mode, detecting the accelerator pedal and brake pedal of the hybrid vehicle according to the driving mode to obtain the current torque; S2, obtain the current torque to obtain the baseline torque; S3, torque corrected for altitude based on baseline torque; S4, performing loss torque correction on the altitude correction torque to obtain the driving torque.

[0036] In the above implementation process, the driving mode is taken into consideration during the torque acquisition process, and the torque is corrected from multiple angles and aspects. This can accurately obtain the torque of the power system, reasonably evaluate the torque capacity, and perform control operations such as torque recovery based on the actual torque situation, providing a reliable data source for the drive control and torque distribution of hybrid vehicles.

[0037] This application proposes a method for calculating the power system torque for different driving modes. Compared with the existing technology, the method proposed in this application can more realistically and effectively calculate the torque capacity of the hybrid vehicle power system, thereby providing a more reliable and accurate numerical source for vehicle drive control and torque distribution strategy.

[0038] The hybrid vehicle of the present application has a power system mainly composed of assembly components such as the engine, motor, power battery, clutch, gearbox, reducer, drive axle, etc., as well as controllers corresponding to each power assembly component, including the vehicle control unit (VCU), engine controller (EMS), motor controller (MCU), battery management system (BMS), direct current converter (DCDC), transmission control unit (TCU), etc.

[0039] Each controller communicates with each other via the CAN network. The VCU is the core controller of the vehicle, coordinating and controlling other subsystems. The EMS controls the engine, the MCU controls the motor, the BMS controls the power battery, the DC-DC converter converts high-voltage power output into low-voltage power output, and the TCU controls the transmission.

[0040] Furthermore, S1 includes: Obtaining a throttle position voltage parameter of the throttle sensor and a brake position voltage parameter of the brake sensor; Obtaining an accelerator pedal position signal value according to an accelerator position voltage parameter, and obtaining a brake pedal position signal value according to a brake position voltage parameter; Get the current accelerator pedal output value; The accelerator pedal output value is evaluated by looking up the table according to the accelerator pedal position signal value and the brake pedal position signal value to obtain the current torque.

[0041] In the above implementation process, the corresponding voltage parameters are obtained according to the throttle sensor and the brake sensor, and then converted into the throttle pedal position signal value and the brake pedal position signal value. By comparing them with the current throttle pedal output value through a table lookup and evaluation, the current status of the throttle pedal and the brake pedal can be accurately obtained, providing data support for accurately evaluating the current torque.

[0042] After obtaining the throttle position voltage parameter output by the throttle sensor, it is converted into the opening value of the throttle pedal, and then the throttle pedal position signal value APedal is obtained to complete the detection of the throttle pedal.

[0043] After obtaining the brake position voltage parameter output by the brake sensor, it is converted into the brake pedal opening value, and then the brake pedal position signal value BPedal is obtained to complete the detection of the brake pedal.

[0044] The opening value refers to the amplitude of the accelerator pedal or brake pedal being depressed. Different amplitudes correspond to different signal values and torques. The embodiment of the present application performs a table lookup based on the amplitude and signal value of the accelerator pedal and brake pedal being depressed to find the corresponding opening value and the torque corresponding to the signal value.

[0045] Get the current accelerator pedal output value XPedal. When the accelerator pedal is pressed but the brake pedal is not, XPedal = APedal. If the accelerator pedal is pressed first and then the brake pedal, it is considered that the driver wants to stop the vehicle. At this time, the accelerator pedal position signal value APedal is 0, that is, XPedal = 0. If the brake pedal is pressed first and then the accelerator pedal, it is considered that the driver wants to start quickly. At this time, a limited accelerator pedal signal is output, that is, XPedal = APedal × K1.

[0046] Among them, K1 is the calibration coefficient, which is related to the vehicle speed v, and the calibration value is as follows: When v = 0 km / h, K1 = 0.7; When 0<v≤5km / h, K1=0.5; When 5<v≤10km / h, K1=0.3; When v>10km / h, K1=0.

[0047] The current driving mode is determined based on the above-mentioned use of the accelerator pedal and the brake pedal.

[0048] This system includes three different driving modes: Economy Mode (E_Mode), Comfort Mode (C_Mode), and Sport Mode (S_Mode). In Economy Mode, the vehicle prioritizes electric power, reducing fuel consumption, and can also start the engine when power is insufficient. In Comfort Mode, the vehicle is driven according to the principle of optimal energy efficiency. In Sport Mode, the vehicle is driven according to the principle of optimal power, and the accelerator pedal response is fastest.

[0049] The driver can select the corresponding driving mode through the buttons in the vehicle's central control area.

[0050] In S1, the baseline torque in different modes can be obtained according to the current driving mode, XPedal and vehicle speed v. This application constructs the baseline torque and the corresponding mode into a baseline torque table, and the baseline torque can be obtained by table lookup method when in use.

[0051] When the driving mode is E_Mode, the baseline torque is set to , the calculation method is as follows:

[0052] When the driving mode is C_Mode, the baseline torque is set to , the calculation method is as follows:

[0053] When the driving mode is S_Mode, the baseline torque is set to , the calculation method is as follows:

[0054] in, The current torque is obtained by throttle detection and brake detection in E_Mode driving mode. The current torque is obtained by throttle detection and brake detection in C_Mode driving mode. The current torque is obtained by performing throttle detection and brake detection in the S_Mode driving mode.

[0055] The baseline torque chart contains baseline torque values for various vehicle speeds, with the accelerator pedal opening from 0% to 100% XPedal. This chart is pre-calibrated and installed in the VCU model software. The corresponding baseline torque chart varies depending on the vehicle's driving mode.

[0056] Furthermore, S3 includes: Get the altitude coefficient; Obtain the altitude corrected torque based on the altitude factor and the baseline torque.

[0057] In the above implementation process, the baseline torque is corrected according to the altitude coefficient, so that the obtained altitude-corrected torque is closer to the actual torque data, reducing the impact of torque errors caused by different driving modes.

[0058] In E_Mode mode, the baseline torque needs to be multiplied by the altitude factor (set to ), perform torque altitude correction, altitude coefficient Sent by the engine controller EMS to the VCU. Altitude correction torque The calculation method is as follows:

[0059] Similarly, in C_Mode, altitude correction torque The calculation method is as follows:

[0060] In S_Mode, altitude corrected torque The calculation method is as follows:

[0061] Furthermore, S4 includes: Get the driving mode in the current driving mode, which includes pure electric driving and combined driving; When the driving mode is pure electric drive, the altitude correction torque is corrected for drag loss to obtain the driving torque; When the driving mode is combined drive, the altitude correction torque is corrected for drag loss and oil pump friction loss to obtain the driving torque; When the driving mode is engine driven, the altitude correction torque is corrected for oil pump friction loss and transmission power transmission loss to obtain the driving torque.

[0062] In the above implementation process, different torque correction methods are selected according to different driving modes to correct the altitude correction torque, which can improve the driving ability of the hybrid vehicle under different driving modes and further reduce the torque loss caused by different power drives to the vehicle.

[0063] In E_Mode, pure electric drive is the primary mode. When the vehicle demands greater torque, but the battery cannot meet the demands, the VCU will control the engine start for combined drive, ensuring vehicle economy. The altitude-corrected torque must be added to the powertrain's torque loss. Therefore, in E_Mode, torque loss correction for the powertrain requires two different drive modes.

[0064] In pure electric drive, the drag loss torque of the clutch needs to be considered (set as ), the gearbox power transmission loss torque (set to ). Driving torque in pure electric drive The calculation is as follows:

[0065] When combined driving, the drag loss torque of the clutch needs to be considered , the oil pump friction loss torque (set as ), transmission power transmission torque loss , driving torque when combined drive The calculation is as follows:

[0066] Similarly, in C_Mode, the vehicle's comfort, power, and economy are balanced, so the vehicle's drive modes include pure electric drive, engine drive, and combined drive. The altitude-corrected torque must also be added to the powertrain's loss torque.

[0067] In pure electric drive, the drag loss torque of the clutch needs to be considered (set as ), the gearbox power transmission loss torque (set to ), driving torque during pure electric drive The calculation is as follows:

[0068] When the engine is driven, the oil pump friction loss torque (set as ), the gearbox power transmission loss torque (set to ). Driving torque when the engine is driven The calculation is as follows:

[0069] When combined driving, the drag loss torque of the clutch needs to be considered , the oil pump friction loss torque (set as ), transmission power transmission torque loss , driving torque when combined drive The calculation is as follows:

[0070] In S_Mode, the vehicle prioritizes power, starting the engine. Therefore, the drive modes include engine drive and combined drive. The torque corrected for altitude must be added to the powertrain's torque loss.

[0071] When the engine is driven, the oil pump friction loss torque must be considered , transmission power transmission loss torque Driving torque when the engine is driven The calculation is as follows:

[0072] When combined driving, the drag loss torque of the clutch needs to be considered , oil pump friction loss torque , transmission power transmission torque loss , driving torque when combined drive The calculation is as follows:

[0073] Furthermore, because the wheel-end driving torque requirement can better reflect the actual driving state of the vehicle, in order to more accurately calculate the wheel-end driving torque requirement, it is necessary to multiply the calculated driving torque by the vehicle transmission ratio. for:

[0074] in, is the gearbox ratio, Main reducer speed ratio.

[0075] According to the above formula, the torque calculation method in different modes can be obtained: the wheel end drive torque in E_Mode The calculation is as follows:

[0076] Wheel end drive torque in C_Mode The calculation is as follows:

[0077] Wheel end drive torque in S_Mode The calculation is as follows:

[0078] This application calculates the wheel-end drive torque of a hybrid vehicle in different driving modes to achieve differentiated drive control driving in different vehicle modes, thereby meeting the user's driving needs for different driving modes.

[0079] Furthermore, after step S4, the method further includes: performing torque recovery on the driving torque.

[0080] In the above implementation process, the driving torque is recovered to improve the vehicle's ability to control the driving torque, so as to better provide a reasonable and effective strategy for driving distribution and reduce the energy loss of the hybrid vehicle.

[0081] Furthermore, the step of recovering the driving torque includes: Obtain the maximum regenerative torque of the motor; Obtain the maximum regenerative torque of the power battery; The maximum regenerative torque of the power system of the hybrid vehicle is obtained according to the maximum regenerative torque of the motor and the maximum regenerative torque of the power battery.

[0082] In the above implementation process, the maximum recovery torque during the driving process of the hybrid vehicle is obtained based on the maximum recovery torque of the motor and the maximum recovery torque of the power battery, which can reasonably and effectively redistribute the torque, achieve reasonable consumption of power, and improve the hybrid vehicle's control ability over torque.

[0083] Furthermore, the step of obtaining the maximum recovery torque of the motor includes: Obtaining a first maximum regenerative torque of the motor according to a preset motor speed torque efficiency curve; obtaining a second maximum regenerative torque of the motor according to an operating state of the motor during vehicle driving; The maximum regeneration torque of the motor is obtained according to the first maximum regeneration torque and the second maximum regeneration torque.

[0084] In the above implementation process, the maximum recovery torque of the motor is obtained from the lookup table and the maximum recovery torque in the actual operating state. The actual maximum recovery torque of the motor is obtained based on the above two, which can improve the accuracy of the data and reduce the calculation error of the maximum torque during the actual operation of the motor.

[0085] According to the motor speed torque efficiency curve value, the curve value can be calibrated in the VCU control software in advance, and then the first maximum recovery torque (maximum recovery torque) of the motor can be obtained in advance by using the table lookup method. .

[0086] Based on the motor operating status (such as temperature, voltage, current and other parameters) during vehicle driving, the motor controller estimates the second maximum regenerative torque (the motor's maximum regenerative torque) in real time. and sent to VCU via CAN network.

[0087] VCU through 、 Take the larger value to get the maximum recovery torque of the motor for:

[0088] Furthermore, the step of obtaining the maximum regenerative torque of the power battery includes: Obtain the maximum recovery power of the power battery; Get the maximum charging power of the power battery at the current temperature; Obtaining the maximum allowable charging power of the power battery based on the maximum recovery power of the power battery and the maximum charging power of the power battery at the current temperature; The maximum regenerative torque of the power battery is obtained according to the maximum allowable power of the power battery for charging.

[0089] In the above implementation process, the maximum allowable power for charging is obtained based on the maximum recovery power of the power battery and the maximum charging power at the current temperature, and then the maximum recovery torque of the power battery is obtained. The maximum recovery torque during the actual operation of the power battery can be obtained, providing data support for the torque redistribution of the power battery.

[0090] According to the operating status of the power battery during vehicle driving, the battery management system estimates the maximum recovery power of the battery in real time and sent to VCU via CAN network.

[0091] According to the power battery charging characteristic curve, the curve value can be calibrated in the VCU control software in advance, and the maximum charging power of the power battery at the current temperature can be obtained. .

[0092] Through 、 Take the smaller value to get the initial maximum power allowed for charging of the power battery for:

[0093] It should be noted that the maximum power allowed for charging of the power battery initially needs to be added with the power consumed by the accessory electrical appliances. , and finally get the maximum power allowed for charging of the power battery for:

[0094] Will Divide by the motor speed , multiplied by the motor efficiency (set as ), and then multiply it by 9550 (constant) to get the maximum regenerative torque of the motor when the power battery is charging. for:

[0095] Through and Take the smaller absolute value to get the maximum recovery torque of the hybrid vehicle system for:

[0096] The embodiment of the present application calculates the maximum recovery torque of the hybrid vehicle power system, which is conducive to reasonable torque recovery control according to the vehicle's driving state, controlling the motor recovery as much as possible within the maximum recovery torque range, recovering energy to charge the power battery, improving the vehicle's economy and reducing fuel consumption.

[0097] Example 2 In order to execute the method corresponding to the above embodiment 1 to achieve the corresponding functions and technical effects, a power system torque acquisition device for a hybrid vehicle is provided below, such as Figure 2 As shown, the device includes: Detection module 1 is used to detect the accelerator pedal and brake pedal of the hybrid vehicle according to the driving mode after selecting the driving mode to obtain the current torque; Data acquisition module 2, used to obtain current torque and baseline torque; The correction module 3 is used to correct the torque according to the altitude of the baseline torque; and is also used to correct the loss torque of the altitude correction torque to obtain the driving torque.

[0098] In the above implementation process, the driving mode is taken into consideration during the torque acquisition process, and the torque is corrected from multiple angles and aspects. This can accurately obtain the torque of the power system, reasonably evaluate the torque capacity, and perform control operations such as torque recovery based on the actual torque situation, providing a reliable data source for the drive control and torque distribution of hybrid vehicles.

[0099] Furthermore, the detection module 1 is further configured to: Obtaining a throttle position voltage parameter of the throttle sensor and a brake position voltage parameter of the brake sensor; Obtaining an accelerator pedal position signal value according to an accelerator position voltage parameter, and obtaining a brake pedal position signal value according to a brake position voltage parameter; Get the current accelerator pedal output value; The accelerator pedal output value is evaluated by looking up the table according to the accelerator pedal position signal value and the brake pedal position signal value to obtain the current torque.

[0100] In the above implementation process, the corresponding voltage parameters are obtained according to the throttle sensor and the brake sensor, and then converted into the throttle pedal position signal value and the brake pedal position signal value. By comparing them with the current throttle pedal output value through a table lookup and evaluation, the current status of the throttle pedal and the brake pedal can be accurately obtained, providing data support for accurately evaluating the current torque.

[0101] Furthermore, the correction module 3 is further used to: Get the altitude coefficient; Obtain the altitude corrected torque based on the altitude factor and the baseline torque.

[0102] In the above implementation process, the baseline torque is corrected according to the altitude coefficient, so that the obtained altitude-corrected torque is closer to the actual torque data, reducing the impact of torque errors caused by different driving modes.

[0103] Furthermore, the correction module 3 is further used to: Get the driving mode in the current driving mode, which includes pure electric driving and combined driving; When the driving mode is pure electric drive, the altitude correction torque is corrected for drag loss to obtain the driving torque; When the driving mode is combined drive, the altitude correction torque is corrected for drag loss and oil pump friction loss to obtain the driving torque; When the driving mode is engine driven, the altitude correction torque is corrected for oil pump friction loss and transmission power transmission loss to obtain the driving torque.

[0104] In the above implementation process, different torque correction methods are selected according to different driving modes to correct the altitude correction torque, which can improve the driving ability of the hybrid vehicle under different driving modes and further reduce the torque loss caused by different power drives to the vehicle.

[0105] Furthermore, the device also includes a recovery module for recovering the driving torque.

[0106] In the above implementation process, the driving torque is recovered to improve the vehicle's ability to control the driving torque, so as to better provide a reasonable and effective strategy for driving distribution and reduce the energy loss of the hybrid vehicle.

[0107] Furthermore, the recycling module is also used to: Obtain the maximum regenerative torque of the motor; Obtain the maximum regenerative torque of the power battery; The maximum regenerative torque of the power system of the hybrid vehicle is obtained according to the maximum regenerative torque of the motor and the maximum regenerative torque of the power battery.

[0108] In the above implementation process, the maximum recovery torque during the driving process of the hybrid vehicle is obtained based on the maximum recovery torque of the motor and the maximum recovery torque of the power battery, which can reasonably and effectively redistribute the torque, achieve reasonable consumption of power, and improve the hybrid vehicle's control ability over torque.

[0109] Furthermore, the recycling module is also used to: Obtaining a first maximum regenerative torque of the motor according to a preset motor speed torque efficiency curve; obtaining a second maximum regenerative torque of the motor according to an operating state of the motor during vehicle driving; The maximum regeneration torque of the motor is obtained according to the first maximum regeneration torque and the second maximum regeneration torque.

[0110] In the above implementation process, the maximum recovery torque of the motor is obtained from the lookup table and the maximum recovery torque in the actual operating state. The actual maximum recovery torque of the motor is obtained based on the above two, which can improve the accuracy of the data and reduce the calculation error of the maximum torque during the actual operation of the motor.

[0111] Furthermore, the recycling module is also used to: Obtain the maximum recovery power of the power battery; Get the maximum charging power of the power battery at the current temperature; Obtaining the maximum allowable charging power of the power battery based on the maximum recovery power of the power battery and the maximum charging power of the power battery at the current temperature; The maximum regenerative torque of the power battery is obtained according to the maximum allowable power of the power battery for charging.

[0112] In the above implementation process, the maximum allowable power for charging is obtained based on the maximum recovery power of the power battery and the maximum charging power at the current temperature, and then the maximum recovery torque of the power battery is obtained. The maximum recovery torque during the actual operation of the power battery can be obtained, providing data support for the torque redistribution of the power battery.

[0113] The power system torque acquisition device of the hybrid vehicle can implement the method of the above embodiment 1. The options in the above embodiment 1 are also applicable to this embodiment and will not be described in detail here.

[0114] The rest of the contents of the embodiments of this application can refer to the contents of the above-mentioned embodiment 1, and will not be repeated in this embodiment.

[0115] Example 3 An embodiment of the present application provides a hybrid vehicle, including the power system torque acquisition device of the hybrid vehicle of the second embodiment.

[0116] Example 4 An embodiment of the present application provides an electronic device, including a memory and a processor, wherein the memory is used to store a computer program, and the processor runs the computer program to enable the electronic device to execute a method for acquiring torque of a power system of a hybrid vehicle according to embodiment 1.

[0117] Optionally, the above-mentioned electronic device may be a server.

[0118] See Figure 3 , Figure 3 Schematic diagram of the structure of an electronic device provided in an embodiment of the present application. The electronic device may include a processor 31, a communication interface 32, a memory 33, and at least one communication bus 34. The communication bus 34 is used to enable direct communication between these components.

[0119] Optionally, the electronic device may further include a storage controller and an input / output unit. The memory 33, storage controller, processor 31, peripheral interface, and input / output unit are electrically connected to each other directly or indirectly to achieve data transmission or interaction.

[0120] The input and output unit is used to provide users with the ability to create tasks and to create optional start time periods or preset execution times for the tasks to enable interaction between the user and the server. The input and output unit can be, but is not limited to, a mouse and keyboard.

[0121] I understand. Figure 3 The structure shown is only for illustration, and the electronic device may also include Figure 3More or fewer components than shown, or with Figure 3 In addition, an embodiment of the present application further provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements a method for acquiring torque of a power system of a hybrid vehicle according to the first embodiment.

[0122] An embodiment of the present application further provides a computer program product, which, when running on a computer, enables the computer to execute the method described in the method embodiment.

[0123] The foregoing is merely an embodiment of the present application and is not intended to limit the scope of protection of the present application. For those skilled in the art, the present application may have various modifications and variations. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present application should be included within the scope of protection of the present application. It should be noted that similar numbers and letters represent similar items in the following figures. Therefore, once an item is defined in one figure, it does not need to be further defined or explained in subsequent figures.

[0124] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present application should be included within the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A method for obtaining torque from a power system of a hybrid vehicle, characterized in that: The method comprises: After selecting a driving mode, detecting the accelerator pedal and brake pedal of the hybrid vehicle respectively according to the driving mode to obtain current torque; Obtaining the current torque to obtain a baseline torque; correcting the torque according to the baseline torque altitude; The altitude correction torque is subjected to loss torque correction to obtain the driving torque.

2. The method for obtaining torque from a powertrain of a hybrid vehicle according to claim 1, characterized in that: The step of detecting the accelerator pedal and the brake pedal of the hybrid vehicle according to the driving mode to obtain the current torque includes: Obtaining a throttle position voltage parameter of the throttle sensor and a brake position voltage parameter of the brake sensor; obtaining an accelerator pedal position signal value according to the accelerator position voltage parameter, and obtaining a brake pedal position signal value according to the brake position voltage parameter; Get the current accelerator pedal output value; The accelerator pedal output value is evaluated by looking up a table according to the accelerator pedal position signal value and the brake pedal position signal value to obtain the current torque.

3. The method for obtaining torque from a powertrain of a hybrid vehicle according to claim 1, characterized in that: The step of correcting the torque according to the baseline torque altitude comprises: Get the altitude coefficient; The altitude corrected torque is obtained based on the altitude coefficient and the baseline torque.

4. The method for obtaining power system torque of a hybrid vehicle according to claim 1, characterized in that: The step of performing loss torque correction on the altitude correction torque to obtain the driving torque includes: Obtaining a driving mode in a current driving mode, where the driving mode includes pure electric driving and combined driving; When the driving mode is pure electric driving, performing drag loss correction on the altitude correction torque to obtain the driving torque; When the driving mode is combined driving, performing drag loss correction and oil pump friction loss correction on the altitude correction torque to obtain the driving torque; When the driving mode is engine driving, the altitude correction torque is corrected for oil pump friction loss and transmission power transmission loss to obtain the driving torque.

5. The method for obtaining torque from a powertrain of a hybrid vehicle according to claim 1, characterized in that: After the step of performing loss torque correction on the altitude correction torque to obtain the driving torque, the method further includes: performing torque recovery on the driving torque.

6. The method for obtaining torque from a powertrain of a hybrid vehicle according to claim 5, characterized in that: The step of recovering the driving torque includes: Obtain the maximum regenerative torque of the motor; Obtain the maximum regenerative torque of the power battery; The maximum regenerative torque of the power system of the hybrid vehicle is obtained according to the maximum regenerative torque of the motor and the maximum regenerative torque of the power battery.

7. The method for obtaining torque from a powertrain of a hybrid vehicle according to claim 6, characterized in that: The step of obtaining the maximum recovery torque of the motor includes: Obtaining a first maximum regenerative torque of the motor according to a preset motor speed torque efficiency curve; obtaining a second maximum regenerative torque of the motor according to an operating state of the motor during vehicle driving; A maximum recovery torque of the motor is obtained according to the first maximum recovery torque and the second maximum recovery torque.

8. The method for obtaining torque from a powertrain of a hybrid vehicle according to claim 6, wherein: The step of obtaining the maximum regenerative torque of the power battery includes: Obtaining the maximum recovery power of the power battery; Obtaining the maximum charging power of the power battery at the current temperature; Obtaining a maximum allowable charging power of the power battery according to the maximum recovery power of the power battery and the maximum charging power of the power battery at a current temperature; The maximum regenerative torque of the power battery is obtained according to the maximum allowable power of the power battery for charging.

9. A power system torque acquisition device for a hybrid vehicle, characterized in that: The device comprises: a detection module, configured to, after selecting a driving mode, detect the accelerator pedal and brake pedal of the hybrid vehicle according to the driving mode to obtain current torque; A data acquisition module, configured to obtain the current torque to obtain a baseline torque; The correction module is used to correct the torque according to the altitude of the baseline torque; and is also used to perform loss torque correction on the altitude corrected torque to obtain a driving torque.

10. A hybrid vehicle, characterized in that: A powertrain torque acquisition device for a hybrid vehicle comprising the method of claim 9.

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