Clutch solenoid valve current control method, power system, equipment and medium
By adaptively adjusting the feedforward and feedback control of the solenoid valve current, the problems of slow response speed and pressure overshoot of the electromagnetic clutch in low temperature environment are solved, realizing fast response and precise control, and improving the robustness of the system.
Patent Information
- Application Number
- CN202511400072.X
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-09-28
- Publication Date
- 2025-12-12
AI Technical Summary
In the existing technology, the electromagnetic valve current control method of electromagnetic clutch has a slow response speed in low temperature environment, which leads to the clutch pressure not following in time, and the aggressive closed-loop adjustment range is prone to causing vehicle vibration.
An adaptive solenoid valve current control method is adopted. By weighted summation of feedforward and feedback current values, the solenoid valve current value is determined based on the target pressure of the clutch and the actual temperature and pressure, thereby improving the dynamic response speed and suppressing pressure overshoot.
It achieves rapid response and precise control of the solenoid valve current, improves the robustness of the system, and avoids pressure overshoot and vehicle vibration.
Smart Images
Figure CN121111900A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of control technology, specifically to a method, power system, equipment, and medium for controlling the current of a clutch solenoid valve. Background Technology
[0002] In plug-in hybrid electric vehicles, the electromagnetic clutch is the core actuator that enables the dynamic connection and disconnection between power sources (engine and drive motor). Its control strategy directly affects the vehicle's power performance, ride comfort, and NVH (Noise, Vibration, and Harshness). NVH describes the comprehensive performance of "unpleasant signals" perceived by drivers and passengers during vehicle operation, generated by various mechanical, aerodynamic, or electromagnetic factors.
[0003] Compared to hydraulic wet clutches, electromagnetic clutches offer advantages such as simpler structure, higher transmission efficiency, and stronger environmental adaptability. Therefore, electromagnetic clutches are increasingly being used in dedicated transmissions for hybrid vehicles. Electromagnetic clutches control clutch pressure by regulating the current of a solenoid valve; the precise control of this current determines the speed and smoothness of clutch engagement. Most existing technologies use PI (Proportional Integral Control) closed-loop control based on clutch pressure to determine the target current of the solenoid valve, ultimately achieving clutch engagement control. However, if the closed-loop adjustment is conservative or too slow, the clutch pressure may not keep up, especially in low-temperature environments, leading to excessively long series-parallel switching times. Conversely, if the closed-loop adjustment is aggressive, it can easily cause overshoot, resulting in vehicle vibration.
[0004] In view of the above, this application is hereby submitted. Summary of the Invention
[0005] This application aims to provide a control method, power system, equipment, and medium for the current of a clutch solenoid valve, which realizes adaptive adjustment of the solenoid valve current, effectively suppresses pressure overshoot, and improves system robustness while improving dynamic response.
[0006] In a first aspect, embodiments of this application provide a method for controlling the current of a clutch solenoid valve, including: Obtain the target pressure, actual temperature, and actual pressure required for the electromagnetic clutch to engage; The feedforward current value is determined based on the target pressure and the actual temperature of the electromagnetic clutch. The feedback current value is determined based on the target pressure and the actual pressure of the electromagnetic clutch. The target current value is determined based on the feedforward current value and the feedback current value; The magnitude of the solenoid valve current of the electromagnetic clutch is controlled to the target current value so as to drive the electromagnetic clutch to engage.
[0007] According to the technical solution provided in the embodiments of this application, optionally, determining the feedforward current value based on the target pressure and the actual temperature of the electromagnetic clutch includes: Using the target pressure and the actual temperature as query conditions, a matching current value is found from a preset relationship, which includes a mapping relationship between target pressure, temperature and current. The matching current value found is determined as the feedforward current value.
[0008] According to the technical solution provided in the embodiments of this application, optionally, determining the feedback current value based on the target pressure and the actual pressure of the electromagnetic clutch includes: Calculate the difference between the target pressure and the actual pressure; Using the difference being zero as the control target, the corresponding feedback current value is determined.
[0009] According to the technical solution provided in the embodiments of this application, optionally, determining the target current value based on the feedforward current value and the feedback current value includes: The weighting factor is determined based on the target pressure and the actual pressure. The target current value is obtained by weighting and summing the feedforward current value and the feedback current value according to the weighting factor. The greater the difference between the target pressure and the actual pressure, the greater the contribution of the feedforward current value to the target current value, and the smaller the contribution of the feedback current value to the target current value.
[0010] According to the technical solution provided in the embodiments of this application, optionally, determining the weighting factor based on the target pressure and the actual pressure includes: Determine the absolute value of the difference between the target pressure and the actual pressure; The weighting factor is determined based on the quotient of the absolute value and the target pressure.
[0011] According to the technical solution provided in the embodiments of this application, optionally, the step of weighting and summing the feedforward current value and the feedback current value according to the weighting factor to obtain the target current value includes: Calculate the quotient of 1 divided by the weighting factor, and the difference between 1 and the quotient; Determine the first product of the quotient and the feedback current value; Determine the second product of the difference and the feedforward current value; The sum of the first product and the second product is determined as the target current value; The weighting factor is a number greater than or equal to 1.
[0012] According to the technical solution provided in the embodiments of this application, optionally, before determining the target pressure required for the electromagnetic clutch to engage based on the vehicle's driving information, the method further includes: Determine whether the vehicle meets the conditions for electromagnetic clutch engagement; If the vehicle meets the conditions for electromagnetic clutch engagement, continue with the operation of determining the target pressure required for electromagnetic clutch engagement based on the vehicle's driving information.
[0013] According to the technical solution provided in the embodiments of this application, optionally, the electromagnetic clutch engagement conditions include one or more of the following: The clutch solenoid valve is functioning correctly. The state of charge of the battery pack is greater than the first preset value; The desired torque requirement at the wheel end is greater than the second preset value; The battery pack charging power is greater than the third preset value; The accelerator pedal opening is less than the fourth preset value; The engine coolant temperature is greater than the lower threshold but less than the upper threshold. The vehicle speed is greater than or equal to the fifth preset value.
[0014] Secondly, embodiments of this application also provide a power system for a hybrid electric vehicle, used to cooperate in executing the steps of the electromagnetic clutch engagement control method, including: an engine, an electromagnetic clutch, a generator, a drive motor, a differential, and a battery pack. The engine, electromagnetic clutch, generator, drive motor and differential are mechanically connected by gears and shafts; The generator, drive motor, and battery pack are electrically connected.
[0015] Thirdly, embodiments of this application also provide an electronic device, the electronic device comprising: Processor and memory; The processor executes the steps of the clutch solenoid valve current control method as described in any embodiment by calling the program or instructions stored in the memory.
[0016] Fourthly, embodiments of this application also provide a computer-readable storage medium storing a program or instructions that cause a computer to perform the steps of the clutch solenoid valve current control method as described in any embodiment.
[0017] In summary, this application proposes a method for controlling the current of a clutch solenoid valve. By determining the feedforward current value based on the target pressure required for clutch engagement and the actual temperature of the clutch, and adjusting the solenoid valve current according to the feedforward current value, feedforward control is achieved, thereby improving the dynamic pressure response speed. By determining the feedback current value based on the target pressure and the actual pressure of the electromagnetic clutch, the dynamic response speed is improved while effectively suppressing pressure overshoot and enhancing the system robustness. Attached Figure Description
[0018] Figure 1 This is a schematic diagram of the power system of a hybrid electric vehicle provided in an embodiment of this application; Figure 2 This application provides a flowchart of a method for controlling the current of a clutch solenoid valve. Figure 1 ; Figure 3 This application provides a flowchart of a method for controlling the current of a clutch solenoid valve. Figure 2 ; Figure 4 This is a schematic diagram of a clutch solenoid valve current control device provided in an embodiment of this application; Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation
[0019] The present application will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, only the parts relevant to the invention are shown in the accompanying drawings.
[0020] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.
[0021] For example, refer to Figure 1The diagram illustrates the structure of a hybrid electric vehicle's powertrain system, including an engine, an electromagnetic clutch, a generator, a drive motor, a differential, and a battery pack. The engine, electromagnetic clutch, generator, drive motor, and differential are mechanically connected via gears and shafts; the generator, drive motor, and battery pack are electrically connected. The electromagnetic clutch is the core actuator that dynamically connects and disconnects the power sources (engine and drive motor). Specifically, the engine, electromagnetic clutch, generator, and drive motor are mechanically connected via gears and shafts; high-voltage components such as the generator, drive motor, and battery pack are connected via electrical connections. The torque transmission path is engine → electromagnetic clutch → differential → wheels, and drive motor → differential → wheels. In series mode, the drive motor drives the vehicle alone, providing power and being the vehicle's sole power source. In parallel mode, the engine and drive motor jointly drive the vehicle, providing power from both sources. The battery pack stores electrical energy, supporting the drive motor and generator. A generator converts the engine's mechanical energy into electrical energy to charge the battery pack or power the drive motor. A differential distributes power to the left and right wheels, ensuring appropriate wheel speeds during cornering. An electromagnetic clutch controls the mechanical connection between the engine and the powertrain, determining whether the engine participates in power transmission. The engine provides mechanical power and is a traditional power source.
[0022] exist Figure 1 Based on the power system shown, Figure 2 This is a flowchart illustrating a method for controlling the current of a clutch solenoid valve, as provided in an embodiment of this application. This method can be executed by a control device for the clutch solenoid valve current, which can be implemented in software and / or hardware and integrated into the vehicle's VDC (Vehicle Dynamics Controller).
[0023] like Figure 2 As shown, the method for controlling the current of the clutch solenoid valve specifically includes the following steps: S210, Obtain the target pressure, actual temperature, and actual pressure required for the electromagnetic clutch to engage.
[0024] The electromagnetic clutch engages under the pressure of a target pressure. This target pressure is typically a fixed value predetermined through calibration testing.
[0025] S220. Determine the feedforward current value based on the target pressure and the actual temperature of the electromagnetic clutch.
[0026] The actual temperature of the electromagnetic clutch can be obtained by detecting an associated temperature sensor. Since the electromagnetic clutch includes a solenoid valve, the actual temperature of the electromagnetic clutch is the same as the actual temperature of the solenoid valve.
[0027] The higher the target pressure, the greater the required solenoid valve current (specifically, the target pressure is generated through electromagnetic induction). If the actual temperature of the electromagnetic clutch is low, the corresponding solenoid valve current will be greater when the same pressure is generated. Therefore, the actual temperature of the electromagnetic clutch affects the magnitude of the solenoid valve current.
[0028] In order to improve the response speed of the electromagnetic clutch when the pressure changes dynamically and enable the electromagnetic clutch to engage quickly, the embodiments of this application determine the feedforward current based on the actual temperature of the electromagnetic clutch and the target pressure. The feedforward current enables the solenoid valve to generate a large pressure quickly, thereby prompting the electromagnetic clutch to engage quickly.
[0029] Based on the characteristic relationship between pressure and current in a solenoid valve, the greater the target pressure, the greater the target current of the solenoid valve; the lower the temperature of the solenoid valve, the greater the target current of the solenoid valve.
[0030] In some embodiments, determining the feedforward current value based on the target pressure and the actual temperature of the electromagnetic clutch includes: Using the target pressure and the actual temperature as query conditions, a matching current value is searched from a preset relationship, which includes a mapping relationship between target pressure, temperature and current; the found matching current value is determined as the feedforward current value.
[0031] For example, a preset relationship table as shown in Table 1 can be referenced, which can be obtained through different solenoid valve characteristics and assembly bench testing calibration. The unit for temperature is °C, and the unit for pressure is bar.
[0032] Table 1
[0033] S230. Determine the feedback current value based on the target pressure and the actual pressure of the electromagnetic clutch.
[0034] In order to achieve precise control of the solenoid valve current and avoid pressure overshoot, it is also necessary to determine the feedback current value based on the target pressure and the actual pressure of the electromagnetic clutch.
[0035] For example, the difference between the target pressure and the actual pressure is calculated; with the difference being zero as the control target, the corresponding feedback current value is determined, for example, the corresponding feedback current value can be calculated by a proportional-integral closed-loop control algorithm.
[0036] Assume the target pressure is determined at time k. and actual pressure The difference is , can be represented as:
[0037] In the formula, Let k be the target pressure of the clutch. Let k be the actual pressure of the clutch at time k. Let k be the difference between the target pressure and the actual pressure at time k.
[0038] The corresponding feedback current value calculated using the proportional-integral closed-loop control algorithm can be expressed as:
[0039] In the formula, Let be the feedback current value of the pressure closed-loop output at time k. This is the proportional gain of the pressure closed-loop PI controller. The integral coefficient of the pressure closed-loop PI controller. The difference between the target pressure and the actual pressure at time k.
[0040] A pressure closed-loop PI controller can be used to achieve precise control of the feedback current value, so that the actual pressure of the solenoid valve continuously approaches the target pressure.
[0041] S240. Determine the target current value based on the feedforward current value and the feedback current value.
[0042] For example, a weighting factor is determined based on the target pressure and the actual pressure; the feedforward current value and the feedback current value are weighted and summed based on the weighting factor to obtain the target current value; wherein, the greater the difference between the target pressure and the actual pressure, the greater the contribution of the feedforward current value to the target current value, and the smaller the contribution of the feedback current value to the target current value, the purpose is to improve the clutch's response speed to dynamic pressure, so that the generated pressure rises rapidly, thereby enabling the clutch to engage quickly.
[0043] The smaller the difference between the target pressure and the actual pressure, the smaller the contribution of the feedforward current value to the target current value, and the larger the contribution of the feedback current value to the target current value. The purpose is to improve the control accuracy of the solenoid valve current and effectively suppress pressure overshoot.
[0044] In some implementations, determining the weighting factor based on the target pressure and the actual pressure includes: Determine the absolute value of the difference between the target pressure and the actual pressure; determine the weighting factor based on the quotient of the absolute value and the target pressure. For example, the quotient of the absolute value and the target pressure can be used as the weighting factor. Alternatively, further processing can be performed to change the range of values for the weighting factor to facilitate subsequent calculations.
[0045] For example, the weighting factor is determined by the following calculation formula:
[0046] In the formula, α is the pressure control accuracy factor (e.g., 0.01 bar). When the clutch target pressure or load changes and the system is in the dynamic adjustment stage, K>1, and the larger the error between the target pressure and the actual pressure, the larger the value of K. When the actual clutch pressure follows the target pressure and the difference between the target pressure and the actual pressure becomes smaller and smaller, the system is in the steady-state adjustment stage, and K is approximately equal to 1. If the value of K is less than 1, it is set to 1.
[0047] Correspondingly, the step of weighting and summing the feedforward current value and the feedback current value according to the weighting factor to obtain the target current value includes: Calculate the quotient of 1 divided by the weighting factor, and the difference between 1 and the quotient; determine the first product of the quotient and the feedback current value; determine the second product of the difference and the feedforward current value; and determine the target current value by summing the first product and the second product; wherein the weighting factor is a number greater than or equal to 1.
[0048] The calculation process for the target current value can be expressed by an expression:
[0049] In the formula, For the target current value, This is the feedforward current value. Here, K is the feedback current value, and K is the weighting factor, with a value range of [1, +∞).
[0050] Using the above control strategy, when the difference between the target pressure and the actual pressure of the clutch is large, the feedforward current value is adaptively increased. The weights are used to improve the dynamic response speed of the system; when the difference between the target pressure and the actual pressure of the clutch approaches zero, the system tends to stabilize, and the feedforward current value is adaptively reduced. Increase the weight of the feedback current value The weighting effectively suppresses system pressure overshoot and ensures pressure control accuracy.
[0051] S250. Control the magnitude of the solenoid valve current of the electromagnetic clutch to the target current value, so as to drive the electromagnetic clutch to engage.
[0052] This embodiment proposes a method for controlling the current of a clutch solenoid valve. The method determines the feedforward current value based on the target pressure required for clutch engagement and the actual temperature of the clutch, and the feedback current value based on the target pressure and the actual pressure of the electromagnetic clutch. In the initial control phase, the feedforward current has a greater impact on the solenoid valve current, improving the clutch's response speed during dynamic pressure changes. In the stable control phase, when the difference between the actual clutch pressure and the target pressure is small, the feedback current has a greater impact on the solenoid valve current to improve control accuracy, effectively suppress pressure overshoot, and thus enhance system robustness.
[0053] In some implementations, reference is made to, for example Figure 3 The schematic diagram shown illustrates a method for controlling the current of an electromagnetic clutch solenoid valve, which specifically includes the following steps: S310. Determine whether the vehicle meets the conditions for electromagnetic clutch engagement.
[0054] S320. If the vehicle meets the conditions for electromagnetic clutch engagement, determine the target pressure required for electromagnetic clutch engagement based on the vehicle's driving information.
[0055] In some implementations, the pre-engagement condition includes a second set condition requiring the engine's output torque to meet a certain threshold, such as the engine's output torque being less than 0 Nm. That is, the pre-engagement condition and the second set condition are the same: "the engine's output torque is less than 0 Nm".
[0056] In other embodiments, the pre-engagement condition includes a second set condition requiring the engine output torque to meet a certain requirement, and a speed difference condition requiring the front and rear end speed difference of the electromagnetic clutch to meet a certain requirement. For example, the second set condition is "the engine output torque is less than 0 Nm", and the speed difference condition is "the front and rear end speed difference of the electromagnetic clutch is less than a threshold (for example, the threshold is 50 rpm)". Then the pre-engagement condition is: the engine output torque is less than 0 Nm and the front and rear end speed difference of the electromagnetic clutch is less than the threshold.
[0057] In some other embodiments, the pre-engagement conditions also include a first setting condition for switching from a series mode to a parallel mode; that is, the pre-engagement conditions include a first setting condition, a second setting condition, and a speed difference condition. The vehicle satisfies the electromagnetic clutch pre-engagement conditions when it simultaneously satisfies the first setting condition, the second setting condition, and the speed difference condition.
[0058] Understandably, the higher, stricter, or more demanding the pre-engagement conditions are, the higher the safety, the higher the engagement efficiency, and the better the smoothness of the vehicle when the electromagnetic clutch engages.
[0059] Specifically, determining whether a vehicle meets the first set condition essentially means determining whether the vehicle meets the condition of switching from a series mode to a parallel mode, or in other words, determining whether the vehicle meets the condition of switching the power source from a single drive motor to an engine and a drive motor.
[0060] For example, the vehicle's VDC obtains relevant vehicle status information in real time from on-board sensors, vehicle CAN signals, or internal diagnostic modules, including but not limited to: vehicle speed, throttle opening change rate, brake pedal opening, battery pack state of charge (SOC), electromagnetic clutch fault status, solenoid valve feedback current, etc.
[0061] The first setting condition, or the condition for switching from series mode to parallel mode, includes one or more of the following: the electromagnetic clutch and solenoid valve are fault-free; the state of charge of the battery pack is greater than the first preset value (e.g., 5%); the desired torque demand at the wheel end is greater than the second preset value (e.g., 10 Nm); the battery pack charging power is greater than the third preset value (e.g., 15 kW); the accelerator pedal opening is less than the fourth preset value (e.g., 80%); the engine coolant temperature is greater than the lower threshold (e.g., 30°C) and less than the upper threshold (e.g., 100°C); and the vehicle speed is greater than or equal to the fifth preset value (e.g., 61 km / h).
[0062] The first preset value, the second preset value, the third preset value, the fourth preset value, the lower threshold, the upper threshold, and the fifth preset value are all determined through calibration.
[0063] In some implementations, to ensure smooth power delivery and safety during mode switching, the following conditions must be met: the electromagnetic clutch and solenoid valve must be fault-free; the state of charge of the battery pack must be greater than a first preset value (e.g., 5%); the desired torque demand at the wheel end must be greater than a second preset value (e.g., 10 Nm); the battery pack charging power must be greater than a third preset value (e.g., 15 kW); the accelerator pedal opening must be less than a fourth preset value (e.g., 80%); the engine coolant temperature must be greater than a lower threshold (e.g., 30°C) and less than an upper threshold (e.g., 100°C); and the vehicle speed must be greater than or equal to a fifth preset value (e.g., 61 km / h).
[0064] The electromagnetic clutch is the core component for switching power sources, while the solenoid valve is the control switch for the electromagnetic clutch. If the solenoid valve malfunctions, the electromagnetic clutch cannot achieve precise operation, and problems such as jerking, power interruption, or even system damage may occur during switching. Therefore, it is necessary to ensure that the solenoid valve is fault-free.
[0065] The state of charge (SOC) of a battery pack is an indicator of its remaining power. If the SOC is too low, it means that the battery pack's power supply capacity is insufficient. After switching to parallel mode, the power output of the drive motor will be limited, and it may even break down due to low power. Therefore, it is necessary to ensure that the SOC of the battery pack does not fall below a certain value to ensure the basic power reserve of the drive motor and the safety of the system.
[0066] If the desired torque demand at the wheel end is greater than the second preset value, it means that there is a more urgent need to switch to parallel mode. The drive motor in series mode alone may not be able to meet this power demand, resulting in a poor driving experience for the driver. Therefore, in order to ensure sufficient power, when the desired torque demand at the wheel end is greater than the second preset value, it is necessary to consider switching from series mode to parallel mode.
[0067] When the battery pack charging power exceeds the third preset value, it means the engine is in its "high-efficiency power generation range." Switching to parallel mode at this point allows the engine to simultaneously drive the wheels and charge the battery pack, thus preventing the engine from operating in its inefficient range and optimizing energy utilization efficiency. Conversely, if the charging power is too low, the engine's direct drive of the wheels will be insufficient, and switching to parallel mode will actually increase fuel consumption.
[0068] Limiting the accelerator pedal opening to less than the fourth preset value ensures smooth mode switching and avoids power surges. If the accelerator pedal opening is large, it indicates a need for rapid acceleration. In this case, prioritizing vehicle power output is crucial, and mode switching is not advisable. Mode switching has a delay, which is unsuitable for rapid acceleration scenarios and cannot meet the demands of rapid acceleration. Alternatively, attempting to meet rapid acceleration demands may result in a sudden power surge, compromising the smoothness of the switching process.
[0069] Limiting the engine coolant temperature to a lower threshold (e.g., 30°C) and a lower threshold (e.g., 100°C) is to ensure that the engine operates within its optimal operating temperature range, extending its lifespan and improving efficiency.
[0070] Setting the vehicle speed to be greater than or equal to the fifth preset value (e.g., 61 km / h) is to ensure that the engine operates in its high-efficiency range, thereby reducing energy loss and improving high-speed range. If the vehicle speed is too low, the engine's high-efficiency operating range is not activated, and the fuel economy of the parallel mode is actually worse than that of the series mode.
[0071] In summary, the purpose of limiting the vehicle to meet the first set condition is to ensure vehicle safety, smoothness, and maximize energy efficiency while avoiding power waste. Safety is reflected in ensuring that components such as the battery pack, engine, and clutch operate in good condition, preventing malfunctions or damage. Smoothness is reflected in ensuring smooth mode switching by limiting the intensity of power demand. Maximizing energy efficiency is reflected in engaging the engine in the most suitable range based on vehicle speed, torque demand, and battery pack status, maximizing energy efficiency while avoiding power waste.
[0072] If the vehicle meets the first set condition, then determine whether the engine output torque meets the second set condition, that is, detect whether the vehicle engine output torque meets the requirements, for example, whether the engine output torque is less than 0 Nm. If not, control the engine to reduce the output torque.
[0073] To ensure a smooth and safe transition, the engine's output torque must not be too high during the transition. Therefore, before the transition, the engine's output torque should be reduced first.
[0074] In some implementations, if the vehicle meets the first set condition, the switching flag for switching from series mode to parallel mode is activated, and the engine torque is reduced. The generator is then controlled to enter the speed mode and perform speed regulation control. At this time, the required torque for the entire vehicle is output by the drive motor.
[0075] S330. Determine the feedforward current value based on the target pressure and the actual temperature of the electromagnetic clutch.
[0076] S340. Determine the feedback current value based on the target pressure and the actual pressure of the electromagnetic clutch.
[0077] S350. Determine the target current value based on the feedforward current value and the feedback current value.
[0078] S360. Control the magnitude of the solenoid valve current of the electromagnetic clutch to the target current value, so as to drive the electromagnetic clutch to engage.
[0079] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides a control device for the current of a clutch solenoid valve.
[0080] refer to Figure 4The control device for the clutch solenoid valve current includes: an acquisition module 410 for acquiring the target pressure, actual temperature, and actual pressure required for the electromagnetic clutch to engage; a feedforward current value determination module 420 for determining the feedforward current value based on the target pressure and the actual temperature of the electromagnetic clutch; a feedback current value determination module 430 for determining the feedback current value based on the target pressure and the actual pressure of the electromagnetic clutch; a target current value determination module 440 for determining the target current value based on the feedforward current value and the feedback current value; and a control module 450 for controlling the magnitude of the solenoid valve current of the electromagnetic clutch to the target current value, so as to drive the electromagnetic clutch to engage.
[0081] The feedforward current value determination module 420 includes a lookup unit, which uses the target pressure and the actual temperature as query conditions to find a matching current value from a preset relationship table, and determines the found matching current value as the feedforward current value.
[0082] Furthermore, the feedback current value determination module 430 includes: a calculation unit for calculating the difference between the target pressure and the actual pressure; and a closed-loop control unit for calculating the corresponding feedback current value using a proportional-integral closed-loop control algorithm with the difference being zero as the control target.
[0083] Furthermore, the target current value determination module 440 includes: The weighting factor determination unit is used to determine a weighting factor based on the target pressure and the actual pressure; the target current value determination unit is used to perform a weighted summation of the feedforward current value and the feedback current value based on the weighting factor to obtain the target current value; wherein, the greater the difference between the target pressure and the actual pressure, the greater the contribution of the feedforward current value to the target current value, and the smaller the contribution of the feedback current value to the target current value.
[0084] Furthermore, the weighting factor determination unit is specifically used to: determine the absolute value of the difference between the target pressure and the actual pressure; and determine the weighting factor based on the quotient of the absolute value and the target pressure.
[0085] Furthermore, the target current value determination unit is specifically used to: calculate the quotient of 1 divided by the weighting factor, and the difference between 1 and the quotient; determine the first product of the quotient and the feedback current value; determine the second product of the difference and the feedforward current value; and determine the sum of the first product and the second product as the target current value; wherein the weighting factor is a number greater than or equal to 1.
[0086] Furthermore, it also includes: a condition determination module, used to determine whether the vehicle meets the electromagnetic clutch engagement conditions; if the vehicle meets the electromagnetic clutch engagement conditions, the operation of determining the target pressure required for electromagnetic clutch engagement based on the vehicle's driving information continues.
[0087] The electromagnetic clutch engagement conditions include one or more of the following: The clutch solenoid valve is functioning correctly. The state of charge of the battery pack is greater than the first preset value; The desired torque requirement at the wheel end is greater than the second preset value; The battery pack charging power is greater than the third preset value; The accelerator pedal opening is less than the fourth preset value; The engine coolant temperature is greater than the lower threshold but less than the upper threshold. The vehicle speed is greater than or equal to the fifth preset value.
[0088] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.
[0089] The apparatus of the above embodiments is used to implement the control method of the clutch solenoid valve current in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.
[0090] Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. For example... Figure 5 As shown, the electronic device 500 includes one or more processors 501 and memory 502.
[0091] The processor 501 may be a central processing unit (CPU) or other form of processing unit with data processing capabilities and / or instruction execution capabilities, and may control other components in the electronic device 500 to perform desired functions.
[0092] The memory 502 may include one or more computer program products, which may include various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. The volatile memory may include, for example, random access memory (RAM) and / or cache memory. The non-volatile memory may include, for example, read-only memory (ROM), hard disk, flash memory, etc. One or more computer program instructions may be stored on the computer-readable storage medium, and the processor 501 may execute the program instructions to implement the clutch solenoid valve current control method described above in any embodiment of this application, and / or other desired functions. Various contents such as initial external parameters and thresholds may also be stored in the computer-readable storage medium.
[0093] In one example, the electronic device 500 may further include an input device 503 and an output device 504, these components being interconnected via a bus system and / or other forms of connection mechanisms (not shown). The input device 503 may include, for example, a keyboard, a mouse, etc. The output device 504 may output various information to the outside, including warning messages, braking force, etc. The output device 504 may include, for example, a display, a speaker, a printer, and a communication network and its connected remote output devices, etc.
[0094] Of course, for the sake of simplicity, Figure 5 Only some of the components of the electronic device 500 relevant to this application are shown in this illustration; components such as buses, input / output interfaces, etc., are omitted. In addition, the electronic device 500 may include any other suitable components depending on the specific application.
[0095] In addition to the methods and devices described above, embodiments of this application may also be computer program products, which include computer program instructions that, when executed by a processor, cause the processor to perform the steps of the clutch solenoid valve current control method provided in any embodiment of this application.
[0096] The computer program product can be written in any combination of one or more programming languages to perform the operations of the embodiments of this application. The programming languages include object-oriented programming languages such as Java and C++, as well as conventional procedural programming languages such as C or similar languages. The program code can be executed entirely on the user's computing device, partially on the user's computing device, as a standalone software package, partially on the user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.
[0097] Furthermore, embodiments of this application may also be computer-readable storage media storing computer program instructions thereon, which, when executed by a processor, cause the processor to perform the steps of the clutch solenoid valve current control method provided in any embodiment of this application.
[0098] The computer-readable storage medium may be any combination of one or more readable media. A readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of readable storage media (a non-exhaustive list) include: an electrical connection having one or more wires, a portable disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof.
[0099] It should be noted that the terminology used in this application is for the purpose of describing specific embodiments only and is not intended to limit the scope of this application. As shown in the specification and claims of this application, unless the context clearly indicates otherwise, words such as "a," "an," "an," and / or "the" do not specifically refer to the singular and may also include the plural. The terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, or apparatus. Without further limitations, an element defined by the phrase "comprising an..." does not exclude the presence of other identical elements in the process, method, or apparatus that includes said element.
[0100] It should also be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this application. Unless otherwise expressly specified and limited, the terms "installed," "connected," "linked," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two elements. For those skilled in the art, the specific meaning of the above terms in this application can be understood according to the specific circumstances.
[0101] This document uses specific examples to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the methods and core ideas of this application. The above descriptions are only preferred embodiments of this application. It should be noted that due to the limitations of written expression, while there are objectively infinite specific structures, those skilled in the art can make several improvements, modifications, or changes without departing from the principles of this invention, and can also combine the above technical features in an appropriate manner. These improvements, modifications, changes, or combinations, or the direct application of the inventive concept and technical solution to other situations without modification, should all be considered within the scope of protection of this application.
Claims
1. A method for controlling the current of a clutch solenoid valve, characterized in that, include: Obtain the target pressure, actual temperature, and actual pressure required for the electromagnetic clutch to engage; The feedforward current value is determined based on the target pressure and the actual temperature of the electromagnetic clutch. The feedback current value is determined based on the target pressure and the actual pressure of the electromagnetic clutch. The target current value is determined based on the feedforward current value and the feedback current value; The magnitude of the solenoid valve current of the electromagnetic clutch is controlled to the target current value so as to drive the electromagnetic clutch to engage.
2. The method for controlling the current of the clutch solenoid valve according to claim 1, characterized in that, Determining the feedforward current value based on the target pressure and the actual temperature of the electromagnetic clutch includes: Using the target pressure and the actual temperature as query conditions, a matching current value is found from a preset relationship, which includes a mapping relationship between target pressure, temperature and current. The matching current value found is determined as the feedforward current value.
3. The method for controlling the current of the clutch solenoid valve according to claim 1, characterized in that, Determining the feedback current value based on the target pressure and the actual pressure of the electromagnetic clutch includes: Calculate the difference between the target pressure and the actual pressure; Using the difference being zero as the control target, the corresponding feedback current value is determined.
4. The method for controlling the current of the clutch solenoid valve according to claim 1, characterized in that, Determining the target current value based on the feedforward current value and the feedback current value includes: The weighting factor is determined based on the target pressure and the actual pressure. The target current value is obtained by weighting and summing the feedforward current value and the feedback current value according to the weighting factor. The greater the difference between the target pressure and the actual pressure, the greater the contribution of the feedforward current value to the target current value, and the smaller the contribution of the feedback current value to the target current value.
5. The method for controlling the current of the clutch solenoid valve according to claim 4, characterized in that, The step of determining the weighting factor based on the target pressure and the actual pressure includes: Determine the absolute value of the difference between the target pressure and the actual pressure; The weighting factor is determined based on the quotient of the absolute value and the target pressure.
6. The method for controlling the current of the clutch solenoid valve according to claim 4, characterized in that, The step of weighting and summing the feedforward current value and the feedback current value according to the weighting factor to obtain the target current value includes: Calculate the quotient of 1 divided by the weighting factor, and the difference between 1 and the quotient; Determine the first product of the quotient and the feedback current value; Determine the second product of the difference and the feedforward current value; The sum of the first product and the second product is determined as the target current value; The weighting factor is a number greater than or equal to 1.
7. The method for controlling the current of the clutch solenoid valve according to claim 1, characterized in that, Before determining the target pressure required for the electromagnetic clutch to engage based on the vehicle's driving information, the process also includes: Determine whether the vehicle meets the conditions for electromagnetic clutch engagement; If the vehicle meets the conditions for electromagnetic clutch engagement, continue with the operation of determining the target pressure required for electromagnetic clutch engagement based on the vehicle's driving information.
8. A powertrain system for a hybrid electric vehicle, configured to cooperate in performing the steps of the electromagnetic clutch engagement control method as described in any one of claims 1 to 7, characterized in that, include: Engine, electromagnetic clutch, generator, drive motor, differential, and battery pack; The engine, electromagnetic clutch, generator, drive motor and differential are mechanically connected by gears and shafts; The generator, drive motor, and battery pack are electrically connected.
9. An electronic device, characterized in that, The electronic device includes: Processor and memory; The processor executes the steps of the clutch solenoid valve current control method as described in any one of claims 1 to 8 by calling the program or instructions stored in the memory.
10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a program or instructions that cause a computer to perform the steps of the method for controlling the current of the clutch solenoid valve as described in any one of claims 1 to 8.