Hybrid vehicle control method, device and vehicle

Abstract

This invention discloses a hybrid vehicle control method, device, and vehicle. The method includes: acquiring the motor speed difference, current vehicle speed, motor speed, and current required torque of the motor, wherein the motor speed difference is calculated based on the motor speed and current vehicle speed; determining the motor compensation torque based on the motor speed difference when enabling conditions are met; compensating the required torque based on the compensation torque to obtain the compensated required torque; and controlling the hybrid vehicle to output the compensated required torque. This invention ensures that while meeting the driver's power request, it effectively suppresses torque and speed vibration phenomena in the transmission system, improves the driving smoothness and handling stability of the entire vehicle, and thus enhances the driving experience.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a hybrid vehicle control method, device, and vehicle. Background Technology

[0002] Some hybrid vehicles are prone to vibration during acceleration or deceleration due to gaps in the transmission system and a lack of sufficient damping. Furthermore, the rapid torque response of the electric motor exacerbates this vibration, affecting driving comfort.

[0003] In existing technologies, PI (Proportional Integral) control calculations are typically performed based on the motor's current speed and initial output torque to obtain a compensation torque, which is then added to the initial output to suppress torsional vibration.

[0004] However, this method uses only motor speed as a single reference and fails to adequately consider the limitations on compensating torque under different operating conditions, resulting in suboptimal control performance. Furthermore, this method does not account for the overall time delay within the entire control system, thus weakening the torsional vibration control effect and making it difficult to achieve the intended vibration suppression target, ultimately leading to reduced drivability. Summary of the Invention

[0005] The present invention aims to solve at least one of the technical problems existing in the prior art.

[0006] Therefore, one objective of this invention is to provide a hybrid vehicle control method that ensures that while meeting the driver's power requirements, it effectively suppresses torque and speed vibrations in the transmission system, improves the driving smoothness and handling stability of the vehicle, and thus enhances the driving experience.

[0007] Therefore, a second objective of the present invention is to provide a hybrid vehicle control device.

[0008] Therefore, a third objective of the present invention is to provide a vehicle.

[0009] To achieve the above objectives, a first aspect of the present invention discloses a hybrid vehicle control method, comprising: acquiring the motor speed difference, current vehicle speed, motor speed, and current required torque of the motor of the hybrid vehicle, wherein the motor speed difference is calculated based on the motor speed and the current vehicle speed; determining the compensation torque of the motor based on the motor speed difference when an enabling condition is met; compensating the required torque based on the compensation torque to obtain the compensated required torque; and controlling the hybrid vehicle to output the compensated required torque.

[0010] According to the hybrid vehicle control method of the present invention, the current vehicle speed, motor speed, and current required torque of the motor are obtained. After calculating the motor speed difference based on the motor speed and the current vehicle speed, it is determined whether the hybrid vehicle meets the enabling conditions. When it is determined that the hybrid vehicle meets the enabling conditions, the compensation torque of the motor is determined based on the motor speed difference. Then, the current required torque of the motor is compensated based on the compensation torque to determine the correction amount required for torque suppression, thereby obtaining the compensated required torque. The hybrid vehicle is then controlled to output the compensated required torque, ensuring that while meeting the driver's power request, torque and speed vibration phenomena in the transmission system are effectively suppressed, improving the driving smoothness and handling stability of the entire vehicle, and thus improving the driving experience.

[0011] In addition, the hybrid vehicle control method according to the above embodiments of the present invention may also have the following additional technical features: In some embodiments, obtaining the motor speed difference of the hybrid vehicle includes: filtering the motor speed to obtain a filtered motor speed; obtaining the tire radius of the hybrid vehicle; determining the theoretical motor speed based on the current vehicle speed, the reduction ratio, and the tire radius, wherein the reduction ratio is a known quantity; and determining the motor speed difference based on the difference between the filtered motor speed and the theoretical motor speed.

[0012] In some embodiments, determining the compensation torque of the motor based on the motor speed difference includes: obtaining the compensation torque using a PD (Proportional Derivative) regulation control algorithm based on the motor speed difference; the PD regulation control algorithm includes:

[0013] Where Tq is the compensation torque. Spd is the motor speed difference, Kp n Kd represents the proportional coefficient under different vehicle operating conditions. n J1 represents the differential coefficient under different vehicle operating conditions, and J1 represents the total moment of inertia of the motor and engine of the hybrid vehicle. The proportional coefficient, the differential coefficient, and the motor speed difference have a pre-calibrated correspondence.

[0014] In some embodiments, compensating for the required torque based on the compensation torque includes: when the compensation torque is greater than a first preset torque threshold, determining the phase offset under the current power condition based on the delay time corresponding to the current power condition of the hybrid vehicle, wherein the delay time is the time required from the acquisition of the motor speed difference to the hybrid vehicle performing the process of compensating for the required torque based on the compensation torque, and the power condition includes a drive condition or a feedback condition; correcting the compensation torque based on the phase offset to obtain a corrected compensation torque; and compensating for the required torque based on the corrected compensation torque.

[0015] In some embodiments, compensating the required torque based on the corrected compensation torque includes: determining a maximum compensation torque value and a minimum compensation torque value based on the current vehicle speed and the required torque; when the corrected compensation torque is greater than the maximum compensation torque value, using the maximum compensation torque value as the corrected compensation torque, and compensating the required torque based on the maximum compensation torque value; when the corrected compensation torque is less than the minimum compensation torque value, using the minimum compensation torque value as the corrected compensation torque, and compensating the required torque based on the minimum compensation torque value; when the corrected compensation torque is greater than or equal to the minimum compensation torque value and less than or equal to the maximum compensation torque value, compensating the required torque based on the corrected compensation torque.

[0016] In some embodiments, compensating for the required torque based on the compensation torque further includes: limiting the compensation torque to zero when the compensation torque is less than or equal to a first preset torque threshold, and / or when the motor speed difference is less than or equal to a preset speed threshold.

[0017] In some embodiments, the required torque is compensated based on the compensation torque to obtain the compensated required torque, including: when the hybrid vehicle is in the driving condition, the sum of the required torque and the compensation torque is taken as the compensated required torque; when the hybrid vehicle is in the feedback condition, the difference between the required torque and the compensation torque is taken as the compensated required torque.

[0018] In some embodiments, the enabling conditions include: the brake stability system control function is not activated, the current speed of the hybrid vehicle exceeds a preset speed threshold, the required torque is greater than a second preset torque threshold, the hybrid vehicle is not in neutral (N) or park (P) gear, the cruise control function is not activated, and the hybrid vehicle is not in a gear shifting process.

[0019] To achieve the above objectives, a second aspect of the present invention discloses a hybrid vehicle control device, comprising: an acquisition module for acquiring the motor speed difference and the current required torque of the motor of the hybrid vehicle, wherein the motor speed difference is calculated based on the motor speed and the current vehicle speed; a determination module for determining the compensation torque of the motor based on the motor speed difference when an enabling condition is met; a compensation module for compensating the required torque based on the compensation torque to obtain the compensated required torque; and a control module for controlling the vehicle to output the compensated required torque.

[0020] According to the hybrid vehicle control device of the present invention, the acquisition module acquires the current vehicle speed, motor speed, and current motor torque demand of the hybrid vehicle, and calculates the motor speed difference based on the motor speed and the current vehicle speed. The determination module determines whether the hybrid vehicle meets the enabling conditions. When it is determined that the hybrid vehicle meets the enabling conditions, the compensation torque of the motor is determined based on the motor speed difference. Then, the compensation module compensates the current motor torque demand based on the compensation torque to determine the correction amount required for torque suppression, thereby obtaining the compensated torque demand. The control module controls the hybrid vehicle to output the compensated torque demand, ensuring that while meeting the driver's power request, the torque and speed vibration phenomena in the transmission system are effectively suppressed, improving the driving smoothness and handling stability of the whole vehicle, and thus improving the driving experience.

[0021] To achieve the above objectives, an embodiment of the third aspect of the present invention discloses a vehicle, comprising: the hybrid vehicle control device described in the second aspect of the present invention, or a processor, a memory, and a hybrid vehicle control program stored in the memory and executable on the processor, wherein the hybrid vehicle control program, when executed by the processor, implements the hybrid vehicle control method as described in any embodiment of the first aspect of the present invention.

[0022] According to the vehicle of the present invention, the current vehicle speed, motor speed, and current required torque of the motor are obtained. After calculating the motor speed difference based on the motor speed and the current vehicle speed, it is determined whether the hybrid vehicle meets the enabling conditions. When it is determined that the hybrid vehicle meets the enabling conditions, the compensation torque of the motor is determined based on the motor speed difference. Then, the current required torque of the motor is compensated based on the compensation torque to determine the correction amount required for torque suppression, thereby obtaining the compensated required torque. The hybrid vehicle is then controlled to output the compensated required torque, ensuring that while meeting the driver's power request, torque and speed vibration phenomena in the transmission system are effectively suppressed, improving the driving smoothness and handling stability of the entire vehicle, and thus improving the driving experience.

[0023] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0024] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a schematic diagram of the structure of a hybrid vehicle control system according to an embodiment of the present invention; Figure 2 This is a flowchart of a hybrid vehicle control method according to an embodiment of the present invention; Figure 3 This is a structural block diagram of a hybrid vehicle control device according to an embodiment of the present invention; Figure 4 This is a structural block diagram of a vehicle according to an embodiment of the present invention; Figure 5 This is a structural block diagram of a vehicle according to another embodiment of the present invention. Detailed Implementation

[0025] The embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention are described in detail below.

[0026] In a specific embodiment, such as Figure 1 As shown, the motor and wheels are connected by torsion springs, forming a power transmission chain. Here, J1 represents the total moment of inertia of the motor and engine, Spd' is the motor speed, and V is the current vehicle speed, determined based on the wheel speed.

[0027] The hybrid controller calculates the required torque Tr of the motor based on the current operating conditions and adjusts it to the target torque Tr΄ of the motor using a PD adjustment control algorithm, which is the compensated required torque. To suppress torque and speed vibrations in the transmission system, the control system calculates the compensation torque Tq using a PD adjustment control algorithm based on the difference between the filtered motor speed and the speed estimated by the motor speed model. Depending on the vehicle's operating conditions, this compensation torque is added to the required torque (i.e., Tq + Tr = Tr΄) or subtracted from it (i.e., Tr - Tq = Tr΄), and sent as the final target torque command to the motor controller to achieve dynamic correction of the actual motor torque Tm, so that the motor controller outputs the compensated required torque Tr΄.

[0028] During power transmission, the actual torque Tm of the motor is transmitted to the wheels through the torsion spring, transforming into wheel-end torque Tw, which then drives the vehicle forward or backward. Due to the presence of the torsion spring, there is a certain elastic coupling between the motor and the wheels, which may cause phase differences and energy fluctuations during transient responses, resulting in torque and speed vibrations. Therefore, by introducing a compensating torque Tq, this vibration effect can be effectively counteracted, ensuring the smoothness and efficiency of power transmission.

[0029] The following is for reference. Figure 2 A hybrid vehicle control method according to an embodiment of the present invention is described.

[0030] Figure 2 This is a flowchart of a hybrid vehicle control method according to an embodiment of the present invention. Figure 2 As shown, the method includes at least steps S1-S4.

[0031] Step S1: Obtain the motor speed difference, current vehicle speed, motor speed, and current required torque of the hybrid vehicle. The motor speed difference is calculated based on the motor speed and the current vehicle speed.

[0032] In this embodiment, the actual motor speed, the current vehicle speed of the hybrid vehicle, and the current required torque of the motor are obtained through the motor controller. For example, the actual motor speed and the current vehicle speed information are input into the motor speed model to calculate the motor speed difference. Based on the vehicle's operating state and the motor's working state, the vibration trend of the transmission system that may be caused during the motor output process can be reflected. This can accurately capture the interaction between the motor and the vehicle dynamics, thereby optimizing the driving smoothness of the whole vehicle and the stability of the power system.

[0033] Step S2: When the enabling conditions are met, determine the motor compensation torque based on the motor speed difference.

[0034] In this embodiment, when the enable condition for torque vibration control is met, the vibration trend of the current transmission system is identified by analyzing the difference between the actual motor speed and the output value of the motor speed model. Then, the motor speed difference is processed to calculate the compensation torque for suppressing torque and speed vibration. Based on this compensation torque, the torque and speed vibration caused by power system mismatch or sudden load change are offset, thereby improving the driving smoothness and system stability of the whole vehicle.

[0035] Step S3: Compensate the required torque based on the compensation torque to obtain the compensated required torque.

[0036] In this embodiment, after calculating the motor's compensation torque, the compensation torque is added to or subtracted from the motor's current required torque based on the vehicle's current operating conditions to dynamically compensate for the required torque, thus obtaining the compensated required torque. This compensated required torque comprehensively considers the power request from the driver or vehicle control system, as well as the correction amounts required for torque and speed suppression, ensuring that while meeting power output requirements, it effectively suppresses torque and speed vibrations in the transmission system, thereby improving vehicle ride smoothness and driving comfort.

[0037] Step S4: Control the hybrid vehicle to output the required torque after compensation.

[0038] In this embodiment, after calculating and determining the compensated required torque, it is sent as a target torque command to the motor controller. The motor controller then controls the motor output according to the compensated required torque, enabling the vehicle to respond according to the compensated required torque. Through this process, the hybrid vehicle can effectively suppress torque and speed vibrations in the transmission system while meeting the driver's power requirements, thereby improving the overall driving smoothness, handling stability, and energy efficiency.

[0039] Therefore, in the embodiments of the present invention, the current vehicle speed, motor speed, and current required torque of the hybrid vehicle are obtained. After calculating the motor speed difference based on the motor speed and the current vehicle speed, it is determined whether the hybrid vehicle meets the enabling conditions. When it is determined that the hybrid vehicle meets the enabling conditions, the compensation torque of the motor is determined based on the motor speed difference. Then, the current required torque of the motor is compensated based on the compensation torque to determine the correction amount required for torque and speed suppression, thereby obtaining the compensated required torque. The hybrid vehicle is then controlled to output the compensated required torque, ensuring that while meeting the driver's power request, the torque and speed vibration phenomena in the transmission system are effectively suppressed, improving the driving smoothness and handling stability of the entire vehicle, and thus improving the driving experience.

[0040] In one embodiment of the present invention, obtaining the motor speed difference of a hybrid vehicle includes: obtaining a filtered motor speed after filtering the motor speed; obtaining the tire radius of the hybrid vehicle; determining the theoretical motor speed based on the current vehicle speed, reduction ratio, and tire radius, wherein the reduction ratio is a known quantity; and determining the motor speed difference based on the difference between the filtered motor speed and the theoretical motor speed.

[0041] For example, the tire radius is denoted as R (m), the reduction ratio as ig, the theoretical motor speed as Spd, the motor speed as Spd', the current vehicle speed as V, and the motor speed difference as... Spd (rpm / min).

[0042] The reduction ratio is the fixed transmission ratio of the transmission system.

[0043] In this embodiment, for example, the motor speed collected by the actual motor speed sensor is filtered to remove noise and interference, resulting in a more stable and accurate filtered motor speed. Then, the system obtains the tire radius R from the vehicle parameters. Next, based on the current vehicle speed V, the known reduction ratio ig, and the tire radius R, the theoretical motor speed Spd corresponding to the current driving state is calculated using the motor speed model, i.e.: Spd = .

[0044] Finally, the filtered actual motor speed Spd' is compared with the theoretical motor speed Spd, and the difference between the two is calculated to obtain the motor speed difference. Spd. The motor speed difference. Spd reflects the deviation between the actual output speed of the motor and the expected ideal speed, based on the motor speed difference. Spd judges the vibration trend of the transmission system and generates compensating torque to effectively suppress torque and speed vibration, thereby improving driving safety and smoothness.

[0045] In a specific embodiment, the actual motor speed is acquired in real time and subjected to second-order high-pass and second-order low-pass filtering to obtain a more stable and accurate filtered motor speed. The reason for using a second-order high-pass filter is that the wheel speed signal has a significant delay compared to the motor speed signal. When the vehicle deceleration is constant, this can lead to a measured wheel speed value that is higher than the actual value. To correct this error, a second-order high-pass filter is used. Its transfer function is F1(s) = ,in The damping coefficient is... Here, is the cutoff frequency, and A=1 is the system gain. = , = , where T is the electromechanical time constant, k is the open-loop gain, and s is a known quantity.

[0046] For a second-order low-pass filter, its transfer function is F2(s) = ,in The damping coefficient is... Here, is the cutoff frequency, and A=1 is the system gain. = , = T is the electromechanical time constant, k is the open-loop gain, and s is a known quantity.

[0047] Taking all the above factors into consideration, the damping coefficient can be selected. =0.7 and cutoff frequency Configuration of a second-order low-pass filter with a frequency of 100Hz and selection of damping coefficient =0.7 and cutoff frequency A second-order high-pass filter with a frequency of 1Hz is used to ensure effective suppression of high and low frequency noise while minimizing signal delay and maintaining good system response characteristics. This ensures both data accuracy and optimizes the system's dynamic performance.

[0048] In one embodiment of the present invention, determining the compensation torque of the motor based on the motor speed difference includes: obtaining the compensation torque using a PD regulation control algorithm based on the motor speed difference; the PD regulation control algorithm includes:

[0049] Where Tq is the compensation torque. Spd represents the motor speed difference, Kp n Kd represents the proportional coefficient under different vehicle operating conditions. n J1 represents the differential coefficient under different vehicle operating conditions, and J2 represents the total moment of inertia of the motor and engine of the hybrid vehicle. The proportional coefficient, differential coefficient and motor speed difference have a pre-calibrated correspondence.

[0050] In this embodiment, the difference between the actual motor speed and the expected theoretical motor speed is analyzed. Spd uses the PD regulation control algorithm for dynamic adjustment to achieve effective control of the vibration of the transmission system.

[0051] Specifically, based on the proportional coefficient Kpn and the difference in motor speed The pre-defined correspondence between Spd and the scaling factor Kp n By differentiating the time constant Kt n and differential coefficients Kd n The ratio between them is determined, that is, Kd n = The differential time constant Kt n and differential coefficients Kd n This is based on the difference in motor speed. The Spd is obtained through system calibration under different vehicle operating conditions to ensure that the control parameters can adapt to the vibration characteristics under various driving scenarios, thereby improving the accuracy and adaptability of torque and speed vibration control.

[0052] Vehicle operating conditions include, for example, creeping in D (drive) gear, creeping in R (reverse) gear, deceleration in D gear, deceleration in R gear, acceleration in D gear, and acceleration in R gear. The number n varies depending on the vehicle operating condition; that is, n=1 when the vehicle is in creeping in D gear, n=2 when the vehicle is in creeping in R gear, n=3 when the vehicle is in deceleration in D gear, n=4 when the vehicle is in deceleration in R gear, n=5 when the vehicle is in acceleration in D gear, and n=6 when the vehicle is in acceleration in R gear.

[0053] The total rotational inertia J1 of the motor and engine, and the difference in motor speed are obtained. Spd, proportionality coefficient Kp n Differential coefficient Kd n By incorporating the PD adjustment control algorithm, the motor's compensation torque Tq can be calculated. This allows for targeted adjustment of these parameters under different vehicle operating conditions, ensuring that the compensation torque accurately matches the vibration characteristics of the current operating condition. Consequently, it can respond in real time to changes in motor speed, quickly generating compensation torque with phase-matching characteristics. This effectively suppresses torque and speed vibrations in the transmission system, improving the vehicle's driving smoothness, handling stability, and user driving experience.

[0054] Specifically, the proportional coefficient Kp is determined based on the different operating conditions of the vehicle. n and differential coefficients Kd n The differences also vary accordingly. In a specific embodiment, the differential coefficient Kd n Based on the proportionality coefficient Kp n and differential time constant Kt n It was jointly determined.

[0055] For example, when the system detects that the vehicle is currently in D gear creep mode, it will adjust the speed according to the pre-calibrated proportional coefficient Kp. n Differential coefficient Kd n The correspondence between the proportional coefficient Kp1 and the differential time constant Kt1 under this operating condition is determined by establishing a relationship between the proportional coefficient Kp1 and the motor speed difference Spd. This process is a dynamic adjustment process: a reference compensation torque is set as the target value in the simulation system, and the values ​​of the proportional coefficient Kp1 and the differential time constant Kt1 are continuously adjusted to make the actually calculated compensation torque gradually approach the target value.

[0056] For example, in the initial state, assume the proportional gain Kp1 = 5 and the differential time constant Kt1 = 2. To make the compensation torque closer to the target value, the proportional gain Kp1 can be adjusted in steps of 1 (e.g., increasing or decreasing by 1), and the differential time constant Kp1 can be fine-tuned in smaller steps (e.g., 0.5 or 0.2). After several iterations, if the proportional gain Kp1 is adjusted to 4 and the differential time constant Kt1 is adjusted to 1, then according to the formula Kd1 = The differential coefficient Kd1 is 0.25 at this point. Finally, the total moment of inertia J1 of the motor and engine, and the difference in motor speed are obtained. By substituting Spd, proportional coefficient Kp1, and derivative coefficient Kd1 into the PD adjustment control algorithm, the compensation torque Tq of the motor under D-gear creeping condition can be calculated, thereby achieving the expected compensation torque effect under D-gear creeping condition.

[0057] For other vehicle operating conditions (such as R-gear creeping, D-gear deceleration, R-gear deceleration, D-gear acceleration, and R-gear acceleration), the parameter adjustment process is similar. They are all adaptively adjusted according to the preset mapping relationship under their respective operating conditions in order to effectively suppress torque vibration and optimize control performance under different driving scenarios.

[0058] In one embodiment of the present invention, compensating for the required torque based on the compensation torque includes: when the compensation torque is greater than a first preset torque threshold, determining the phase offset under the current power condition based on the delay time corresponding to the current power condition of the hybrid vehicle, wherein the delay time is the time required from the acquisition of the motor speed difference to the hybrid vehicle performing the process of compensating for the required torque based on the compensation torque, and the power condition includes a drive condition or a feedback condition; correcting the compensation torque based on the phase offset to obtain the corrected compensation torque; and compensating for the required torque based on the corrected compensation torque.

[0059] In this embodiment, when the calculated compensation torque is greater than a preset first torque threshold, it indicates that the compensation torque has sufficient amplitude to effectively intervene in the torque and speed vibration of the transmission system. At this time, the system further determines the phase offset under the current power condition of the hybrid vehicle, i.e., the delay time corresponding to the drive condition or the feedback condition. The delay time is defined as the time required from acquiring the motor speed difference signal to the control system completing data processing and entering the control state based on the compensation torque to adjust the motor's required torque.

[0060] Because the system's response characteristics and control link delays differ under different operating conditions, it is necessary to calibrate the corresponding delay times separately and calculate the corresponding phase offsets accordingly. This is used to correct the phase of the original compensation torque, ensuring its timing matches the frequency and phase of the first vibration mode of the transmission system, thereby improving torque and speed vibration suppression. Finally, the system superimposes the phase-corrected compensation torque onto the current motor's required torque, completing dynamic compensation for the target output torque. This achieves more precise and efficient torque and speed vibration control, improving overall vehicle ride comfort and energy efficiency.

[0061] The control link refers to the complete control system path from receiving the motor speed difference signal, through sensor delay, communication delay, filtering delay, and HCU (Hybrid Control Unit) calculation delay, to finally generating and outputting control commands based on the compensation torque to adjust the required torque, and acting on the vehicle actuators.

[0062] In one embodiment of the present invention, compensating for the required torque based on the corrected compensation torque includes: determining a maximum compensation torque value and a minimum compensation torque value based on the current vehicle speed and the required torque; when the corrected compensation torque is greater than the maximum compensation torque value, using the maximum compensation torque value as the corrected compensation torque, and compensating for the required torque based on the maximum compensation torque value; when the corrected compensation torque is less than the minimum compensation torque value, using the minimum compensation torque value as the corrected compensation torque, and compensating for the required torque based on the minimum compensation torque value; when the corrected compensation torque is greater than or equal to the minimum compensation torque value and less than or equal to the maximum compensation torque value, compensating for the required torque based on the corrected compensation torque.

[0063] In this embodiment, the system determines the maximum and minimum compensation torque values ​​based on the current vehicle speed and the required torque to ensure that the compensation torque operates within a reasonable range. Then, when the corrected compensation torque is greater than the maximum compensation torque value, the system uses the maximum compensation torque value as the corrected compensation torque and compensates for the required torque accordingly; conversely, if the corrected compensation torque is less than the minimum compensation torque value, the minimum compensation torque value is used as the corrected compensation torque and is also used to adjust the required torque.

[0064] When the corrected compensation torque falls between the minimum and maximum compensation torque values ​​(i.e., greater than or equal to the minimum compensation torque value and less than or equal to the maximum compensation torque value), the system directly compensates for the required torque based on this corrected compensation torque value. Through this limiting strategy, the system can effectively avoid unnecessary interference or control failures caused by excessively large or small compensation torque, thereby ensuring that the vehicle can achieve smooth and efficient torque output and torque and speed vibration suppression under different operating conditions.

[0065] In one embodiment of the present invention, the compensation of the required torque based on the compensation torque further includes: when the compensation torque is less than or equal to a first preset torque threshold, and / or when the motor speed difference is less than or equal to a preset speed threshold, limiting the compensation torque to zero.

[0066] In this embodiment, during the process of compensating the motor's required torque based on the compensation torque, the compensation torque is also limited to improve the stability and applicability of the control strategy.

[0067] Specifically, when the detected compensation torque is less than or equal to a first preset torque threshold, or the motor speed difference is less than or equal to a preset speed threshold, it indicates that the current vibration level of the transmission system is low, the demand for torque and speed vibration control is weak, or the compensation effect is insignificant. At this time, to prevent excessively small compensation torque from causing unnecessary disturbances or energy fluctuations in the system, the control system forcibly limits the compensation torque to a minimum executable torque value, that is, limits the compensation torque to zero, and compensates for the motor's required torque based on the zero compensation torque. This limiting strategy not only avoids the control risks caused by ineffective or reverse excitation but also improves the robustness of vehicle control and driving smoothness, ensuring that the system activates torque and speed vibration suppression functions only under necessary conditions, achieving efficient torque management.

[0068] In one embodiment of the present invention, the required torque is compensated based on the compensation torque to obtain the compensated required torque, including: when the hybrid vehicle is in driving condition, the sum of the required torque and the compensation torque is used as the compensated required torque; when the hybrid vehicle is in feedback condition, the difference between the required torque and the compensation torque is used as the compensated required torque.

[0069] In this embodiment, the motor's required torque is compensated based on the compensation torque to obtain the final compensated required torque. Specifically, the compensation method is determined according to the current power operating condition of the hybrid vehicle (driving condition or regenerative braking condition). When the vehicle is in driving condition, the motor outputs positive torque to drive the vehicle forward. At this time, the motor's required torque is added to the compensation torque to obtain the compensated required torque, thereby enhancing driving force and effectively suppressing negative vibration in the transmission system. When the vehicle is in regenerative braking condition, the motor is in a generating state, outputting negative torque to recover energy. At this time, the motor's required torque is subtracted from the compensation torque, and the difference is used as the compensated required torque to match the change in energy flow direction during regenerative braking. This compensation strategy fully considers the differences in the direction of motor torque action and vibration characteristics under different operating conditions, ensuring that the compensation torque remains consistent with the power transmission direction of the system in both driving and regenerative states. This improves the effectiveness of torque and speed vibration control and the stability of system response, further optimizing the overall vehicle driving smoothness and energy utilization efficiency.

[0070] In one embodiment of the present invention, the enabling conditions include: the braking stability system control function is not activated, the current speed of the hybrid vehicle exceeds a preset speed threshold, the required torque is greater than a second preset torque threshold, the hybrid vehicle is not in N or P gear, the cruise control function is not activated, and the hybrid vehicle is not in the gear shifting process.

[0071] In this embodiment, the enabling conditions for torque and speed vibration control functions are used to determine whether the system has the prerequisites to execute compensated torque control, ensuring that the control strategy operates safely and effectively. Specifically, the braking stability system control function is not activated to avoid conflict with the torque intervention of the braking stability system; the current vehicle speed of the hybrid vehicle is higher than a preset vehicle speed threshold to ensure that the vehicle is in a suitable driving state for torque and speed vibration control; the current torque demand of the motor is greater than a second preset torque threshold to ensure that the power system has sufficient output demand, making the compensation effect meaningful; in addition, the vehicle is not in N (neutral) or P (parking) gear, indicating that the vehicle is in a driveable or regenerative state; and the hybrid vehicle is not in a gear shifting process, indicating that the vehicle's transmission system is engaged. Finally, the cruise control function is not activated to prevent interference with the cruise control logic. Only when all the above conditions are met simultaneously will the control system determine that the current conditions for enabling torque and speed vibration control are met, thereby allowing the correction and intervention of the motor's required torque based on the compensation torque. This effectively improves the safety and robustness of the control strategy, ensuring that torque and speed vibration control is only activated under appropriate operating conditions, thereby enhancing the smoothness and stability of the vehicle's driving.

[0072] However, when any of the above enabling conditions are not met, such as when the brake stability control function is activated, or the current vehicle speed is lower than the preset vehicle speed threshold (i.e., the current vehicle speed is too low), or the required torque is lower than the second preset torque threshold (i.e., the current required torque is too low), or the current vehicle is in P or N gear, or the cruise control function is activated, or the current vehicle is in the process of shifting gears, the torque and speed vibration control function will be disengaged.

[0073] According to the hybrid vehicle control method of the present invention, the current vehicle speed, motor speed, and current required torque of the motor are obtained. After calculating the motor speed difference based on the motor speed and the current vehicle speed, it is determined whether the hybrid vehicle meets the enabling conditions. When it is determined that the hybrid vehicle meets the enabling conditions, the compensation torque of the motor is determined based on the motor speed difference. Then, the current required torque of the motor is compensated based on the compensation torque to determine the correction amount required for torque suppression, thereby obtaining the compensated required torque. The hybrid vehicle is then controlled to output the compensated required torque, ensuring that while meeting the driver's power request, torque and speed vibration phenomena in the transmission system are effectively suppressed, improving the driving smoothness and handling stability of the entire vehicle, and thus improving the driving experience.

[0074] A further embodiment of the present invention discloses a hybrid vehicle control device.

[0075] like Figure 3 As shown, the hybrid vehicle control device 2 includes: an acquisition module 21, a determination module 22, a compensation module 23, and a control module 24.

[0076] The acquisition module 21 is used to acquire the motor speed difference and the current required torque of the motor in the hybrid vehicle. The motor speed difference is calculated based on the motor speed and the current vehicle speed. The determination module 22 is used to determine the compensation torque of the motor based on the motor speed difference when the enabling conditions are met. The compensation module 23 is used to compensate the required torque based on the compensation torque to obtain the compensated required torque. The control module 24 is used to control the vehicle to output the compensated required torque.

[0077] In one embodiment of the present invention, the acquisition module 21 acquires the motor speed difference of the hybrid vehicle, including: obtaining the filtered motor speed after filtering the motor speed; acquiring the tire radius of the hybrid vehicle; determining the theoretical motor speed based on the current vehicle speed, reduction ratio and tire radius, wherein the reduction ratio is a known quantity; and determining the motor speed difference based on the difference between the filtered motor speed and the theoretical motor speed.

[0078] In one embodiment of the present invention, the determining module 22 determines the compensation torque of the motor based on the motor speed difference, including: obtaining the compensation torque using a PD adjustment control algorithm based on the motor speed difference; the PD adjustment control algorithm includes:

[0079] Where Tq is the compensation torque. Spd represents the motor speed difference, Kp n Kd represents the proportional coefficient under different vehicle operating conditions. n J1 represents the differential coefficient under different vehicle operating conditions, and J2 represents the total moment of inertia of the motor and engine of the hybrid vehicle. The proportional coefficient, differential coefficient and motor speed difference have a pre-calibrated correspondence.

[0080] In one embodiment of the present invention, the compensation module 23 compensates for the required torque based on the compensation torque, including: when the compensation torque is greater than a first preset torque threshold, determining the phase offset under the current power condition according to the delay time corresponding to the current power condition of the hybrid vehicle, wherein the delay time is the time required from the acquisition of the motor speed difference to the hybrid vehicle performing the process of compensating for the required torque based on the compensation torque, and the power condition includes a drive condition or a feedback condition; correcting the compensation torque according to the phase offset to obtain the corrected compensation torque; and compensating for the required torque according to the corrected compensation torque.

[0081] In one embodiment of the present invention, the compensation module 23 compensates for the required torque based on the corrected compensation torque, including: determining the maximum and minimum compensation torque values ​​based on the current vehicle speed and the required torque; when the corrected compensation torque is greater than the maximum compensation torque value, using the maximum compensation torque value as the corrected compensation torque, and compensating for the required torque based on the maximum compensation torque value; when the corrected compensation torque is less than the minimum compensation torque value, using the minimum compensation torque value as the corrected compensation torque, and compensating for the required torque based on the minimum compensation torque value; when the corrected compensation torque is greater than or equal to the minimum compensation torque value and less than or equal to the maximum compensation torque value, compensating for the required torque based on the corrected compensation torque.

[0082] In one embodiment of the present invention, the compensation module 23 compensates for the required torque based on the compensation torque, and further includes: when the compensation torque is less than or equal to a first preset torque threshold, and / or the motor speed difference is less than or equal to a preset speed threshold, the compensation torque is limited to zero.

[0083] In one embodiment of the present invention, the compensation module 23 compensates the required torque based on the compensation torque to obtain the compensated required torque, including: when the hybrid vehicle is in driving condition, the sum of the required torque and the compensation torque is used as the compensated required torque; when the hybrid vehicle is in feedback condition, the difference between the required torque and the compensation torque is used as the compensated required torque.

[0084] In one embodiment of the present invention, the enabling conditions include: the braking stability system control function is not activated, the current speed of the hybrid vehicle exceeds a preset speed threshold, the required torque is greater than a second preset torque threshold, the hybrid vehicle is not in N or P gear, the cruise control function is not activated, and the hybrid vehicle is not in the gear shifting process.

[0085] According to the hybrid vehicle control device 2 of the present invention, the acquisition module 21 acquires the current vehicle speed, motor speed, and current motor torque demand of the hybrid vehicle, and calculates the motor speed difference based on the motor speed and the current vehicle speed. The determination module 22 determines whether the hybrid vehicle meets the enabling conditions. When it is determined that the hybrid vehicle meets the enabling conditions, the compensation torque of the motor is determined based on the motor speed difference. Then, the compensation module 23 compensates the current motor torque demand based on the compensation torque to determine the correction amount required for torque suppression, thereby obtaining the compensated torque demand. The control module 24 controls the hybrid vehicle to output the compensated torque demand, ensuring that while meeting the driver's power request, the torque and speed vibration phenomena in the transmission system are effectively suppressed, improving the driving smoothness and handling stability of the whole vehicle, and thus improving the driving experience.

[0086] A further embodiment of the present invention discloses a vehicle.

[0087] In some embodiments, such as Figure 4 As shown, vehicle 3 includes the hybrid vehicle control device 2 described in the above embodiments of the present invention.

[0088] In other embodiments, such as Figure 5 As shown, vehicle 3 includes processor 31, memory 32, and a hybrid vehicle control program stored in memory and executable on processor 31. When the hybrid vehicle control program is executed by processor 31, it implements the hybrid vehicle control method as described in the above embodiments of the present invention.

[0089] According to the vehicle 3 of the present invention, the current vehicle speed, motor speed, and current required torque of the hybrid vehicle are obtained. After calculating the motor speed difference based on the motor speed and the current vehicle speed, it is determined whether the hybrid vehicle meets the enabling conditions. When it is determined that the hybrid vehicle meets the enabling conditions, the compensation torque of the motor is determined based on the motor speed difference. Then, the current required torque of the motor is compensated based on the compensation torque to determine the correction amount required for torque suppression, thereby obtaining the compensated required torque. The hybrid vehicle is then controlled to output the compensated required torque, ensuring that while meeting the driver's power request, the torque and speed vibration phenomena in the transmission system are effectively suppressed, improving the driving smoothness and handling stability of the entire vehicle, and thus improving the driving experience.

[0090] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0091] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A hybrid vehicle control method characterized by, include: The motor speed difference, current vehicle speed, motor speed, and current required torque of the motor are obtained for the hybrid vehicle. The motor speed difference is calculated based on the motor speed and the current vehicle speed. When the enabling conditions are met, the compensation torque of the motor is determined based on the motor speed difference; The required torque is compensated based on the compensated torque to obtain the compensated required torque; Control the hybrid vehicle to output the compensated required torque; The compensation of the required torque based on the compensation torque includes: When the compensation torque is greater than the first preset torque threshold, the phase offset under the current power condition is determined according to the delay time corresponding to the current power condition of the hybrid vehicle. The delay time is the time required from the acquisition of the motor speed difference to the hybrid vehicle performing the process of compensating the required torque based on the compensation torque. The power condition includes driving condition or feedback condition. The compensation torque is corrected based on the phase offset to obtain the corrected compensation torque; The required torque is compensated based on the corrected compensation torque.

2. The hybrid vehicle control method according to claim 1, characterized by, Obtaining the motor speed difference of the hybrid vehicle includes: The filtered motor speed is obtained after filtering the motor speed. Obtain the tire radius of the hybrid vehicle; The theoretical motor speed is determined based on the current vehicle speed, the reduction ratio, and the tire radius, wherein the reduction ratio is a known quantity; The motor speed difference is determined based on the difference between the filtered motor speed and the theoretical motor speed.

3. The hybrid vehicle control method according to claim 1, characterized by, Determining the compensation torque of the motor based on the motor speed difference includes: Based on the motor speed difference, the compensation torque is obtained using a PD regulation control algorithm; The PD regulation control algorithm includes: wherein Tq is the compensation torque, Spd is the motor speed difference, Kp n is a proportional coefficient under different vehicle working conditions, Kd n is a differential coefficient under different vehicle working conditions, J1 is the total moment of inertia of the motor and engine of the hybrid vehicle, and the proportional coefficient, the differential coefficient, and the motor speed difference have a pre-calibrated corresponding relationship.

4. The hybrid vehicle control method according to claim 1, characterized by, Compensating the required torque according to the corrected compensation torque includes: The maximum and minimum compensation torque values ​​are determined based on the current vehicle speed and the required torque. When the corrected compensation torque is greater than the maximum compensation torque value, the maximum compensation torque value is used as the corrected compensation torque, and the required torque is compensated according to the maximum compensation torque value; When the corrected compensation torque is less than the minimum compensation torque value, the minimum compensation torque value is used as the corrected compensation torque, and the required torque is compensated according to the minimum compensation torque value. When the corrected compensation torque is greater than or equal to the minimum compensation torque value and less than or equal to the maximum compensation torque value, the required torque will be compensated according to the corrected compensation torque.

5. The hybrid vehicle control method according to claim 1, characterized in that, Compensating for the required torque based on the compensated torque further includes: When the compensation torque is less than or equal to a first preset torque threshold, and / or the motor speed difference is less than or equal to a preset speed threshold, the compensation torque is limited to zero.

6. The hybrid vehicle control method according to claim 1, characterized in that, The required torque is compensated based on the compensated torque to obtain the compensated required torque, including: When the hybrid vehicle is in the driving condition, the sum of the required torque and the compensated torque is taken as the compensated required torque; When the hybrid vehicle is in the feedback condition, the difference between the required torque and the compensated torque is taken as the compensated required torque.

7. The hybrid vehicle control method according to claim 1, characterized in that, The enabling conditions include: The braking stability system control function is not activated, the current speed of the hybrid vehicle exceeds the preset speed threshold, the required torque is greater than the second preset torque threshold, the hybrid vehicle is not in N or P gear, the cruise control function is not activated, and the hybrid vehicle is not in the process of shifting gears.

8. A hybrid vehicle control device, characterized in that, include: The acquisition module is used to acquire the motor speed difference and the current required torque of the motor of the hybrid vehicle. The motor speed difference is calculated based on the motor speed and the current vehicle speed. The determination module is used to determine the compensation torque of the motor based on the motor speed difference when the enabling conditions are met; The compensation module is used to compensate the required torque based on the compensation torque to obtain the compensated required torque; The control module is used to control the vehicle to output the compensated required torque; The compensation module is used to compensate for the required torque based on the compensation torque. When the compensation torque is greater than the first preset torque threshold, the phase offset under the current power condition is determined according to the delay time corresponding to the current power condition of the hybrid vehicle. The delay time is the time required from the acquisition of the motor speed difference to the hybrid vehicle performing the process of compensating the required torque based on the compensation torque. The power condition includes driving condition or feedback condition. The compensation torque is corrected based on the phase offset to obtain the corrected compensation torque; The required torque is compensated based on the corrected compensation torque.

9. A vehicle, characterized in that, include: The hybrid vehicle control device as described in claim 8; or, A processor, a memory, and a hybrid vehicle control program stored in the memory and executable on the processor, wherein the hybrid vehicle control program, when executed by the processor, implements the hybrid vehicle control method as described in any one of claims 1-7.

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